EP1774168A1

EP1774168A1 - Device and method for control of an internal combustion engine

Info

Publication number: EP1774168A1
Application number: EP05776128A
Authority: EP
Inventors: Uwe Kassner; Jochen Laubender; Andre-Francisco Casal Kulzer
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2004-07-30
Filing date: 2005-07-25
Publication date: 2007-04-18
Also published as: WO2006013168A1; US20070079782A1; US7341035B2; JP2008507662A; DE102004037167A1

Abstract

The invention relates to a method and a device (1) for control of an internal combustion engine on a start, comprising a recording means (420) recording operating parameters of the internal combustion engine, whereby a determination means (410) determines a starting strategy, taking into account said recorded operating parameters, before starting the internal combustion engine and the determination means (410) determines control parameters, depending on the fixed starting strategy, to control an engine run-up. A check means (430) monitors the engine run-up and the check means (430) correspondingly adjusts the control parameters when the engine run-up does not follow the starting strategy.

Description

Device and method for controlling an internal combustion engine

The invention relates to a device for controlling an internal combustion engine according to the preamble of the first independent main claim. Furthermore, the invention relates to a method for controlling an internal combustion engine.

State of the art

In order to reduce the consumption and emissions of motor vehicles, so-called start-stop methods are increasingly being used. In the current start-stop methods, the engine is started by means of an electric machine, such as an electric motor. one

Belt or crankshaft starter generator or even a conventional starter. Typically, the start takes place by a torque of the internal combustion engine being generated when the internal combustion engine is accelerated by injecting fuel and subsequently igniting, the starter being disengaged again when the engine rpm is sufficient.

A starting device is known from EP 1 036 928 A2, in which at least one cylinder in compression is identified when the internal combustion engine is switched off, and in the presence of a start request, fuel is injected into this cylinder. Advantages of the invention

The device according to the invention with the features of the independent claim has the advantage that a detection means detects operating parameters of a Brenn¬ engine, wherein a calculation means, taking into account the detected operating parameters before a start of the internal combustion engine sets a starting strategy, wherein the calculating means in dependence on the predetermined starting strategy tax determines variables for controlling an engine run-up, and a control means monitors the engine run-up, and adapts the control variables accordingly in the event of an engine run-up that deviates from the start strategy.

Accordingly, the corresponding method according to the invention has the advantage that, before a start of the internal combustion engine taking into account detected operating parameters, a starting strategy for starting the internal combustion engine is predetermined and that control variables for controlling an engine run-up are determined as a function of the predetermined starting strategy and the engine ramp-up is monitored and ei¬ nem deviating from the start strategy engine run the control variables are adjusted so that a predetermined by the start strategy engine ramp-up is achieved.

This procedure has the particular advantage that even before the start of the internal combustion engine, ie even before the crankshaft is set in motion, a start strategy is set, after which the start and the corresponding engine startup are to take place. In particular, the starting strategy can be adapted to the different start conditions which can be determined as a function of the operating parameters, so that the start of the internal combustion engine can be optimally performed. Since control variables are determined even before the start in dependence on the defined starting strategy, the engine run-up to be expected according to the control strategy is advantageously known. If the monitored engine ramp-up deviates from the expected engine ramp-up, it is provided according to the invention to adapt the control variables in such a way that the engine ramp-up takes place so that the starting strategy is optimally implemented.

Advantageous further developments and improvements of the method specified in the independent claim are possible due to the measures listed in the subclaims.

It is particularly advantageous if the detection means detects a piston position of at least one cylinder, and a calculation means prescribes a starting strategy, taking into account the at least one detected piston position, before starting the internal combustion engine. As a function of a known piston position of at least one cylinder, all further power strokes are to be determined before the start of the start, and thus it is advantageously possible to carry out both the starting strategy and the control variables accordingly. to fit.

Furthermore, it is advantageous if the detection means detects a piston position of at least one cylinder, which first goes into compression or into a suction stroke at the start, and the calculation means predetermines a starting strategy at least taking into account the detected piston position before starting the internal combustion engine. If the piston position of a cylinder that first goes into compression is known in a direct-injection internal combustion engine or if the piston position of the cylinder first going into the intake stroke is known in an internal combustion engine with intake manifold injection, the starting strategy can be advantageously adapted to it. Thus, it may be provided for example in an unfavorable piston position to dispense with an injection in this cylinder or in the intake manifold in the relevant cycle and set the starting strategy accordingly.

According to a further advantageous refinement, provision is made for a storage means to store the control variables adapted by the control means when the engine is started up, and for the control means, in the event of a repeated engine start-up deviating from the starting strategy, to resort to the stored control variables. Thus, for example, from an adaptive characteristic diagram, it is advantageously possible to resort to proven control variables in the event of a renewed start, so that the engine start-up can run optimally from the beginning.

Furthermore, it is advantageous if, in an internal combustion engine with variable valve control, the calculation means determines control variables for a valve control in such a way that the engine start-up follows the predetermined starting strategy. Thus, it is possible in an advantageous manner to use further influence options in order to optimally design a motor run-up.

Furthermore, it is advantageous if, in the case of an internal combustion engine with variable compression, the calculation means determines control variables for a compression control in such a way that the engine start-up follows the predetermined start strategy. Thus, it is possible in an advantageous manner to use further influence options in order to optimally design a motor run-up.

Furthermore, it is advantageous if the starting strategy defines control variables which control a starter or starter generator variably in terms of power and / or rotational speed over time. - A -

This has the advantage that, with a variably controllable starter, the mixture preparation during the compression or suction phase, the temperature arising during the compression in the combustion chamber and the torque output by the starter can be adjusted and thus further degrees of freedom for determining a Start strategy and to carry out an optimal start offers.

According to a further exemplary embodiment, it is provided that the calculation means recognizes a possible autoignition operating state of the internal combustion engine as a function of the operating parameters detected before the start of the internal combustion engine and specifies a starting strategy which prevents this autoignition operating state. On the basis of the acquired operating parameters, it is advantageously possible to predict a potential auto-ignition operating state and to adapt the default starting strategy so that this operating state is avoided or prevented.

Furthermore, it is of particular advantage if the devices according to the invention are also designed as a method

According to a further advantageous embodiment, a computer program product with program code is provided, the program code being stored on a machine-readable carrier, for carrying out at least one of the methods according to the invention when the program is executed on a computer or control unit. This has the particular advantage that the method according to the invention can be provided independently of a device.

drawings

Other features, applications and advantages of the invention will become apparent from the following description of embodiments of the invention, which are illustrated in the drawings. All features described or illustrated alone or in any combination form the subject matter of the invention, regardless of their combination in the claims or their dependency and regardless of their formulation or representation in the description or in the drawings.

Show it Figure 1 shows schematically the sequence of a start-stop operation; Figure 2 shows schematically the monitoring of the motor run-up; 3 shows schematically a control device according to the invention.

description

The invention is based on the consideration that, before the internal combustion engine is started, a starting strategy is defined based on detected or determined operating parameters, by means of which control variables for the engine run-up are determined.

In particular, it is helpful in the case of direct-injection internal combustion engines to determine the piston position of the cylinder that is initially in compression and to determine the piston position of the cylinder that first goes into the suction phase in internal combustion engines with intake manifold injection.

To identify the starting cylinder, for example, an absolute angle sensor can be used, which is mounted on the camshaft and / or crankshaft and indicates the instantaneous angular position of the crankshafts. The absolute angle sensor also makes it possible to synchronize the control unit more quickly with the internal combustion engine than is possible with the conventional synchronization methods via reference marks on the crankshaft sensor wheel and / or a phaser wheel on the camshaft.

Figure 1 shows schematically the flow of a start-stop operation according to the invention. In step 10, the controller is in a pre-start phase. In the start-stop mode, the ignition (KLl 5) either remains on or is briefly energized at defined time intervals, so that the control unit is regularly connected to the supply voltage. This eliminates the otherwise necessary resynchronization of the controller with the engine at startup and regularly updates the various operating parameters of relevant engine functions. Alternatively, this task can also be taken over only by a special subfunction in the control unit during the stop phase, so that the entire control unit does not always have to be activated.

In step 20, relevant operating parameters are then detected. The following operating parameters are suitable as input variables, for example: start cylinder, piston position, engine, engine oil, cooling water, intake air, ambient air, catalyst and Fuel temperature, fuel rail, ambient air pressure, fuel quality, battery voltage, valve timing, lift, compression ratio, gear, clutch, throttle position, accelerator pedal, brake pedal position, time, and others.

Based on the acquired or determined operating parameters, a start strategy is determined based on the control variables for a motor run-up. A starting strategy may, for example, take into account a cold start or a hot start or a start-stop operation or be designed to realize a fast engine run-up or design an engine run-up such that auto-ignition operating states are avoided.

In step 30 it is checked whether the start strategy can be performed. If conditions for the starting strategy are unfavorable or not satisfied, branching is made to step 100, in which a decision is made as to whether a cylinder following in the firing sequence is selected - step 100 - or whether an alternative starting process is initiated - step

120th

If suitable conditions for carrying out the starting strategy are present, relevant control variables are read out in step 40.

Relevant control variables are, for example: injection time, angle, quantity; Ignition time, angle; to be delivered engine torque; Time or angle duration of the control of the starter; Valve timing, stroke; Compression ratio; Position Drossel¬ flap, exhaust gas recirculation valve and more.

In step 50, the control variables are output to the respective components and in step 60 then the start of the internal combustion engine takes place.

In the following step 70, it is preferably checked after a first power stroke whether the control variables have led to an engine run-up given in accordance with the starting strategy. In case of deviations, the control variables are adjusted in step 200 so that the desired engine run-up is achieved. In step 50, the new control variables are then output to the components. Step 60 is skipped in this cycle and rechecked in step 70 whether the engine ramp-up according to the start strategy. In the case of deviations, the control values are possibly adjusted again via step 200. As a fallback level in the event that the start was unsuccessful, in the examination in step 70 a branch is made to step 120, in which an alternative start procedure is then initiated.

A successful start is followed by step 80, in which the internal combustion engine is brought into normal operation.

If there is a stop request, the shutdown of the internal combustion engine is regulated or unregulated, depending on the parking concept. With a branching into the step 90, an uncontrolled engine shutdown is initiated, in which the crankshaft runs out freely without influencing. If a regulated engine shutdown is provided, the step 190 follows. A regulated engine shutdown lifts off, put an internal combustion engine and in particular the crankshaft in a defined state, so that in a subsequent start an optimal piston position in terms of starting time, consumption,

Emission, electrical system load, etc. is achieved.

After the engine shutdown in step 90 or 190, reference is made to the pre-start step 10, with which a new operating cycle can begin.

If no conditions for carrying out the starting strategy are provided in step 30, the method branches to step 100 as described. Preferably, an attempt is made to find a cylinder for which the conditions are fulfilled, that is, for example, the cylinder has a suitable piston position. As a rule, step 100 first branches to step 110. Here, a cylinder following in the firing sequence is selected and branched into step 20, so that the routine can run again. If no suitable condition is registered again in step 30, the loop is typically repeated in step 100 until all cylinders have been interrogated. If there is still no suitable condition, step 100 branches to step 120 and initiates an alternative startup procedure.

In step 120, the present start strategy is initially aborted. A possible starting alternative is to have control variables available for a non-optimized engine run-up. These control variables may, for example, be selected such that default values are used for the injection and the ignition, whereas the starter can use control variables for a preferred starting strategy, for example a start -Stop-operation, be controlled. As a further alternative, it may also be provided to initiate a "classic" normal start, in which the starter is operated in a conventional manner.

In the following step 130, the control variables are output to the components, after which the start takes place in step 140, wherein it is then checked in step 70 whether the

Start was successful.

In the event that the engine does not start, the process branches back from step 70 to step 120 and a retry attempt is made. After repeated start failure, it may also be provided to initiate appropriate fault reactions.

FIG. 2 shows in detail the steps after starting the internal combustion engine in step 70. As already described in FIG. 1, in step 40 control values are read out according to the starting strategy and output to components 300 of the internal combustion engine in step 50, in which case 60 (not shown in Figure 2) a start. After this

Start of the internal combustion engine are essentially independently of the remaining steps in a step 220 operating parameters read in, for example, continuously or at certain intervals, so that if necessary, a time course of relevant Be¬ operating parameters can be determined.

After the start of the start, it is checked in step 70 on the basis of the operating parameter determined in step 220, whether an engine run-up according to the predetermined start strategy is present. If the determined operating parameters deviate from the operating parameters expected according to the starting strategy, the control values are adjusted in step 200 so that the desired engine run-up is achieved. The new control values are output to the components 300 in step 50, and the success is checked in step 70 and, in the case of renewed deviations, branched back into step 200.

In FIG. 3, a device 1 according to the invention for controlling an internal combustion engine 500 is shown with a dashed border. The device 1, preferably a control device, comprises a calculation means 410, a detection means 420, a control means 430 and a storage means 440.

The detection means 420, preferably a receiver, analog-to-digital converter or the like, detects operating parameters of the internal combustion engine and passes corresponding

Signals to the calculation means 410 and the control means 430 on. The Calculation means 410, preferably a microprocessor or in general a computing unit, calculates or determines on the basis of the acquired operating parameters a starting strategy suitable for a start of the internal combustion engine and sets control variables so that the engine starts up in accordance with the desired starting strategy. The control variables and possibly the start strategy are passed on to the control means 430. The control agent

430 may, for example, be constructed as a separate unit or else be part of the functionality of the calculation means 410. By means of the control means 430 and, if appropriate, further functional modules, components of the internal combustion engine are controlled with the specified control variables. The control means 430 monitors on the basis of detected operating parameters whether the engine run-up at the start corresponds to the predetermined start strategy. If the engine departure or certain operating parameters deviate from the parameters expected for the start strategy, the control means 430 adjusts the control variables accordingly in order to achieve an optimum engine run-up in accordance with the desired start strategy. The adapted or adapted control variables are stored in a memory means 440, so that values which have already been adapted are available for a renewed start with a corresponding start strategy.

To output the control variables in accordance with the start strategy, the control variables can be stored, for example, in maps, lines, special value tables, storage units of a neural network or other storage units and can also be learned adaptively, so that a start that is optimized in terms of time, consumption and emissions is always achieved becomes.

Depending on the operating parameters, in each case the optimum starting strategy and corresponding control variables are determined and determined in order to achieve optimum starting conditions for the internal combustion engine. If, despite the preselected control variables, non-optimal operating states nevertheless occur, for example engine vibrations, the control variables are selected in a start-stop mode for the next start, for example, in such a way that these effects are prevented from occurring again. However, it must then be ensured that a 100% starting reliability is nevertheless achieved by the new selection of the now not optimally selected pilot control variables. If necessary, the precontrol values are also to be adapted.

Alternatively, you can also switch to operation with a classic starter start (= longer spin of the starter). The same applies after a start abort or an unsuccessful attempt to start during a start-stop operation. If, in general, the conditions for a successful "starter-assisted direct start", for example, after the ambient conditions in the engine have not been completely fulfilled before starting for the relevant starting cylinder, for example in the event that the piston position of the starting cylinder is not optimal, then starter rotation can also be achieved , which leads in the firing sequence subsequent cylinder from the intake into the compression stroke and the start routine performed on this cylinder.

A device or control device according to the invention with motor control functions programmed therein makes it possible to output injection and ignition pulses separately from one another and at arbitrary times or crankshaft angles. It also makes it possible to control an electric machine, such as a starter or starter-generator, with time-variable or variable control over the cam or crankshaft angle. Likewise, in systems with variable compression or valve control, it is possible to vary the compression ratio or the phase and stroke position of the intake and exhaust valves during the starting process.

In systems with variable valve timing, moreover, by adjusting the valve timing for the intake and exhaust camshafts, either the degree of filling in the compression phase or the engine torque output can be controlled. In the compression phase, e.g. by a later or earlier closure of the inlet valve, the degree of filling in the compression cylinder can be changed depending on the ambient conditions in the engine.

With regard to a control of the output engine torque with respect to avoidance of engine vibrations at startup, a part of the combustion energy may e.g. be discharged by an earlier opening of the exhaust valve in the exhaust passage so as to effectively reduce the engine torque. Conversely, the control period of the exhaust nozzle shaft can also be changed in the direction: "exhaust valve opens late" in order to be able to utilize the combustion torque over a larger crankshaft angle range.

For example, a possible start strategy can provide a special control algorithm and thus predict or simulate the temperature profile during the compression phase, for example based on the compression ratio and / or the valve timing, the air mass trapped in the cylinder and the starter speed. After that you can the output variables of the control algorithm or the control values are set in such a way that a critical temperature for auto-ignition is not exceeded.

In systems with variable compression, the compression ratio can additionally be varied during the compression and combustion process so as to control the compression temperature and the compression pressure. If one recognizes, e.g. Based on a temperature or combustion chamber pressure sensor that the compression temperature or the compression pressure is too high, the compression of the engine is reduced (= expansion of the cylinder to larger displacement). Conversely, if the compression temperature or the compression pressure is too low for optimum mixture preparation, the compression ratio of the engine is increased.

In the procedure according to the invention, the problem of auto-ignition at high engine temperatures is prevented by targeted coordination of compression, injection and ignition. Through joint optimization of starter control and

Combustion, this start variant also offers great potential for shortening the start time.

The procedure according to the invention makes it possible to base the start strategy or the engine startup essentially on two principles: a performance-optimized control of a starter, as a start-supporting or -vorbereitende measure, and an optimal lena control or regulation of the first burns until reaching the Nominal idle speed.

The upstream activation of a starter as a start-assisting measure takes place in such a way that in the first OT passage a speed maximum of the starter speed is achieved for the subsequent combustion. On the one hand, this may mean that the starter is power-controlled at start, depending on the piston position in the compression stroke, so that, for example, the highest possible engine speed (= kinetic energy or torque) is achieved in the TDC cycle. On the other hand, however, the starter can also be controlled in such a way that during the compression phase an optimum in the mixture preparation time for the subsequent combustion is provided by the starter speed. This means, for example, depending on the Kraftstoff¬ quality, the engine, cooling water, oil temperature; Compression of the engine, etc., the starter speed or the resulting piston speed, is controlled such that in the compression phase in the cylinder as homogeneous as possible fuel Air mixture forms, which is subsequently ignited.

By targeted monitoring of the combustion chamber temperature by means of, for example, a temperature sensor or also a pressure curve of a combustion chamber pressure sensor, it is possible to use e.g. also the compression temperature below that critical for auto-ignition

Temperature are maintained by specifically wall heat losses are allowed to the cylinder wall during compaction.

In both variants, the starter thus provides an initial torque to which then the combustion torque generated by the first combustion to a

Total engine torque added. This ultimately results in the speed increase during engine startup. In addition, depending on the starting position, the starter is actuated either only in terms of angle or time, as is necessary in order to ensure the predefined rotational speed when the TDC is exceeded. That the starter is actively discarded again as early as possible in order to avoid unnecessary on-board network loads or even start noise.

This combination of optimized starter and combustion torque, as well as optimum starter control, achieves a very short start time, which makes this system suitable both for a start-stop system and, in general, for faster starting

Makes motor particularly attractive and at the same time represents a significant plus in comfort dar¬.

As a starting cylinder for the first combustion, the cylinder is also used in the compression stroke, which is identified before the start, for example by means of an absolute angle sensor on the crankshaft.

As described, it is also provided, not primarily before or during the Verdich¬ tion phase in the compression cylinder, but only after the sweep of the upper dead center, so when the piston is already in the expansion phase of the Arbeitstak¬ tes, fuel in the cylinder inject and then ignite the air-fuel mixture.

The sequence of injection and ignition can take place both time-based and angle-based. This start procedure can also be extended to the second and further in the firing sequence following combustion processes are applied in order to realize a time, consumption and emission-optimized start.

That is, the start routine as shown in Figs. 1 and 2, respectively, controls. on the basis of the speed, or speed gradient curve of the previous combustion je¬ Weils the parameters (injection timing, quantity, ignition) for the subsequent combustion in order to achieve a time, consumption and emission-optimized start.

In addition, due to the targeted tuning of the engine torque (for example, lower injected fuel quantity, later ignition time), engine vibrations, which possibly occur as a result of the first burns (= full-load compressions or burns), can occur, for example. can transmit disturbing to the vehicle interior (= comfort loss), minimized or prevented.

Last but not least, this can also cause an overshoot in the speed over the setpoint

Idle speed, as it is currently usually occurs during the startup process, can be reduced, so that the engine reaches its desired operating state faster. A rapid reaching of the desired operating state of the engine is essen¬ tial in the start-stop operation for a quick start after a e.g. Traffic lights.

In addition, a reduced overshoot in speed also affects the starting noise of the engine. A "whine" of the engine by an excessive speed at startup is thus effectively suppressed.

Alternatively, the injection and ignition pulses may vary depending on the above

Input variables or operating parameters, however, also before or during the compression phase, i. even before reaching top dead center. However, it must be ensured on the basis of the input variables (for example engine, cooling water, oil, intake air temperature, etc.) that possible auto-ignition effects can be reliably ruled out.

This can, as described above, for example, be achieved by selective control of the starter, for example by monitoring the compression temperature and ge by targeted wall heat losses to the cylinder wall keeps this under a critical for auto-ignition temperature threshold. A further alternative, as described, is an increased injection quantity (enrichment) for the first burns, since in this way the air enclosed in the cylinders is cooled off more strongly (higher enthalpy of vaporization) and thus the temperature in the combustion chamber is brought below the auto-ignition temperature can be.

In addition, the invention is also suitable for a start-stop system in vehicles with intake manifold injection (SRE) and can also be used for the cold start. In this case, the injection pulses must take place for the individual cylinders during the intake stroke with intake valves open or upstream into the intake manifold when the intake valves are still closed. Thus, both in the case of these systems

Hot start, during the e.g. Start-stop operation, as well as the cold start the start time significantly shortened and the engine run time, consumption and emission optimized ges¬ taltet.

However, the starter must be driven longer in both applications than in systems with direct injection because of the injection possibilities limited to the suction cycle. Again, however, one can find an optimum starter control.

If the piston of the starter cylinder is in the suction stroke, e.g. near top dead center with the inlet valves open, it is already started from this cylinder. Injection and ignition

Timing can also be freely selected here. However, depending on the engine operating conditions (such as rail pressure, fuel temperature, etc.), when choosing the injection timing, care must be taken that, as the starter spins, the air mass taken in the cylinder, e.g. For stoichiometric combustion, the amount of fuel needed can be fully injected into the cylinder before closing the intake valves.

The starter needs to this mindes¬ least one crankshaft revolution (360 ⁰ KW), starting from a starting position near the TDC position driven, has completed its compression stroke until the starting cylinder and is located in the working cycle.

If the cylinder is close to the bottom dead center (UT) in the intake stroke or shortly before the end of the intake stroke (= intake closes), so that the time to stop the necessary amount of fuel before inlet closes should not be sufficient and no significant turbulence by the sucked Air in the cylinder more arises, is for the benefit of a better mixture preparation on the subsequent cylinder in the ignition sequence as Disengaged starting cylinder. This must then be transferred from its exhaust stroke into the intake stroke, which would result in an activation of the starter by an angle or a time of more than one crankshaft revolution (> 360 ° CA).

Ideally, when the starting cylinder is in a middle position in the suction cycle (about 90 ° CA), there is an angle or a time of three times the crankshaft revolution (about 270 ° CA) for the starter control. The starter drive is then only slightly longer than the maximum drive time of the starter of about half a Kurbelwel¬ lenumdrehung (about 180 ⁰ KW) in BDE systems with injection in the compression cycle. The starter is doing the same as in the systems triggered by direct injection be¬ described to reach a time, consumption and emission-optimized start.

The risk of auto-ignition at high engine temperatures is limited in SRE start-stop systems by e.g. to prevent an increased injection quantity (enrichment) during the intake stroke or shortly before opening the intake valves (EÖ). By an upstream injection into the intake manifold shortly before EÖ or during the intake stroke, the Ansaug¬ air, which during e. a stop phase in the start-stop operation by the abgegebe¬ ne engine heat and also excessively heated by strong sunlight, cooled due to the evaporation of the liquid fuel. Thus, the temperature of the

Fuel-air mixture significantly lowered and can be kept in the subsequent Verdich¬ tion below the temperature threshold for auto-ignition. In start-stop operation, a deterioration in emissions due to an increased injection quantity would be rendered harmless by the already heated catalyst and would thus be unproblematic. However, it must be ensured that while e.g. a long stop phase, the temperature in the catalyst does not fall below the conversion temperature.

Claims

claims

1. A device (1) for controlling an internal combustion engine at a start, with a detection means (420) which detects operating parameters of Brennkraftmaschi¬ ne, characterized in that a calculation means (410) taking into account the recorded operating parameters before the start of the internal combustion engine a Specifies start strategy, - that the calculation means (410) depending on the given Startstra¬ strategy control variables for controlling an engine startup sets, - that a control means (430) monitors the engine ramp, and that the control means (430), the control variables at one of the Starting strategy deviating engine run-up, adjusted accordingly.

2. Device (1) according to claim 1, characterized in that the detection means (420) er¬ a piston position er¬ at least one cylinder, and that a calculation means (410) taking into account the at least one detected piston position before a start of the internal combustion engine, a start ¬ strategy.

3. Device (1) according to at least one of the preceding claims, characterized ge indicates that the detection means (420) er¬ sums a piston position of at least one cylinder, which goes to start at first in compression or in a suction cycle, and that the calculation means ( 410), at least taking into account the detected piston position, before starting the internal combustion engine, a starting strategy. gives.

4. Device (1) according to at least one of the preceding claims, characterized ge indicates that a storage means stores the control of the means (430) at the engine run-adjusted control variables, and that the control means (430), in a repeated of the start strategy deviating engine ramp-up, relies on the stored control variables.

5. Device (1) according to at least one of the preceding claims, characterized ge indicates that in an internal combustion engine with variable valve timing, the Computungs¬ means (410) control variables for a valve control determines such that the engine run-up of the predetermined starting strategy follows.

6. Device (1) according to at least one of the preceding claims, characterized ge indicates that in an internal combustion engine with variable compression, the calculation means (410) control variables for a compression control so determines that the engine run-up of the predetermined start strategy follows.

7. Device (1) according to at least one of the preceding claims, characterized ge indicates that the start strategy determines control variables that drive a starter or starter generator variable in power and / or speed over time.

8. Device (1) according to at least one of the preceding claims, characterized ge indicates that the calculation means (410) in dependence on the detected before the start of the internal combustion engine operating parameters a possible Selbstentzündungs-

Recognizes the operating state of the internal combustion engine and specifies a starting strategy that prevents this auto-ignition operating state.

9. A method for controlling an internal combustion engine, characterized in that prior to a start of the internal combustion engine, taking into account detected Be¬ operating parameters set a starting strategy for starting the internal combustion engine is that, depending on the predetermined start strategy, control variables for controlling an engine run-up are set, that the engine run-up is monitored, and the control variables are adapted in the case of an engine run-off deviating from the start strategy in such a way that the control variables are adjusted by the

Start strategy given engine startup is met.

10. The method according to claim 9, characterized in that the starting strategy is predetermined taking into account at least one detected piston position.

11. The method according to claim 10, characterized in that a piston position of at least one cylinder is detected, which goes to start at first in compression or in a suction cycle.

12. The method according to at least one of claims 9 to 11, characterized in that the adapted during an engine ramp control values are stored and used in a repeated deviating from the start strategy engine ramp on this again.

13. The method according to at least one of claims 9 to 12, characterized in that are set in an internal combustion engine with variable valve timing control variables for this variable valve timing such that the engine run-up of the predetermined starting strategy follows.

14. The method according to at least one of claims 9 to 12, characterized in that in an internal combustion engine with variable compression control variables for this variable compression control are set such that the engine run-up of the predetermined start strategy follows.

15. Computer program product with program code on a machine-readable

Carrier is stored for performing the method according to any one of claims 8 to 14, when the program is executed on a computer or control unit.