DE102020116169A1 - Method for operating an internal combustion engine and a motor vehicle with an internal combustion engine - Google Patents

Abstract

The invention relates to a method for operating an internal combustion engine (10) with at least one combustion chamber (12). The internal combustion engine (10) is connected via its outlet (18) to an exhaust system (20) in which several exhaust gas aftertreatment components are arranged. The internal combustion engine (10) is also connected to at least one auxiliary unit (52, 56, 72), in particular to a generator (52, 56) and / or an air conditioning compressor (72).
It is provided that the power of the auxiliary unit (52, 56, 72) is reduced in the event of a dynamic load requirement on the internal combustion engine (10) in order to reduce the total engine load for the internal combustion engine (10) and thus to increase the raw emissions of the internal combustion engine (10) to decrease.
The invention also relates to an internal combustion engine (10) for carrying out such a method.

Description

The invention relates to a method for operating an internal combustion engine and a motor vehicle with an internal combustion engine for carrying out such a method according to the preamble of the independent claims.

The current exhaust gas legislation, and one that will become increasingly strict in the future, place high demands on the engine-related raw emissions and the exhaust gas aftertreatment of internal combustion engines. The demands for a further decrease in consumption and the further tightening of the exhaust gas standards with regard to the permissible nitrogen oxide emissions pose challenges for the engine developers. and further downstream catalysts. Exhaust gas aftertreatment systems are currently used in diesel engines which have an oxidation catalytic converter or a NOx storage catalytic converter, a catalytic converter for the selective catalytic reduction of nitrogen oxides (SCR catalytic converter) and a particle filter for separating out soot particles and possibly other catalytic converters. In order to meet the high requirements for minimal nitrogen oxide emissions, exhaust gas aftertreatment systems are known which have two SCR catalytic converters connected in series, each of the SCR catalytic converters being preceded by a metering element for metering in a reducing agent. A synthetic, aqueous urea solution, which is mixed with the hot exhaust gas flow in a mixing device upstream of the SCR catalytic converter, is preferably used as the reducing agent. As a result of this mixing, the aqueous urea solution is heated, which releases ammonia in the exhaust gas duct. A commercially available, aqueous urea solution generally consists of 32.5% urea and 67.5% water.

With the introduction of legislative stage EU6, a limit value for the number of particles is prescribed for gasoline engines, which in many cases makes the use of a gasoline particle filter necessary. Such soot particles arise particularly after a cold start of the internal combustion engine due to incomplete combustion in combination with a substoichiometric combustion air ratio and cold cylinder walls during the cold start. The cold start phase is therefore decisive for compliance with the statutory particle limit values. Such a gasoline particulate filter continues to be loaded with soot while driving. This gasoline particulate filter must be regenerated continuously or periodically so that the exhaust gas back pressure does not increase too much. The increase in the exhaust gas back pressure can lead to increased consumption of the internal combustion engine, a loss of power and an impairment of the smoothness of running up to misfires. In order to carry out thermal oxidation of the soot retained in the gasoline particle filter with oxygen, a sufficiently high temperature level in conjunction with the simultaneous presence of oxygen in the gasoline engine's exhaust system is necessary. Since modern gasoline engines are normally operated with a stoichiometric combustion air ratio (λ = 1) without excess oxygen, additional measures are required. In addition, possible measures include, for example, a temperature increase through an ignition angle adjustment, a temporary lean adjustment of the gasoline engine, the injection of secondary air into the exhaust system, or a combination of these measures. Up to now, an ignition angle adjustment in the late direction in combination with a lean adjustment of the gasoline engine has been preferred, since this method manages without additional components and can supply a sufficient amount of oxygen at most operating points of the gasoline engine.

Furthermore, electrically heatable catalytic converters are known from the prior art, with which heat can be introduced into the exhaust system essentially independently of the operation of the internal combustion engine in order to heat one or more exhaust gas aftertreatment components to their operating temperature.

From the EP 1 239 127 A1 a method for heating an electrically heatable catalytic converter when braking a motor vehicle is known, the electrically heatable catalytic converter being electrically heated by a starter-generator unit during deceleration of the motor vehicle to keep the temperature of the catalytic converter above a light-off temperature of the catalytic converter to keep. The mechanical energy when the motor vehicle is decelerated is converted into electrical energy by the starter-generator unit and the electrically heated catalytic converter is heated with this energy.

the DE 197 40 971 A1 discloses a power supply control device for an electrically heated catalytic converter with an electrical generator driven by an internal combustion engine, a battery, an electrical heating device for heating a catalytic converter arranged in an exhaust system of the internal combustion engine, a battery charging circuit for connecting the battery to the generator and supplying an electrical current to Charging the battery, a catalyst heating circuit for directly connecting the heating device to the generator and supplying an electric current from the generator to the heating device to raise the temperature of the catalyst to an operating temperature. Further a temperature maintaining circuit is provided for connecting the heater to the battery and supplying an electric current from the battery to the heater to keep the temperature of the catalyst higher than the operating temperature. The power supply control device turns off the battery charging circuit and the temperature maintenance circuit and turns on the catalyst heating circuit when the internal combustion engine has been started so that the catalyst is heated up to the operating temperature. A second power supply control device switches off the catalyst heating circuit and the battery charging circuit and the temperature maintenance circuit when the temperature of the catalyst has reached the operating temperature. The battery is charged and at the same time the catalytic converter is kept at a temperature that is higher than the operating temperature.

From the DE 10 2016 122 304 A1 a method for heating an electrically heatable catalytic converter in an exhaust gas duct of a motor vehicle with an internal combustion engine is known. In order to heat up the catalytic converter before the internal combustion engine is started, it is provided that the catalytic converter is electrically heated up before the internal combustion engine is started and enables efficient exhaust gas aftertreatment as soon as the engine is started. After an electrical preheating phase after the engine has been started, the catalyst is further heated by a combined electrical and chemical heating through the exothermic conversion of unburned fuel components on a catalytically active surface of the electrically heated catalyst.

the DE 10 2005 024 411 B4 discloses a drive arrangement for a motor vehicle with an internal combustion engine, which is drivingly connected to a generator and an electric motor, the electric motor being able to be disconnected and connected to the internal combustion engine by means of a switchable clutch, the electric motor drivingly with at least one auxiliary unit, in particular an air conditioning compressor, is connected, and wherein the drive arrangement has a regulating / control device which is connected to the internal combustion engine, the electric motor, the generator and the clutch in such a way that the clutch can be opened or closed as a function of predeterminable driving and operating parameters of the motor vehicle, so that the at least one auxiliary unit is driven by the internal combustion engine when the clutch is closed and by the electric motor when the clutch is open, the electric motor being electrically connected on the one hand to the generator and on the other hand to an electrical energy store, so that practicing For this, the electric motor can be supplied with energy individually or simultaneously as a function of predeterminable energetic parameters, the electric energy store also being connected to the regulating / control device.

A method for coordinating the actuation of at least one auxiliary unit of the motor vehicle that can be driven by a main unit of a motor vehicle is known from WO 2006/108 521 A1. It is provided that a query unit queries limit values for the actuation of at least one auxiliary unit and an actual value of resources of the at least one auxiliary unit, and a decision unit controls the actuation of the at least one auxiliary unit at least depending on its limit values and its actual value. Furthermore, an auxiliary unit for a motor vehicle is specified, which can be driven by a main unit of the motor vehicle and comprises a detection unit for detecting an actual value of a reserve of resources of the auxiliary unit.

The invention is now based on the task of reducing the raw emissions of the internal combustion engine and improving the driving dynamics of a motor vehicle.

According to the invention, this object is achieved by a method for exhaust gas aftertreatment of an internal combustion engine with at least one combustion chamber. The internal combustion engine is connected to an exhaust system via its outlet. The internal combustion engine is also connected to at least one auxiliary unit. It is provided that the power of the auxiliary unit is reduced in the event of a dynamic load requirement on the internal combustion engine in order to reduce the overall additional engine load for the internal combustion engine and thus to reduce the raw emissions of the internal combustion engine. The dynamic load requirement on the internal combustion engine leads to an increase in the raw emissions, in particular the raw nitrogen oxide emissions, which makes it necessary to increase the exhaust gas recirculation rate in order to at least partially compensate for this increase. By simultaneously reducing the power of at least one auxiliary unit, this dynamic load increase for the internal combustion engine can be reduced, whereby the increase in the raw emissions of the internal combustion engine can be limited. This is particularly helpful in a cold start phase of the internal combustion engine or after a low-load operation when the exhaust gas aftertreatment components have not yet reached their operating temperature and a complete conversion of the harmful exhaust gas components by the catalytic converters is not guaranteed.

The features listed in the dependent claims are advantageous Improvements and non-trivial further developments of the method specified in the independent claim for exhaust gas aftertreatment of an internal combustion engine are possible.

In a preferred embodiment of the invention it is provided that the auxiliary unit is switched off or mechanically decoupled from the internal combustion engine when the dynamic requirement exceeds a threshold value. In order to improve the controllability of the method, it is advantageous if the method is only carried out when a defined threshold value for the dynamic load requirement on the internal combustion engine is exceeded.

In a further preferred embodiment of the invention it is provided that the power of all auxiliary units is reduced or all auxiliary units are switched off. In this way, in the event of a dynamic load requirement, the necessary additional power of the internal combustion engine can be reduced particularly efficiently, so that an increase in raw emissions can be dampened.

In an advantageous embodiment of the method it is provided that the dynamic load requirement exceeds ^{an acceleration of the motor vehicle of at least 1 m / s 2.} For this purpose, a correspondingly high load jump for the internal combustion engine is necessary so that in this operating state there is usually a deterioration in the raw emissions of the internal combustion engine. In order to at least partially compensate for this deterioration in the raw emissions, the output of the auxiliary units is reduced in order to limit the increase in the total engine output for the drive and for generating electrical power for electrical auxiliary consumers. Thus, the increase in raw emissions can be limited. This leads to lower environmental emissions, especially in a cold start phase of the internal combustion engine, since in a cold start phase the conversion of the pollutants in the exhaust gas flow by the exhaust gas aftertreatment components is still restricted. Alternatively, a limit value for a dynamic load requirement can be defined in the form of a combination of speed and acceleration. Since greater driving resistance occurs at higher speeds, a relatively higher power is required for the same acceleration at a higher speed. A product of the speed is used as the limit value for the dynamic load requirement v and acceleration a considered, for which applies: v * a ≥ 3 m ² / s ³ .

In a preferred embodiment of the invention it is provided that the dynamic load requirement results from an ascending course of the road with an average gradient of at least 5%. In order to cope with an average gradient of 5%, a downhill force has to be overcome continuously in order to keep the speed at least constant. This leads to a high load requirement on the internal combustion engine. Such a gradient therefore also leads to a dynamic load requirement and, associated therewith, an increase in the raw emissions, which can be minimized by reducing the power of the auxiliary units at the same time.

In a preferred embodiment of the invention it is provided that the power of the auxiliary units is reduced as soon as a control deviation of the exhaust gas recirculation rate due to a dynamic load requirement of> 40%, preferably> 20%, particularly preferably> 10% is detected. Due to the dead time of the exhaust gas recirculation, a dynamic load requirement on the internal combustion engine results in the current exhaust gas recirculation rate deviating from the emission-optimal exhaust gas recirculation rate at this load point of the internal combustion engine.

In a preferred embodiment of the invention it is provided that the power of the auxiliary units is increased again if a control deviation of the exhaust gas recirculation rate of the internal combustion engine is less than 40%, preferably less than 20%, particularly preferably less than 10%.

It is particularly preferred if the power of the electrical auxiliary units or electrical auxiliary consumers is increased with a maximum gradient of 800 W / s, preferably with a maximum gradient of 500 W / s, particularly preferably with a maximum gradient of 300 W / s. This can prevent the increase in the performance of the auxiliary units or electrical auxiliary consumers from leading to a deterioration in the raw emissions, in particular the raw nitrogen oxide emissions, which cannot be compensated for by a corresponding adjustment of the exhaust gas recirculation rate by the exhaust gas recirculation.

Another aspect of the invention relates to an internal combustion engine with at least one combustion chamber, the internal combustion engine being connected with its outlet to an exhaust system. The internal combustion engine is mechanically or electrically connected to at least one auxiliary unit. The internal combustion engine is in operative connection with a control device which is set up to carry out a method according to the invention for operating an internal combustion engine when a machine-readable program code is executed by the control device. In such an internal combustion engine, the pollutant emissions can through Demand-based power regulation of the ancillary units can be minimized, since in the case of a dynamic load requirement, the additional power required by the internal combustion engine can be reduced by reducing the power of the ancillary units. In this way, an increase in the raw emissions can be limited and an efficient conversion of the pollutants in the exhaust gas flow can be ensured through appropriate exhaust gas aftertreatment components in the exhaust system.

In an advantageous embodiment of the internal combustion engine, it is provided that the auxiliary unit is a generator, in particular a starter belt generator, or an air conditioning compressor. A generator or an air conditioning compressor are auxiliary units which have a comparatively high output and are usually driven directly by the internal combustion engine. Therefore, a power reduction of one of these auxiliary units leads particularly efficiently to a reduction in the power requirement of the internal combustion engine.

In a preferred embodiment of the internal combustion engine, it is provided that the internal combustion engine can be connected to the auxiliary unit via a separable clutch, the separable clutch being opened in the event of a dynamic load requirement on the internal combustion engine in order to reduce the additional power required. Such a clutch can be designed as a magnetic clutch, for example, and disconnect a mechanical connection from the internal combustion engine to the auxiliary unit when a dynamic load requirement is placed on the internal combustion engine.

The various embodiments of the invention mentioned in this application can be advantageously combined with one another, unless stated otherwise in the individual case.

• 1 ein bevorzugtes Ausführungsbeispiel für Kraftfahrzeug mit einem Verbrennungsmotor zur Durchführung eines erfindungsgemäßen Verfahren zur Abgasnachbehandlung;
• 2 ein weiteres Ausführungsbeispiel für ein Kraftfahrzeug mit einem Verbrennungsmotor zur Durchführung eines erfindungsgemäßen Verfahren zur Abgasnachbehandlung;
• 3 ein Ablaufdiagramm eines erfindungsgemäßen Verfahrens zum Betreiben eines Verbrennungsmotors, bei welchem die Leistung eines Nebenaggregats des Verbrennungsmotors reduziert oder das Nebenaggregat vollständig von dem Verbrennungsmotor entkoppelt wird, wenn eine dynamische Lastanforderung an den Verbrennungsmotors steigt, um die dynamische Motorlast und somit die Rohemissionen zu reduzieren.

The invention is explained below in exemplary embodiments with reference to the accompanying drawings. The same components or components with the same function are identified with the same reference numbers in the different figures. Show it:

• 1 a preferred embodiment for a motor vehicle with an internal combustion engine for performing a method according to the invention for exhaust gas aftertreatment;
• 2 a further exemplary embodiment of a motor vehicle with an internal combustion engine for carrying out a method according to the invention for exhaust gas aftertreatment;
• 3 a flowchart of a method according to the invention for operating an internal combustion engine, in which the power of an auxiliary unit of the internal combustion engine is reduced or the auxiliary unit is completely decoupled from the internal combustion engine when a dynamic load requirement on the internal combustion engine increases in order to reduce the dynamic engine load and thus the raw emissions.

1 shows a schematic representation of a motor vehicle 1 with an internal combustion engine 10 . The internal combustion engine 10 is in this embodiment a direct injection diesel engine and has several combustion chambers 12th on. At the combustion chambers 12th each is a fuel injector 14th for injecting a fuel into the respective combustion chamber 12th arranged. The internal combustion engine 10 is with its outlet 18th with an exhaust system 20th connected. At the combustion chambers 12th inlet and outlet valves are arranged, with which a fluidic connection from the combustion chambers 12th to the exhaust system 20th can be opened or closed.

The exhaust system 20th includes an exhaust duct 22nd , in which in the flow direction of an exhaust gas flow of the internal combustion engine 10 through the exhaust duct 22nd a turbine 34 of an exhaust gas turbocharger 24 and downstream of the turbine 34 an electrically heated catalyst 26th are arranged. The electrically heated catalytic converter 26th is a first catalyst 28 , in particular an oxidation catalytic converter or a NOx storage catalytic converter, connected downstream, which by the electrically heatable catalytic converter 26th can be heated. Downstream of the first catalyst 28 is a second catalyst 30th , especially a particulate filter 32 with a coating for the selective, catalytic reduction of nitrogen oxides (SCR coating) and further downstream a third catalytic converter 40 , in particular another SCT catalyst, arranged.

Upstream of the electrically heatable catalytic converter 26th is a first temperature sensor 36 and downstream of the first catalyst 28 a second temperature sensor 38 arranged. Downstream of the first catalyst 28 and upstream of the second catalyst 30th is a dosing element 42 for metering a reducing agent into the exhaust gas duct 42 provided, which an exhaust mixer 44 is connected downstream for better uniform distribution of the reducing agent over the exhaust gas flow. Downstream of the second catalyst 30th and upstream of the third catalyst 40 is a second metering element 46 arranged, which a second exhaust mixer 48 is downstream. In a simplified embodiment of the exhaust system 20th can the electrically heated catalytic converter 26th also omitted.

The internal combustion engine 10 is with a gearbox 50 coupled over which the wheels 68 a drive axle 66 of the motor vehicle 1 driven will. Furthermore, the internal combustion engine 10 with a generator 52 connected, which is the kinetic energy of the internal combustion engine 10 converts it into electrical energy. Preferably the generator is 52 as a belt starter generator 56 executed and over a strap 54 with the internal combustion engine 10 connected. The generator 52 , 56 is via a first electrical line 58 with a control unit 70 of the motor vehicle 1 , in particular a control unit for controlling the internal combustion engine 10 or the electrically heated catalytic converter 26th , connected. The control unit 70 can via a second electrical line 60 with the electrically heated catalytic converter 26th be connected. The control unit 70 is via a third electrical line 62 with a battery 64 of the motor vehicle 1 connected by the generator 52 , 56 is chargeable. The internal combustion engine 10 is connected, preferably via a further drive belt, to an air conditioning compressor, which is also an auxiliary unit from a crankshaft of the internal combustion engine 10 or a drive shaft connected to the crankshaft is driven.

In 2 is another embodiment of a motor vehicle 1 with an internal combustion engine 10 shown in a schematic representation. With essentially the same structure as to 1 running is the internal combustion engine 10 In this exemplary embodiment, it is designed as a direct-injection gasoline engine. This is on each of the combustion chambers 12th a spark plug 16 arranged to a combustible fuel-air mixture in the respective combustion chamber 12th to ignite.

In the exhaust system 20th is downstream of a turbine 34 of an exhaust gas turbocharger 24 an electrically heated catalyst 26th arranged, which a first catalyst 28 , in particular a three-way catalyst or a four-way catalyst, is connected downstream. Downstream of the first catalyst 28 is a second catalyst 30th provided, which is preferably designed as a three-way catalyst or four-way catalyst. Downstream of the turbine 34 and upstream of the electrically heatable catalyst 26th is a first temperature sensor 36 on the exhaust duct 22nd arranged. Downstream of the first catalyst 28 and upstream of the second catalyst 30th is a second temperature sensor on the exhaust duct 22nd arranged. The temperature sensors are each connected to the control unit via signal lines 70 connected. In a simplified embodiment of the exhaust gas aftertreatment system, the electrically heatable catalytic converter can 26th also omitted.

One approach known from the prior art aims to reduce the power of the auxiliary units in order to increase the peak power of the internal combustion engine. However, the prior art does not disclose that the power of the auxiliary units is reduced in the event of a dynamic load requirement in order to keep the necessary additional power of the internal combustion engine as low as possible and to avoid an increase in the raw emissions of the internal combustion engine. An exemplary performance curve for a dynamic load requirement is shown in 3 shown in the Pt diagram in curve 1. Curve 2 forms this power curve including the load point shift of the auxiliary unit.

The present patent application is based on the idea of increasing the power of the internal combustion engine 10 when there is a dynamic demand on the combustion engine 10 to reduce. The reduction of the load can in particular also include a complete shutdown of the ancillary units, 52 , 56 , 72 mean. The target power of the combustion engine required by the dynamic demand 10 is achieved by reducing or switching off the ancillary units, as the power provided by the internal combustion engine 10 directly for the propulsion of the motor vehicle 1 can be used. The about the generator power of the generator 52 , 56 or the performance of the air conditioning compressor 72 reduced difference between the target output and the actual output of the internal combustion engine 10 leads to reduced raw emissions from the internal combustion engine, since the intake path in particular reacts more stably to small changes.

Furthermore, the temperature inertia of the exhaust gas aftertreatment components leads 28 , 30th , 32 , 40 delayed cooling of the exhaust aftertreatment components 28 , 30th , 32 , 40 . In relation to a driving cycle, it can be defined that the power of the auxiliary units is reduced in the acceleration phases or when driving uphill, and in the operating phases of the internal combustion engine 10 is available without restriction during constant travel or in overrun mode. Such a course is in 3 through the curve V1 shown.

Is a battery 64 If there is sufficient capacity available, switching off auxiliary units and the electrical auxiliary consumers can be avoided, with the energy for the electrical auxiliary consumers being supplied directly by the battery 64 to make available to so the internal combustion engine 10 to relieve.

In a first variant V1 of the procedure it is provided that the reduction of the performance of the ancillary equipment 52 , 56 , 72 for the duration of the increased load on the combustion engine 10 due to driving demands such as acceleration a of at least 1 m / s ² or a product of speed v and acceleration a of at least v * a ≥ 3 m ² / s ³ takes place. Furthermore can the procedure can be triggered by driving up an incline with an average incline of at least 5%.

In a second variant V2 The process results in the reduction of the performance of the ancillary units 52 , 56 , 72 for the duration of the control deviation ΔAGR of the exhaust gas recirculation rate, with a subsequent gradual increase in power up to its initial value. This increases the performance of the ancillary units 52 , 56 , 72 initiated when the control deviation ΔAGR is less than 40%, preferably less than 20%, particularly preferably less than 10%. The maximum gradient of the increase in performance of the ancillary units 52 , 56 , 72 or from electrical secondary consumers is 800 W / s, preferably 500 W / s, particularly preferably 300 W / s, in order not to trigger any negative secondary effects through the power adjustment.

The advantage of these variants is that by switching off the ancillary units 52 , 56 , 72 the one previously for the ancillaries 52 , 56 , 72 required power of the combustion engine 10 directly for the propulsion of the motor vehicle 1 is available. This means that when there is a dynamic load requirement, there is a jump to the target output for the internal combustion engine 10 lower, which reduces the raw emissions in this dynamic operation.

Generally you can use both variants V1 and V2 the reduction in the power of the internal combustion engine 10 as well as the associated reduction in the output of the generator 52 , 56 via a current from the battery 64 be balanced when there is sufficient energy in the battery 64 is available.

List of reference symbols

1

Motor vehicle

10

Internal combustion engine

12th

Combustion chamber

14th

Fuel injector

16

spark plug

18th

Outlet

20th

Exhaust system

22nd

Exhaust duct

24

Exhaust gas turbocharger

26th

electrically heated catalytic converter

28

first catalyst

30th

second catalyst

32

Particle filter

34

turbine

36

first temperature sensor

38

second temperature sensor

40

third catalyst

42

first metering element

44

first exhaust mixer

46

second metering element

48

second exhaust mixer

50

transmission

52

generator

54

belt

56

Belt starter generator

58

first electrical line

60

second electrical line

62

third electrical line

64

battery

66

Drive axle

68

wheel

70

Control unit

72

Air conditioning compressor

a

acceleration

m

meter

s

second

t

time

v

speed

DS

Threshold value for a dynamic load requirement on the internal combustion engine

KW

kilowatt

P.

power

T

temperature

TEG

Exhaust gas temperature

I.

method according to the invention

II

Prior art method

V1

first variant of the method according to the invention

V2

second variant of the method according to the invention

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 1239127 A1 [0005]
• DE 19740971 A1 [0006]
• DE 102016122304 A1 [0007]
• DE 102005024411 B4 [0008]

Claims (10)

Method for operating an internal combustion engine (10) with at least one combustion chamber (12), the internal combustion engine (10) being connected with its outlet (18) to an exhaust system (20), and the internal combustion engine (10) with at least one auxiliary unit (52, 56, 72) is connected, characterized in that the power of the auxiliary unit (52, 56, 72) is reduced in the event of a dynamic load requirement on the internal combustion engine (10) in order to reduce the total engine load for the internal combustion engine (10) and thus the raw emissions to reduce the internal combustion engine (10). Procedure according to Claim 1 , characterized in that the auxiliary unit (52, 56, 72) is switched off or mechanically decoupled from the internal combustion engine (10) when the dynamic requirement exceeds _{a threshold value (D S).} Procedure according to Claim 1 or 2 , characterized in that the power of all auxiliary units (52, 56, 72) is reduced or all auxiliary units (52, 56, 72) are switched off. Method according to one of the Claims 1 until 3 , characterized in that the dynamic load requirement an acceleration (a) of the motor vehicle (1) of at least 1 m / s ² or a combination of speed (v) and acceleration (a) exceeds a limit value for which the following applies: v * a ≥ 3 m ² / s ³ . Method according to one of the Claims 1 until 3 , characterized in that the dynamic load requirement results from an ascending course of the road with an average gradient of at least 5%. Method according to one of the Claims 1 until 5 , characterized in that the power of the auxiliary units (52, 56, 72) is increased again when a control deviation of the exhaust gas recirculation rate of the internal combustion engine (10) is less than 40%. Procedure according to Claim 6 , the power of the electrical auxiliary units (52, 56, 72) being increased with a maximum gradient of 800 W / s. Internal combustion engine (10) with at least one combustion chamber (12), the internal combustion engine (10) being connected with its outlet (18) to an exhaust system (20), and the internal combustion engine (10) with at least one auxiliary unit (52, 56, 72) is connected, and with a control device (70) which is set up to implement a method according to one of the Claims 1 until 7th to be carried out when a machine-readable program code is executed by the control device (70). Internal combustion engine (10) after Claim 8 , characterized in that the auxiliary unit (52, 56, 72) is a generator (52, 56), in particular a starter belt generator (56), or an air conditioning compressor (72). Internal combustion engine (10) after Claim 8 or 9 , characterized in that the internal combustion engine (10) can be connected to the auxiliary unit (52, 56, 72) via a separable clutch, the separable clutch being opened in the event of a dynamic load requirement on the internal combustion engine (10) in order to reduce the additional power required .

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