DE102007012604A1 - A method of controlling an injection of a direct injection internal combustion engine injector and a direct injection internal combustion engine - Google Patents

Abstract

The present invention relates to a method for controlling an injection of an injector of a direct-injection internal combustion engine and a corresponding device therefor. It is proposed that a control based on a cylinder pressure curve, which is stored in relation to a crankshaft position. The control comprises an entire course of injection in at least one cylinder. Upon completion of combustion of a first cycle and prior to initiation of injection of a subsequent cycle, a linear transfer function based on at least one cylinder pressure waveform stored relative to a respective crankshaft position is determined. From this transfer function, an injection curve is calculated for the subsequent cycle.

Description

The The present invention relates to a method for controlling an injection an injector of a direct injection internal combustion engine as well as a direct injection internal combustion engine.

The WO 2005/005813 A2 discloses a method for operating an internal combustion engine, in particular a diesel internal combustion engine with homogeneous fuel combustion. In this known method, it is provided that a state variable in the cylinder is detected as a function of the crank angle and a cylinder state signal is obtained from the cylinder state signal to determine at least two characteristic cycle characteristic values such that the determined cycle characteristic values are stored with reference values for the cycle characteristic values are compared and an existing deviation between the two values is calculated, and that the deviation supplied to a control algorithm and adjusted as a manipulated variable, the time of fuel injection of at least one injection event and / or the inert gas in the cylinder to stabilize the combustion and / or the Minimize noise and exhaust emissions. Preferably, it is provided that the cycle characteristic values of the 50% mass conversion point of the injected fuel and the maximum pressure rise in the cylinder are determined. As the state quantity in the cylinder, the pressure, the temperature, the ion current or the output signal of an optical measuring principle is preferably detected.

This known method is based on the consideration, certain Engine operating parameters such as injection timing and exhaust gas recirculation rate dynamically depending on such quantities to calculate which is the current state within the cylinder describe. To capture the current cylinder state is For example, the pressure in the cylinder as a function of the crank angle detected with a sensor. From this sensor signal will be subsequently in an interval of 720 ° crank angle certain characteristic Cycle parameters calculated. The pressure course within the cylinder is thus determined by two characteristic values calculated from the pressure curve itself described. In this known method then each of the currently determined cycle characteristics with the dependent of engine speed and engine load stored in each map a desired Value for the cycle characteristics compared and an existing one Deviation calculated between both values. This deviation will subsequently fed to a control algorithm. The controller dynamically calculates for compliance with the required cylinder state required new engine operating parameters, such as injection timing and recirculated exhaust gas mass.

The DE 197 49 817 A1 discloses an apparatus and a method for determining the start of injection or the combustion position in an internal combustion engine with at least one cylinder pressure sensor which generates a pressure proportional output signal, a crank angle sensor which outputs a signal representative of the crankshaft position signal, and an evaluation device, the pressure proportional output signal to the crank angle in Reference sets. In this known device and this known method, it is provided that the measured pressure profile is compared in a predefinable crank angle interval with at least one calculated under consideration of thermodynamic contexts, stored in the evaluation pressure profile and that is recognized from the comparison result of the injection start or the combustion position, if the comparison result reaches a predefinable threshold. The evaluation device comprises a microprocessor which emits control signals, for example injection signals, to various components of the internal combustion engine as a function of the determined variables.

The DE 43 41 796 A1 discloses a method for controlling the combustion in the combustion chamber of an internal combustion engine. In this known method, it is provided that the pressure in the combustion chamber is detected in predefinable time intervals, that the pressure values are stored during the compression stroke until a predefinable crank angle is reached and, after passing the predefinable crank angle, reproduced in mirror image form in equal time intervals, that the difference between the further recorded pressure values during combustion and the output pressure values during the compression stroke is formed, that the integral of the determined difference is formed, that a predeterminable surface portion of the integral determined and the associated crank angle, at which the predeterminable surface portion is reached, is determined that the deviation of the determined crank angle from a predefinable target crank angle is determined, and that the determined deviation represents a manipulated variable, which is supplied to a control unit for controlling the combustion.

In this document it is stated that the formation of the differential pressure integral calculates the area centroid, which should correlate very well with the true position of the combustion, and that based on this location of the centroid, a control of the ignition depending on the true position of the combustion and actual true Location of the combustion is possible. In the known method it is provided that in the event of a deviation of the determined crank angle is determined by the predetermined target crank angle, a corresponding control variable due to the deviation, which then affects various control operations, such as ignition, lambda setting or exhaust gas recirculation. The predetermined desired crank angle is taken from a map. In the control unit, the determined manipulated variable, for example, is added to the characteristic field ignition angle and the ignition angle thus determined is output to the ignition output stage.

task The present invention is the control of an internal combustion engine to simplify.

These Task is solved according to the invention A method according to claim 1, a direct injection internal combustion engine according to claim 29, a motor vehicle according to claim 38 and a Computer program according to claim 40. Further embodiments are described in the subclaims.

The Invention proposes a method for controlling an injection an injector of a direct injection internal combustion engine in front. The control is based on an at least partial cylinder pressure curve, stored in relation to a crankshaft position. The scheme includes at least partial, preferably entire Injection process at least one cylinder, but can only a part of it, in particular that part in which an injection course is initiated and / or executed. To Completion of a combustion of a first cycle and before the beginning of a Injection of a subsequent cycle becomes a mathematical one Model description formed on the stored cylinder pressure curve based. The model description becomes an injection course for formed the subsequent cycle.

The mathematical model description describes, in contrast to the known methods of control using maps, the to be regulated system. For example, the mathematical model one or more cylinders with an associated injector, the entire internal combustion engine as well as parts thereof with omission of associated aggregates. It can but also attachments of other internal combustion engines includes be, for example, a compressor, in particular an exhaust gas turbocharger as well as a mechanical compressor, such as a Roots loader, an exhaust gas recirculation, an exhaust aftertreatment or another, the internal combustion engine influencing Device of the vehicle. The mathematical model preferably comprises Functions. According to a first embodiment For example, at least one transfer function used to a Determination of the course of injection for the next one Cycle to form. Another embodiment provides that alternatively and / or supplementary equations, such as differential equations, be used. The mathematical model description or the mathematical Model descriptions can be linear, nonlinear, as neural Networks and / or be configured in any other way.

It can be provided that in a first cycle of a cylinder the internal combustion engine is an actual injection course for the cylinder is determined. In the first cycle becomes an actual pressure curve determined for the cylinder. Besides, at least an operating variable for the internal combustion engine determined. The operating variables become a desired pressure curve for a later, second cycle of the cylinder educated. From the actual pressure profile and the actual injection profile the mathematical model description is formed. From the model description and the desired pressure curve is a desired injection curve for formed the second cycle. In the second cycle, the desired injection course on and / or at least one other cylinder of the internal combustion engine applied.

One Advantage of this proposed method is that the Burning process improved by means of a pressure indexing while driving can be, d. H. the actual pressure curve is very good at the desired pressure curve can be approximated. Forming the desired pressure profile can be done, for example, that to reduce the memory requirements the different optimal target pressure gradients in shape of characteristic values, such as in the form of characteristic values of a Circular process, filed and calculated as needed from these characteristics; Thus, it does not have the complete target pressure gradients be filed. In particular, according to a Continuing education on the creation or determination in particular a variety of different, particularly complex Maps are omitted.

Preferably, the proposed method utilizes the idea that in each operating state there is a pressure profile that is optimal with regard to the respective specifications, such as emissions, fuel consumption, combustion noise, torque, wear, etc. Since many influences affect the mixture formation and combustion during operation, this optimum pressure profile can not or only rarely be achieved with an injection profile predetermined by a characteristic diagram, in particular amount and / or rate, as used in the known methods described above. The previous approach was to consider more and more of these influences in the regulation. This inevitably led to ever larger ones and / or more detailed and / or more numerous and / or memory-intensive maps and increasingly extensive calculations. However, larger maps require both a higher effort in advance to produce them, in particular with regard to the application effort, as well as in operation to work with them, ie read out the respective desired values from them. In addition, larger data storage is needed. In contrast, according to the present invention, the system behavior is described with the help of the model description, so that many of the previously required maps can be omitted. Consequently, the memory requirement decreases and the application effort is essentially directed to the creation of optimal pressure profiles, for example, stored cylinder pressure profile and / or desired pressure profile.

Of Furthermore, the proposed method offers the advantages of Injection control or combustion process control, namely that dampened cyclical fluctuations and tolerances as well Aging and environmental influences, such as altitude the current location, outside temperature, air pressure, humidity, Oxygen, carbon dioxide, carbon monoxide, nitrogen oxide, Fine dust content of ambient air, etc., and other influences, such as fuel quality, largely regulated can be.

One Another advantage of the proposed method is that also operating modes are possible with a conventional Control / regulation are not feasible, such as Any shaping of the pressure curve, heating curve or firing curve for conventional operation and / or regeneration operation, as well as a constant change between the progressions of a first Operating mode and a second mode.

Even though an internal combustion engine is a very complex and extreme is nonlinear system, then, when the pressure gradients and the injection curves from one cycle to a later one Cycle change little, what in different Betriebsberei chen The case is, to a good approximation, be assumed the system behaves linearly and consequently the one in the a cycle formed model description with good accuracy be used in the later cycle.

The in particular in the form of a transfer function proposed method for example, uses an assumption that the effects of when Incineration of existing disturbances such as For example, boost pressure, inert gas, etc., on the cylinder pressure curve or actual pressure profile preferably already determined in this Pressure course are included and therefore automatically in the model description be taken into account. These effects must thus not be extra modeled, if it is assumed can that these disturbances during of a cycle are almost constant. However, it exists according to one Training the possibility of one or the other disturbance, such as speed, load, temperature, etc., flow to be able to leave.

at the proposed method, the actual injection profile, for example be determined by measuring or preferably by using a drive signal for an injector, the injection course to realize for the cylinder, from an individual Injector map is read out, which usually already delivered with this injector. The drive signal for The injector can also be used directly as the actual injection curve for taken the cylinder. The model description takes into account preferably also the behavior of the system "injector".

Of the The term "measuring" should be understood here in a broad sense and includes above all a direct measurement and an indirect measurement, d. H. Deriving from at least one other measured quantity. The actual pressure profile, for example, also by measuring be determined. The farm sizes can For example, include the speed and the load and can be determined for example by measuring. The desired pressure profile may for example be formed by calculation or preferably by it be read out of a map. This calculation the desired pressure curve can be done, for example, that the Reduction of the memory requirement the different optimal target pressure gradients in the form of characteristic values, such as in the form of characteristic values a cyclic process, filed and if necessary from these characteristics be calculated; it does not have to be the complete one Target pressure gradients are stored. In particular, according to a development For this purpose, on the creation or determination of Maps are omitted. The model description and the desired injection course can be formed for example by calculation.

Of the Distance between the first cycle and the second cycle may be after Need to be chosen arbitrarily. So, for example be provided that the first cycle and the second cycle directly follow one another or by at least one cycle from each other are separated.

Also, the time interval during which the actual injection curve or actual pressure profile are determined, can be selected arbitrarily as needed. For example, determining the actual injection profile and / or actual pressure profile during for at least a portion of the cycle, or throughout the cycle, or during at least two consecutive cycles.

Of Further may be the location of the period of the cycle as needed be chosen arbitrarily. For example, the time period of the Cycle the top dead center of the cylinder and / or the compression phase and / or the expansion phase of the cylinder.

It can be provided that the actual pressure profile and / or the actual injection course with the help of at least one state variable of the internal combustion engine is monitored for plausibility. As state variable For example, the exhaust gas temperature, the lambda value, the pressure in the intake manifold, the pressure in the exhaust manifold, etc. in question.

• – aus dem Ist-Einspritzverlauf bzw. Ist-Druckverlauf und wenigstens einem anderen Ist-Einspritzverlauf bzw. Ist-Druckverlauf von wenigstens einem anderen Zyklus und/oder von wenigstens einem anderen Zylinder ein gemittelter Einspritzverlauf bzw. ein gemittelter Druckverlauf gebildet wird;
• – die Modellbeschreibung unter Verwendung des gemittelten Einspritzverlaufs und/oder des gemittelten Druckverlaufs gebildet wird.

It can be provided that the modeling of the model description takes place in that:

• An average injection profile or an averaged pressure profile is formed from the actual injection profile or actual pressure profile and at least one other actual injection profile or actual pressure profile of at least one other cycle and / or at least one other cylinder;
• - The model description is formed using the averaged injection curve and / or the averaged pressure curve.

By this averaging can be cyclical variations of the courses eliminated and measurement errors are reduced.

• – aus dem Ist-Einspritzverlauf bzw. Ist-Druckverlauf durch Filtern, bevorzugt durch digitales Filtern, ein gefilterter Einspritzverlauf bzw. ein gefilterter Druckverlauf gebildet wird;
• – die Modellbeschreibung unter Verwendung des gefilterten Einspritzverlaufs und/oder des gefilterten Druckverlaufs gebildet wird.

It can be provided that the modeling of the model description takes place in that:

• - Is formed from the actual injection course or actual pressure profile by filtering, preferably by digital filtering, a filtered injection curve or a filtered pressure profile;
• - The model description is formed using the filtered injection curve and / or the filtered pressure curve.

By This filtering can reduce measurement noise.

The Type of pressure curve can be chosen as required become. For example, the actual pressure curve can be an actual cylinder pressure curve be and / or the desired pressure curve a desired cylinder pressure curve be, or it may be the actual pressure curve an actual combustion pressure curve be and / or the desired pressure curve be a desired combustion pressure curve, or the actual pressure profile may be an actual heating profile and / or the desired pressure curve may be a desired heating curve, or it may be the Actual pressure curve should be an actual combustion curve and / or the target pressure profile to be a nominal firing curve.

• – aus dem Ist- bzw. Soll-Zylinderdruckverlauf zu Beginn der Kompression ein Ist- bzw. Soll-Schleppdruckverlauf gebildet wird;
• – der Ist- bzw. Soll-Schleppdruckverlauf von dem Ist- bzw. Soll-Zylinderdruckverlauf subtrahiert und derart der Ist- bzw. Soll-Verbrennungsdruckverlauf erhalten wird.

The actual or desired combustion pressure profile can thereby be formed from an actual or desired cylinder pressure profile such that:

• - From the actual or target cylinder pressure curve at the beginning of compression, an actual or target drag pressure curve is formed;
• - The actual or target drag pressure curve is subtracted from the actual or desired cylinder pressure profile and thus the actual or desired combustion pressure curve is obtained.

The Calculation of the model description becomes when using this actual / nominal combustion pressure curve, Actual / desired heating curve or actual / desired burning curve easier because in these courses only the information about the combustion are included and so unwanted influences the compression phase on the model description excluded can be.

Of the Actual or desired heating course can be calculated by calculating from an actual or Target cylinder pressure profile are formed, and the actual or nominal combustion curve can be formed by integrating an actual or desired heating profile become.

The Forming the model description can be done in different ways and Way, for example, using the method of least squares or the method of auxiliary variables or the method of stochastic Approximation, done.

Likewise, the formation of the desired injection course can be carried out in different ways, for example according to a first variant by means of an inversion of the model description and / or according to a second variant by means of an inverse model description and / or according to a third variant by means of a universal inverse model description. In the first variant, it may be provided, for example, that initially a model description describing the pressure variation as a function of the course of injection or mapping the course of injection to the pressure profile is formed, then this model description is inverted, resulting in an inverse model description , which describes the course of injection as a function of the pressure curve or maps the pressure profile to the course of injection, is apparent, and then this inverse model description is applied to a, preferably predetermined, desired pressure profile, resulting in a desired injection profile. In the second variant, it may be provided, for example, that an injection profile and a pressure curve form an inverse model description which determines the course of the injection as a function of describes the pressure curve or maps the pressure curve on the injection curve, directly, ie without the detour via a model description that describes the pressure curve as a function of the course of injection or the injection curve maps to the pressure profile is formed, and then this inverse model description on a, preferably predetermined, desired pressure profile is applied, resulting in a desired injection profile. In the third variant, it may be provided, for example, that a universal inverse model description that describes the course of injection in a wide range of application, ie not only in individual cases or for the respective current cycle, preferably generally valid, depending on the pressure curve or the pressure curve depicts the course of injection, is applied to a, preferably predetermined, desired pressure profile, resulting in a desired injection curve. This universal inverse model description can for example be determined in advance by tests with engine test stands and / or test or pre-series vehicles from many injection curves and pressure curves and stored for the control, for example in a neural network, and then stored in operation with the current Measured values are adapted.

It can be provided that, for example, if the scheme not converged according to the proposed methods, another regulation method is used. This other regulation method but can also be used otherwise, alternatively and / or in addition, at the same time in parallel or offset in time. This other control method, for example, a previously common Control using maps and / or an adaptive Control and / or a parametrically iteratively learning scheme include. A Such inconvergence can, for example, in transient operation of Internal combustion engine occur, such as sudden Full load request or sudden overrun. The The proposed method is preferably for operation suitable with diffusion controlled combustion, so that, if Example with low loads and thus small injection quantities only a premixed combustion is possible, too then such an invergence can occur. Also, a change be provided of the method as redundancy. A further education For certain changes, in particular when exceeding at least one predetermined, the Operation of the internal combustion engine characterizing value, in particular Gradients, a changeover with respect to the control of the internal combustion engine he follows. For example, if a load jump is detected, is in accordance with a Continuing another method of regulation related to that does not use a model description or provides an extension. The extension can, for example, by a corresponding in maps deposited adjustment depending on the load jump done. According to one embodiment, the adaptation in Form of a change in the model description or a Supplement to the model description or an adaptation of the Target injection course done.

It may be provided that the scheme according to this Method is combined with a feedforward control. The feedforward control can for example be enabled by a self-learning neural network in which by passing through the same or similar Operating situations have a variety of experience. This can be used when detecting an already known and / or similar Operating situation a default of already known and / or ascertainable values. In this way can be a setting about the mathematical Model description, in particular a transfer function, also on Highly transient operating areas, such as positive ones like negative acceleration phases.

It may further be provided that forming the model description supported by an implemented learning algorithm becomes.

It can be provided that the model description at least one Transfer function includes. This can be linear or nonlinear. Two or more transfer functions can also be used. Are there multiple systems to be considered separately, so for each a mathematical model description, preferably in the form of a linear transfer function. For example, the internal combustion engine in different Systems are divided, such as in a first and a second cylinder bank when a 6- or 12-cylinder engine is present.

Becomes used a hybrid system, the first system, the internal combustion engine and a second system, an electric motor and / or a generator describe.

• – der Soll-Einspritzverlauf des ersten Zyklus mit dem Soll-Einspritzverlauf eines früheren, dritten Zyklus verglichen wird;
• – der Soll-Einspritzverlauf des ersten Zyklus dann, wenn der Vergleich ergibt, dass dieser denjenigen des dritten Zyklus um mehr als einen erlaubten Änderungsbereich überschreitet, soweit begrenzt wird, dass er diese vorgegebene Grenze einhält.

It can be provided that a limitation of the change in the course of the injection takes place in that:

• - the target injection curve of the first cycle is compared with the desired injection curve of an earlier, third cycle;
• - The target injection course of the first cycle, when the comparison shows that this exceeds that of the third cycle by more than an allowed range of change, is limited so that it complies with this predetermined limit.

This limitation is particularly preferred when using linear transfer functions or linear equations, and allows a steady approach to the target profile to be achieved by repeated application of the above-proposed method using linear transfer functions or equations over several cycles can be, although the system itself, as already explained, is in principle non-linear. The desired injection course can also be generated as required in any desired manner, for example continuously, at a variable rate and / or by at least two separate injection events. The continuous generation can be realized, for example, with an injector, such as the CORA RS from FEV Motorentechnik GmbH, whose injection rate as well as injection times are extremely flexible and nevertheless precisely adjustable. More about a possible, preferably usable injector, its structure and its associated injection system are from the DE 100 01 828 and the DE 10 2004 057 610 to which reference is made in this disclosure in the context of this disclosure. The generation by at least two separate injection events can be realized with at least one conventional injector.

It can be provided that the model description with the help of a neural network. With this neural network can preferably implementing a learning algorithm, which includes forming the model description, for example, by forming the transfer function and / or by the inversion of the transfer function and / or by the forming the inverse transfer function, supported.

The Invention also proposes a direct injection internal combustion engine with a control device, at least one sensor and a deposited functionality. The control device has at least one injector per cylinder, at least one load request determination and at least one calculation unit. With the help of the sensor can be a course of an injection during a cycle a cylinder can be determined. The deposited functionality serves to do so on the basis of the course of injection in the one cycle to form a mathematical model description that serves to form an injection course of a subsequent cycle.

The Control device can be designed such that they Control according to the method of one of the preceding Performs claims.

• – wenigstens einem Zylinder;
• – wenigstens einem Injektor je Zylinder;
• – einer Regelungsvorrichtung zum Regeln einer Einspritzung des Injektors;
• – einem Speicher, der ein Kennfeld mit Zylinderdruckverläufen für unterschiedliche Betriebszustände der Verbrennungskraftmaschine enthält;
• – einem Winkelsensor, der eine Winkelstellung einer Kurbelwelle der Verbrennungskraftmaschine erfasst;
• – wenigstens einem Drucksensor je Zylinder, der einen Druck in dem Zylinder erfasst;
• – einem Steuergerät, das mit dem Injektor, dem Speicher, dem Winkelsensor und dem Drucksensor verbunden ist; wobei das Steuergerät derart ausgebildet ist, dass es:
• – von dem Winkelsensor die Winkelwerte ausliest;
• – ein Ansteuersignal an den Injektor sendet;
• – aus dem Ansteuersignal und den Winkelwerten einen Ist-Einspritzverlauf als Funktion des Kurbelwinkels bildet;
• – von dem Drucksensor die Druckwerte ausliest;
• – aus den Druckwerten und den Winkelwerten einen Ist-Zylinderdruckverlauf als Funktion des Kurbelwinkels bildet;
• – nach Abschluss einer Verbrennung eines ersten Zyklus und vor Beginn einer Einspritzung eines späteren, zweiten Zyklus, aus dem Ist-Zylinderdruckverlauf des ersten Zyklus und dem Ist-Einspritzverlauf des ersten Zyklus die mathematische Modellbeschreibung bildet;
• – aus dem Kennfeld einen Soll-Zylinderdruckverlauf für den zweiten Zyklus ermittelt;
• – aus der Modellbeschreibung und dem Soll-Zylinderdruckverlauf für den zweiten Zyklus einen Soll-Einspritzverlauf für den zweiten Zyklus berechnet;
• – in dem zweiten Zyklus ein Ansteuersignal, das den Soll-Einspritzverlauf repräsen tiert, an den Injektor sendet.

It can be provided that the internal combustion engine is provided with:

• - at least one cylinder;
• - at least one injector per cylinder;
• - A control device for controlling an injection of the injector;
• A memory containing a map with cylinder pressure curves for different operating states of the internal combustion engine;
• - An angle sensor which detects an angular position of a crankshaft of the internal combustion engine;
• At least one pressure sensor per cylinder, which detects a pressure in the cylinder;
• A controller connected to the injector, the accumulator, the angle sensor and the pressure sensor; wherein the controller is configured to:
• - reads the angle values from the angle sensor;
• - sends a drive signal to the injector;
• - forms an actual injection curve as a function of the crank angle from the control signal and the angle values;
• - read the pressure values from the pressure sensor;
• - From the pressure values and the angle values forms an actual cylinder pressure curve as a function of the crank angle;
• Upon completion of combustion of a first cycle and before commencement of injection of a later, second cycle, of the actual cylinder pressure curve of the first cycle and the actual injection curve of the first cycle, the mathematical model description forms;
• - Determined from the map a target cylinder pressure curve for the second cycle;
• - calculated from the model description and the target cylinder pressure curve for the second cycle, a desired injection curve for the second cycle;
• - In the second cycle, a drive signal representative of the target injection course animals, sent to the injector.

• – wenigstens einem Zylinder;
• – wenigstens einem Injektor je Zylinder;
• – einer Regelungsvorrichtung zum Regeln einer Einspritzung des Injektors;
• – einem Speicher, der ein Kennfeld mit Zylinderdruckverläufen für unterschiedliche Betriebszustände der Verbrennungskraftmaschine enthält;
• – einem Winkelsensor, der eine Winkelstellung einer Kurbelwelle der Verbrennungskraftmaschine erfasst;
• – wenigstens einem Drucksensor je Zylinder, der einen Druck in dem Zylinder erfasst;
• – Mitteln, die mit dem Winkelsensor verbunden sind und die dazu dienen, dass sie von dem Winkelsensor die Winkelwerte auslesen;
• – Mitteln, die mit dem Injektor verbunden sind und die dazu dienen, dass sie ein Ansteuersignal an den Injektor senden;
• – Mitteln, die dazu dienen, dass sie aus dem Ansteuersignal und den Winkelwerten einen Ist-Einspritzverlauf als Funktion des Kurbelwinkels bilden;
• – Mitteln, die mit dem Drucksensor verbunden sind und die dazu dienen, dass sie von dem Drucksensor die Druckwerte auslesen;
• – Mitteln, die dazu dienen, dass sie aus den Druckwerten und den Winkelwerten einen Ist-Zylinderdruckverlauf als Funktion des Kurbelwinkels bilden;
• – Mitteln, die dazu dienen, dass sie nach Abschluss einer Verbrennung eines ersten Zyklus und vor Beginn einer Einspritzung eines späteren, zweiten Zyklus, aus dem Ist-Zylinderdruckverlauf des ersten Zyklus und dem Ist-Einspritzverlauf des ersten Zyklus die mathematische Modellbeschreibung bilden;
• – Mitteln, die mit dem Speicher verbunden sind und die dazu dienen, dass sie aus dem Kennfeld einen Soll-Zylinderdruckverlauf für den zweiten Zyklus ermitteln;
• – Mitteln, die dazu dienen, dass sie aus der Modellbeschreibung und dem Soll-Zylinderdruckverlauf für den zweiten Zyklus einen Soll-Einspritzverlauf für den zweiten Zyklus berechnen; wobei:
• – die Mittel, die mit dem Injektor verbunden sind, des Weiteren dazu dienen, dass sie in dem zweiten Zyklus ein Ansteuersignal, das den Soll-Einspritzverlauf repräsentiert, an den Injektor senden.

It can also be provided that the internal combustion engine is provided with:

• - at least one cylinder;
• - at least one injector per cylinder;
• - A control device for controlling an injection of the injector;
• A memory containing a map with cylinder pressure curves for different operating states of the internal combustion engine;
• - An angle sensor which detects an angular position of a crankshaft of the internal combustion engine;
• At least one pressure sensor per cylinder, which detects a pressure in the cylinder;
• Means connected to the angle sensor and serving to read the angle values from the angle sensor;
• Means, which are connected to the injector and which serve to send a drive signal to the injector;
• - Means, which serve to form an actual injection curve as a function of the crank angle from the control signal and the angle values;
• - means, which are connected to the pressure sensor and serve to read from the pressure sensor, the pressure values;
• - Means, which serve to form an actual cylinder pressure curve as a function of the crank angle from the pressure values and the angle values;
• - Means, which serve to form the mathematical model description after completion of combustion of a first cycle and before commencement of injection of a later, second cycle, of the actual cylinder pressure curve of the first cycle and the actual injection curve of the first cycle;
• - means, which are connected to the memory and serve to determine from the map a target cylinder pressure curve for the second cycle;
• - Means, which serve to calculate from the model description and the target cylinder pressure curve for the second cycle, a desired injection curve for the second cycle; in which:
• - The means which are connected to the injector, further serve to send in the second cycle, a drive signal representing the desired injection course, to the injector.

The respective means may be discrete in integrated circuits Circuits, integrated in STEU ergeräte or spaced available. For example, a motor control, preferably in the integrated at least one of the means, in particular all means is, as the sole control unit for the scheme function. However, there is also the possibility that there are different control units, respectively have different or the same means. The funds can also integrated into one or more computing and / or storage units be, in particular on a CPU fall back. Also can a parallel operation are set up to different, similar Regulators, such as controllers, effectively exploit. Such a parallel operation is particularly advantageous in the case of several systems to be considered and the respective mathematical model descriptions available, which are preferably also coupled together. The parallel operation allows a particular in a work cycle to enable Reaction of different systems, which is coordinated with each other.

Of the Pressure sensor can use a direct pressure measuring principle, such as this in a piezoelectric pressure sensor, or with an indirect one Pressure measuring principle work, as for example in an ion current sensor the case is.

For the application and operation of this proposed direct injection Internal combustion engine apply analogously to the above statements to the proposed procedure.

It At least one further sensor can be provided which at least a state quantity of the internal combustion engine detected. In this case, it can be further provided that the control unit connected to the further sensor and is designed such that it reads out the values from the further sensor and with help the state variables a plausibility diagnosis the pressure sensor, preferably by means of on-board diagnostics, performs. Or it can be provided with the other means Sensor are connected and serve to separate them from the other Sensor read the values and with the aid of the state variables Plausibility diagnosis of the pressure sensor, preferably with Help with on-board diagnostics. The further Sensor may, for example, an exhaust gas temperature sensor, a lambda probe etc. be. Since the pressure sensor in the present invention now a determining link for the achievement of an optimal Burning is, can the proper functioning monitored by the pressure sensor using the other sensor become. In addition, these measures allow a correction of the pressure sensor signal. It can be provided that the model description for this also a transfer function includes. This can be linear or nonlinear.

It can furthermore be provided that a neural network provided is, with whose help the functionality is realized. With this neural network may preferably be a learning algorithm implementing the modeling description, for example by forming the transfer function and / or by inverting the transfer function and / or by forming the inverse transfer function, supported.

at the proposed method and the proposed internal combustion engine can the internal combustion engine according to a diesel principle and / or to work on a gasoline principle.

Preferably, the proposed method is used in a mobile device, in particular in a vehicle having an internal combustion engine according to the above proposals. The vehicle may be of any type and, for example, a passenger car, a truck, a rail vehicle, an airplane, a ship, etc. However, it can also be one stationary use, for example in an emergency generator, a combined heat and power plant or the like.

The The invention further proposes a computer program for implementation of the proposed method. Preferably, the computer program Program code sections that cause the proposed Procedure is performed when the computer program running on a computer.

Further advantageous embodiments and developments are based on the subsequent drawings explained in more detail. The However, resulting individual features are not on the individual Embodiments limited. Rather, these can Features with individual features described above or Characteristics of other embodiments connected to further embodiments become. Show it:

1 a schematic representation of a first embodiment of a direct-injection internal combustion engine;

2 a schematic representation of a second embodiment of a direct-injection internal combustion engine;

3 a schematic representation of a motor vehicle;

4 a schematic flow diagram of a first embodiment of a method for controlling an injection of an injector of the direct injection internal combustion engine of 1 ;

5 a schematic structural diagram of a second embodiment of a method for controlling an injection of an injector of the direct injection internal combustion engine of 1 ,

The 1 shows a part of a diesel engine 10 in a first embodiment as an example of a direct-injection internal combustion engine. The diesel engine 10 has a cylinder 11 , a crankshaft 12 , which has a connecting rod with the piston of the cylinder 11 is connected, and a control device 13 for controlling an injection into the combustion chamber of the cylinder 11 on. An inlet pipe for fresh air and an outlet pipe 14 for exhaust gas flow into the combustion chamber and can be closed by means of an inlet valve and an exhaust valve.

The control device 13 has in this first embodiment, a control unit 15 and a memory associated with it 16 on, a map with cylinder pressure curves for different operating conditions of the diesel engine 10 contains. The control unit 15 is also with an injector 17 in the combustion chamber of the cylinder 11 opens, a pressure sensor 18 that produces a pressure in the combustion chamber of the cylinder 11 detected, an angle sensor 19 , which is an angular position of the crankshaft 12 detected, and an exhaust gas temperature sensor 20 and a lambda probe 21 connected to the outlet pipe 14 are arranged. The control device 13 regulates the injection of the injector 17 depending on the signals of the pressure sensor 18 , the angle sensor 19 , the exhaust gas temperature sensor 20 and the lambda sensor 21 , as further exemplified by the hand 4 will be explained in more detail.

In addition to this regulatory procedure, the controller performs 15 with the help of the exhaust gas temperature sensor 20 and the lambda sensor 21 , which the exhaust gas temperature and the lambda value as state variables of the diesel engine 10 constantly enter a plausibility diagnosis of the pressure sensor 18 by.

The 2 shows a part of a diesel engine 10 in a second embodiment, which is similar to the first embodiment. Therefore, in the following, only the differences of these two embodiments will be described. In this second embodiment, the control device 13 instead of the control unit 15 the first embodiment several means 22 to 31 which are described in detail below. The means 22 are with the angle sensor 19 connected and serve that they read from this the angle values. The means 23 are with the injector 17 connected and serve to send the drive signal to this. The means 24 serve to form the actual injection curve as a function of the crank angle from the control signal and the angle values. The means 25 are with the pressure sensor 18 connected and serve that they read from this the pressure values. The means 26 serve to form the actual cylinder pressure curve as a function of the crank angle from the pressure values and the angle values. The means 27 serve to form the linear transfer function after completion of the combustion of the first cycle from the actual cylinder pressure curve and the actual injection curve. The means 28 are with the memory 16 connected and serve to determine from the map, the target cylinder pressure curve for the second cycle. The means 29 serve to calculate from the transfer function and the target cylinder pressure curve for the second cycle, a desired injection curve for the second cycle. This is done in this second embodiment similar to the first embodiment, but it is provided here that the load sensor (not shown) with the means 29 is connected and that they calculate the speed from the angle values. The means 23 Furthermore, they serve, in the second cycle, to supply the drive signal, which represents the desired injection course, to the injector 17 send. In this second embodiment, the funds lead 22 to 29 the control method described above for the first embodiment.

The means 30 and 31 are with the exhaust temperature sensor 20 or the lambda probe 21 connected and serve that of their respective assigned sensor 20 . 21 read the values and with the help of these values the plausibility diagnosis of the pressure sensor 18 carry out. In this second embodiment, the funds lead 30 and 31 the plausibility diagnosis, which was described above for the first embodiment.

The 3 schematically shows a passenger car 32 that with a diesel engine 10 is equipped according to the first or second embodiment. Other examples of such vehicles may be lorries, railcars, aircraft, ships, etc. Preferably, the method as well as the direct injection internal combustion engine is used when a biofuel and / or alcohol is added to a petroleum-based fuel.

The 4 shows a flowchart of a first embodiment of a method for controlling an injection of the injector 17 of the diesel engine 10 of the 1 , In operation of the diesel engine 10 the crankshaft rotates 12 , and the controller 15 is formed such that it is from the angle sensor 19 constantly read the angle values z, discrete or continuous. At the beginning of a first cycle, the controller sends 15 in one step 101 a drive signal to the injector 17 that was detected either in the previous cycle or, for example, when starting the diesel engine 10 there is no previous cycle, preset and permanently stored. From this drive signal and the angle values forms the control unit 15 in one step 102 an actual injection curve EV ₁ (z) as a function of the crank angle z. In this first embodiment, the controller reads 15 during operation of the diesel engine 10 also from the pressure sensor 18 constantly the pressure values and forms in one step 103 From these pressure values and the angle values z an actual cylinder pressure curve p ₁ (z) as a function of the crank angle z.

After completion of the combustion in this first cycle and before commencement of injection of the subsequent second cycle, the control unit forms in one step 104 from the actual cylinder pressure curve p ₁ (z) and the actual injection curve EV ₁ (z) a linear transfer function G ₁ (z). In this case, the control unit 15 the corresponding time when it starts this forming the transfer function, for example, by means of a predetermined crank angle or recognize that a current pressure value falls below a predetermined limit.

Next, the controller accesses 15 on the memory 16 to and determined in one step 105 from the map stored there, a desired cylinder pressure curve p _soll (z) for the second cycle. This is done in this first embodiment in accordance with a load request, in one step 106 as one of the operating variables of the diesel engine 10 is determined. This determination of the load request is carried out here by means of a load sensor, not shown, with the control unit 15 is connected and detects the position of an accelerator pedal, for example, in a passenger car or truck. Another operating size for the diesel engine 10 , according to the specification of the target cylinder pressure profile is read from the map, here is the speed of the diesel engine 10 that the control unit 15 calculated from the angle values.

From the transfer function G ₁ (z) and this target cylinder pressure curve p _soll (z) for the second cycle, the control unit calculates 15 in one step 107 then a desired injection curve EV ₂ (z) for the second cycle. This happens here in that the control unit 15 inverts the transfer function G ₁ (z) and then applies this inverse transfer function 1 / G ₁ (z) to the desired cylinder pressure curve p _soll (z). The control unit 15 walks in one step 108 then this target injection curve p _soll (z) in a drive signal and sends in one step 101 this in the second cycle to the injector 17 , The steps described above 101 - 108 are now repeated analogously for the second cycle. So this cycle is a regulated route 109 represents.

The 5 shows the structure of a second embodiment of a method for controlling an injection of the injector 17 of the diesel engine 10 of the 1 , which is an extension of the first embodiment. Therefore, only the differences between these two embodiments will be described below. In this second embodiment, the controlled route 109 in series with a parametrically iterative learning control 110 , also abbreviated to ILR below. As a regulator and rain route of the regulated route 109 symbolic here are the control unit 15 and the injector 17 displayed. The output of the ILR 110 is with the entrance of the regulated route 109 connected, which is also an input of the regulator 15 is. The exit of the regulated route 109 , which is also the output of the controlled system 17 is, is with an input of the ILR 110 connected.

Thus, in this second embodiment, the control method of the first embodiment is combined with another control method, namely, an ILR. For a more detailed explanation of the structure and function of an ILR, see the parallel patent application DE 10 2006 015 503 Reference is made to the content of which reference is made in full.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• WO 2005/005813 A2 [0002]
• DE 19749817 A1 [0004]
• - DE 4341796 A1 [0005]
• - DE 10001828 [0040]
• - DE 102004057610 [0040]
• - DE 102006015503 [0071]

Claims (46)

Method for controlling an injection of an injector ( 17 ) of a direct injection internal combustion engine ( 10 ), wherein: the control is based on at least one, at least partial, cylinder pressure curve stored in relation to a crankshaft position; The control has an at least partial injection course in at least one cylinder ( 11 ); Upon completion of combustion of a first cycle and prior to initiation of injection of a subsequent cycle, a mathematical model description is formed based on the stored cylinder pressure history; - From the model description an injection curve is formed for the subsequent cycle. Method according to claim 1, comprising the steps of: - in a first cycle of a cylinder ( 11 ) of the internal combustion engine ( 10 ) an actual injection course for the cylinder ( 11 ) is determined; In the first cycle, an actual pressure curve for the cylinder ( 11 ) is determined; At least one operating variable for the internal combustion engine ( 10 ) is determined; From the operating variables a desired pressure profile for a later, second cycle of the cylinder ( 11 ) is formed; The mathematical model description is formed from the actual pressure profile and the actual injection profile; - From the model description and the desired pressure curve, a desired injection curve is formed for the second cycle; In the second cycle, the desired injection course to the and / or at least one other cylinder ( 11 ) of the internal combustion engine ( 10 ) is applied. Method according to one of the preceding claims, characterized in that the first cycle and the second cycle follow one another directly or through at least one cycle of each other are separated. Method according to one of the preceding claims, characterized in that determining the actual injection course during at least a period of the cycle or during the whole cycle or during at least two consecutive cycles takes place. Method according to one of the preceding claims, characterized in that determining the actual pressure profile during at least a period of the cycle or during the whole cycle or during at least two consecutive cycles takes place. A method according to claim 4 or 5, characterized in that the period of the cycle is the top dead center of the cylinder ( 11 ) and / or the compression phase of the cylinder ( 11 ) and / or the expansion phase of the cylinder ( 11 ) contains. Method according to one of the preceding claims, characterized in that the actual pressure profile and / or the actual injection profile with the aid of at least one state variable of the internal combustion engine ( 10 ) is monitored for plausibility. Method according to one of the preceding claims, characterized in that forming the model description thereby done that: - From the actual injection course and at least one other actual injection course of at least one other Cycle and / or of at least one other cylinder an average Injection course is formed; - the model description is formed using the averaged injection profile. Method according to one of the preceding claims, characterized in that forming the model description thereby done that: - From the actual pressure profile and at least another actual pressure profile of at least one other cycle and / or at least one other cylinder an averaged pressure curve is formed; - The model description using the averaged pressure curve is formed. Method according to one of the preceding claims, characterized in that forming the model description thereby done that: - From the actual injection course through Filtering, preferably by digital filtering, a filtered injection course is formed; - The model description using the filtered injection curve is formed. Method according to one of the preceding claims, characterized in that forming the model description thereby done that: - from the actual pressure profile through filtering, preferably by digital filtering, a filtered pressure curve is formed; - The model description using the filtered pressure curve is formed. Method according to one of the preceding claims, characterized in that the actual pressure curve is an actual cylinder pressure curve is and / or the desired pressure curve, a desired cylinder pressure curve is. Method according to one of the preceding Claims, characterized in that the actual pressure curve is an actual combustion pressure curve and / or the desired pressure profile is a desired combustion pressure curve. Method according to claim 13, characterized in that that the actual combustion pressure curve thereby from an actual cylinder pressure curve is formed that: - From the actual cylinder pressure curve at the beginning of the compression, an actual drag pressure profile is formed; - of the Actual drag pressure curve is subtracted from the actual cylinder pressure curve and thus the actual combustion pressure profile is obtained. Method according to claim 13 or 14, characterized that the target combustion pressure curve thereby from a desired cylinder pressure curve is formed that: - From the target cylinder pressure curve at the beginning of the compression a soli-drag pressure curve is formed; - of the Desired drag pressure curve is subtracted from the desired cylinder pressure curve and thus the target combustion pressure profile is obtained. Method according to one of the preceding claims, characterized in that the actual pressure curve is an actual heating course is and / or the desired pressure curve is a desired heating course. Method according to claim 16, characterized in that that the actual heating course by calculating from an actual cylinder pressure curve and / or the desired heating course by calculating from a desired cylinder pressure curve is formed. Method according to one of the preceding claims, characterized in that the actual pressure curve is an actual combustion curve is and / or the desired pressure curve is a desired combustion curve. Method according to claim 18, characterized that the actual combustion process by integrating an actual heating process and / or the desired combustion curve by integrating from a desired heating course is formed. Method according to one of the preceding claims, characterized in that forming the model description with Help of the method of least squares and / or the method of auxiliary variables and / or the stochastic approximation method. Method according to one of the preceding claims, characterized in that forming the desired injection course with the help of an inversion of the model description and / or with Help an inverse model description and / or with the help of a universal inverse model description is done. Method according to one of the preceding claims, characterized in that when the scheme according to this Method not converged, using a different control method becomes. Method according to one of the preceding claims, characterized in that the control according to this Method combined with at least one other control method becomes. Method according to claim 23, characterized that the scheme according to this method with a Map control is combined. Method according to claim 23 or 24, characterized that the scheme according to this method with a adaptive control is combined. Method according to one of claims 23 to 25, characterized in that the control according to this Method combined with a parametric iterative learning control becomes. Method according to one of the preceding claims, characterized in that the control according to this Method is combined with a feedforward control. Method according to one of the preceding claims, characterized in that forming the model description by means of an implemented learning algorithm is supported. Method according to one of the preceding claims, characterized in that the model description at least one Transfer function includes. Method according to one of the preceding claims, characterized in that a limitation of the change the course of injection takes place in that: - of the Target injection curve of the first cycle with the desired injection curve an earlier, third cycle is compared; - of the Target injection course of the first cycle then when the comparison shows that this one of the third cycle by more than one allowed change range exceeds, as far as is limited, that he adheres to this predetermined limit. Method according to one of the preceding claims, characterized in that the Target injection course is generated continuously and / or by at least two separate injection events. Method according to one of the preceding claims, characterized in that the model description with the help of a neural network. Direct injection internal combustion engine ( 10 ) with a control device ( 13 ), at least one sensor ( 18 ) and a stored functionality, wherein the control device ( 13 ) at least one injector ( 17 ) per cylinder ( 11 ), a load request determination and at least one calculation unit ( 15 ), with the aid of the sensor ( 18 ) a course of an injection during a cycle of a cylinder ( 11 ), and wherein the stored functionality serves to form, on the basis of the injection course in the one cycle, a mathematical model description which serves to form an injection course of a subsequent cycle. Internal combustion engine ( 10 ) according to claim 33, characterized in that the control device ( 13 ) is designed such that it carries out the control according to the method according to one of the preceding claims. Internal combustion engine ( 10 ) according to claim 33 or 34, comprising: - at least one cylinder ( 11 ); At least one injector ( 17 ) per cylinder ( 11 ); A control device ( 13 ) for controlling an injection of the injector ( 17 ); - a memory ( 16 ), a map with cylinder pressure curves for different operating conditions of the internal combustion engine ( 10 ) contains; An angle sensor ( 19 ), which is an angular position of a crankshaft ( 12 ) of the internal combustion engine ( 10 ) detected; At least one pressure sensor ( 18 ) per cylinder ( 11 ), a pressure in the cylinder ( 11 ) detected; A control unit ( 15 ) with the injector ( 17 ), the memory ( 16 ), the angle sensor ( 19 ) and the pressure sensor ( 18 ) connected is; whereby the control unit ( 15 ) is designed such that it: - from the angle sensor ( 19 ) reads the angle values; A drive signal to the injector ( 17 ) sends; - forms an actual injection curve as a function of the crank angle from the control signal and the angle values; From the pressure sensor ( 18 ) reads out the pressure values; - From the pressure values and the angle values forms an actual cylinder pressure curve as a function of the crank angle; Upon completion of combustion of a first cycle and before commencement of injection of a later, second cycle, of the actual cylinder pressure curve of the first cycle and the actual injection curve of the first cycle, the mathematical model description forms; - Determined from the map a target cylinder pressure curve for the second cycle; - calculated from the model description and the target cylinder pressure curve for the second cycle, a desired injection curve for the second cycle; In the second cycle, a drive signal, which represents the desired injection course, to the injector ( 17 ) sends. Internal combustion engine ( 10 ) according to claim 35, characterized in that: - another sensor ( 20 . 21 ) is provided, the at least one state variable of the internal combustion engine ( 10 ) detected; - the control unit ( 15 ) with the further sensor ( 20 . 21 ) and is designed such that it is separated from the further sensor ( 20 . 21 ) reads out the values and with the help of the state variables, a plausibility diagnosis of the pressure sensor ( 18 ), preferably with the aid of on-board diagnostics. Internal combustion engine ( 10 ) according to claim 33 or 34, comprising: - at least one cylinder ( 11 ); At least one injector ( 17 ) per cylinder ( 11 ); A control device ( 13 ) for controlling an injection of the injector ( 17 ); - a memory ( 16 ), a map with cylinder pressure curves for different operating conditions of the internal combustion engine ( 10 ) contains; An angle sensor ( 19 ), which is an angular position of a crankshaft ( 12 ) of the internal combustion engine ( 10 ) detected; At least one pressure sensor ( 18 ) per cylinder ( 11 ), a pressure in the cylinder ( 11 ) detected; - means ( 22 ) connected to the angle sensor ( 19 ) and which serve to receive them from the angle sensor ( 19 ) read the angle values; - means ( 23 ) with the injector ( 17 ) and which serve to send a drive signal to the injector ( 17 ) send; - means ( 24 ), which serve to form an actual injection curve as a function of the crank angle from the control signal and the angle values; - means ( 25 ) connected to the pressure sensor ( 18 ) and which serve to separate them from the pressure sensor ( 18 ) read the pressure values; - means ( 26 ), which serve to form an actual cylinder pressure curve as a function of the crank angle from the pressure values and the angle values; - means ( 27 ), which serve to ensure that, after completion of a combustion of a first cycle and before commencement of an injection of a later, two th cycle, from the actual cylinder pressure curve of the first cycle and the actual injection curve of the first cycle form the mathematical model description; - means ( 28 ) connected to the memory ( 16 ) and which serve to determine from the map a target cylinder pressure curve for the second cycle; - means ( 29 ) which serve to calculate from the model description and the target cylinder pressure curve for the second cycle a target injection curve for the second cycle; where: - the means ( 23 ) with the injector ( 17 Furthermore, they serve, in the second cycle, to send to the injector a drive signal representing the desired injection course ( 17 ). Internal combustion engine according to claim 37, characterized in that: - another sensor ( 20 . 21 ) is provided, the at least one state variable of the internal combustion engine ( 10 ) detected; - Medium ( 30 . 31 ) provided with the further sensor ( 20 . 21 ) and which serve to separate them from the further sensor ( 20 . 21 ) read the values and with the help of the state variables a plausibility diagnosis of the pressure sensor ( 18 ), preferably with the help of on-board diagnostics. Internal combustion engine according to claim 36 or 38, characterized in that the further sensor is an exhaust gas temperature sensor ( 20 ) or a lambda probe ( 21 ). Internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that the model description comprises at least one transfer function. Internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that a neural network is provided, with the aid of which the functionality is realized. Method or internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that the internal combustion engine ( 10 ) works on a diesel principle and / or a gasoline principle. Vehicle ( 32 ), which is an internal combustion engine ( 10 ) according to one of the preceding claims. A vehicle according to claim 43, which is a passenger car ( 32 ), a truck, a rail vehicle, an airplane or a ship. Computer program for carrying out the method according to one of the preceding claims. The computer program of claim 45, the program code sections which cause the method according to any one of the preceding claims is performed when the computer program on a Computer is running.