FR2877050A1 - Internal combustion engine controlling method for motor vehicle, involves controlling ignition signal control variable of engine based on lambda coefficient of combustion chamber, and fixing variable in case of variations of coefficient - Google Patents

Abstract

The method involves directly controlling an ignition signal control variable of an internal combustion engine (10) based on a lambda coefficient really existing in a combustion chamber. The control variable is fixed in case of variations of the coefficient of the chamber. An ignition signal of an ignition system (19) and a valve control signal are varied based on the coefficient of the chamber. An independent claim is also included for a device of controlling an internal combustion engine.

Description

Field of the invention

  The invention relates to a method of managing an internal combustion engine whose intake zone comprises a device for adjusting the intake air and an ignition system whose ignition angle is variable. and a Lambda controller or a Lambda coefficient control for setting the Lambda setpoint of the blend of the internal combustion engine.

  The invention also relates to a device for implementing such a method.

  The state of the art DE 40 01 616 A1 describes a method and a device for regulating the fuel dose in an internal combustion engine equipped with a catalyst. Optimum regulation of the air / fuel ratio of the air / fuel mixture supplying the internal combustion engine taking into account the oxygen storage capacity in the catalyst. The degree of conversion by the catalyst depends on the oxygen content available in the exhaust gas. Since the oxygen content can be influenced by the oxygen previously accumulated in the catalyst, thanks to precise enrichment or a precise depletion of the air / fuel ratio, the degree of conversion of the catalyst can be optimized.

  DE 40 24 212 A1 discloses a method of continuously regulating the coefficient of an internal combustion engine equipped with a catalyst. According to this method, in predefined operating states of the internal combustion engine, a Lambda control oscillation of given amplitude is generated. This known method uses the fact that by increasing the amplitude while respecting a maximum amplitude of the control oscillation of the Lambda coefficient, there is a wider conversion window for the catalyst.

  DE 23 04 622 A1 discloses a method of diagnosing a catalyst which determines the state of aging of the catalyst by forming the difference between the amplitude of the Lambda oscillations upstream and downstream of the catalyst. If the difference falls below a predefined threshold, the system issues an error signal.

  It is furthermore known from DE 35 00 594 A1 a process for diagnosing a catalyst which, instead of the difference, uses the ratio of the amplitudes of the oscillations of the Lambda coefficient to perform the diagnosis.

  It can not be avoided that variations in the Lambda coefficient, especially within a control oscillation of the coefficient X, in all the operating states of the internal combustion engine, particularly because of the dead time corresponding to the time of rotation. gas flow, and especially because of the degree of conversion of the catalyst especially as it is even desirable and intentionally controlled to perform a diagnosis of the catalyst. The Lambda coefficient controls have an impact not only on the composition of the exhaust gases but also on the torque supplied by the internal combustion engine.

  OBJECT OF THE INVENTION The present invention aims to develop a method of managing an internal combustion engine to ensure a high regularity of operation and / or a yield as high as possible of the internal combustion engine. The invention also aims to develop a device for implementing this process.

  DESCRIPTION OF THE INVENTION For this purpose the invention relates to a method of the type defined above, characterized in that one directly influences at least one control variable of the ignition signal of the internal combustion engine according to the Lambda coefficient actually exists in the combustion chamber.

  The method according to the invention applies to an internal combustion engine whose intake zone comprises a device for adjusting the intake air. The internal combustion engine is equipped with an ignition system whose ignition angle is variable. There is further provided control or regulation of the Lambda air ratio of the air / fuel mixture fed to the internal combustion engine. According to the invention, at least one adjustment quantity of the internal combustion engine is directly influenced by the Lambda coefficient existing instantaneously in the combustion chamber.

  The method according to the invention increases the possibilities of intervention in the control of the internal combustion engine to optimize the behavior and in particular the regularity of operation and / or the efficiency of the internal combustion engine.

  Thus, according to a first development of the invention, the control quantity is set by modifying the coefficient of the combustion chamber to optimize the efficiency of the internal combustion engine. This development takes into account that the coefficient of the combustion chamber influences the combustion rate of the air / fuel mixture and thus has an influence on the optimum ignition angle. An enrichment of the mixture moves the optimum ignition angle for the efficiency in the direction of the delay while a depletion of the mixture moves it in the direction of the advance.

  Thus, according to a second development of the invention, the control variable is set for variations in the coefficient of the combustion chamber to minimize the variations in the torque supplied by the internal combustion engine. This development takes into account that the internal combustion engine provides a higher torque when enriching the air / fuel mixture while the depleting it can provide a reduced torque. Depending on the operating conditions of the internal combustion engine, in particular according to the speed, the variations in torque may be unpleasantly reflected by a greater operating irregularity.

  It is particularly advantageous to combine the first and the second development because during the half-wave of the lean mixture of the control oscillation of the coefficient X, the non-optimum ignition angle from the point of view of the efficiency further amplifies the collapse of the torque related to the impoverishment of the mixture by the ignition angle that does not correspond to this mixture fuel / air combustion poor. The combination makes it possible to minimize the torque variations as a priority and at the same time to obtain a relative optimum for the output.

  According to a development, a torque reserve is formed by supplying the internal combustion engine with more air than necessary for the optimal conversion from the point of view of efficiency for a preset torque setpoint. The intake or supply air is influenced by the intake air adjustment device.

  According to a development, the coefficient of the combustion chamber is calculated. This means ensures that the adjustment amount occurs in time in the combustion operation. The calculation can be done by relying on the known relative load or air filling and on the expected fuel mass for the combustion operation.

  One development proposes to modify the ignition angle as a function of the coefficient of the combustion chamber. The variation of the ignition angle can be done very quickly and adapt to each combustion operation taken singly.

  Alternatively or in addition to the variation of the ignition angle, one can also intervene in the formation of the mixture using the device for adjusting the supply air. Inasmuch as variable valve control is provided, the valve adjustment signal can be varied according to the coefficient of the combustion chamber. With a throttle flap, alternatively or in addition to the above, a control signal of the intake air adjusting device can be used to vary the position of the throttle flap according to the Lambda coefficient of the combustion chamber.

  According to a development, the ignition angle relative to the optimum ignition angle for which the internal combustion engine provides the highest efficiency will always have a delay with respect to the coefficient of the combustion chamber and this shift in the The direction of the delay increases when the Lambda coefficient of the combustion chamber decreases. By this means, a torque reserve is formed which can be used by a variable reduction in the setting of the ignition angle delay.

  According to a development, the different management strategies, that is to say optimization, are selected to have the highest efficiency of the internal combustion engine and the optimization of the regularity of operation taking into account at least one operating parameter or taking into account the operating state of the internal combustion engine. Preferably, when the internal combustion engine is idling, the regularity of operation is optimized as a priority choice to ensure a regular idle while at high speeds, optimization of performance will be priority.

  The device according to the invention for managing an internal combustion engine according to the method of the invention relates first of all to a control apparatus for implementing the method.

  The apparatus or control device comprises in particular a means for determining the coefficient X in the combustion chamber as well as a means for determining the ignition angle so as to make it possible to vary the ignition angle.

  The apparatus or control device preferably comprises at least one electrical memory containing the steps of the method in the form of a computer program.

  Drawings The present invention will be described in more detail below with the aid of the accompanying drawings in which: - Figure 1 shows the technical environment in which the process of the invention is carried out; - Figure 2 shows a Fig. 3 shows the functional relationship between the ignition angle and the efficiency of an internal combustion engine; Fig. 4 shows the functional relationship between the coefficient towards X and the efficiency X. FIG. 5 shows a means for determining the ignition angle; FIG. 6 shows the means for determining the correction of the ignition angle as a function of the torque.

  DESCRIPTION OF AN EMBODIMENT OF THE INVENTION FIG. 1 shows an internal combustion engine 10 whose intake zone 11 comprises an inlet air gripping device 12 as well as a device for adjusting the intake air. 13 and the exhaust gas zone 14 is equipped with a sensor 15 and a catalyst 16.

  The inlet air gripping device 12 transmits to the control device 17 an air signal msdk; the internal combustion engine 10 transmits a rotational speed signal n and the sensor 15 transmits a measured X signal, X-mes. The control device 17 receives a setpoint torque half-cons and a voltage signal UBatt. The controller 17 transmits a fuel signal ti to the fuel metering device 18, an ignition signal zws to an ignition system 19, a valve adjustment signal v to a valve adjuster 20 and a control signal of the intake air adjusting device wdks to an intake air adjusting device 13. The valve adjusting device 20 is a variant or supplement of the adjustment device of the intake air 13.

  FIG. 2 shows a means of determining the fuel signal which receives the measured signal, X-mes, the reference coefficient, X-cons, the msdk air signal, the rotation speed signal n and the signal of UBatt battery voltage. The measured signal X, X-mes and the reference coefficient X-cons are supplied to a regulator of the coefficient X 31 which determines a control variable fr. This magnitude is applied to a first multiplier 32 which multiplies the control variable fr by an application signal 33 and transmits the result to a second multiplier 34.

  The msdk air signal and the rotational speed signal n are applied to a model 35 which determines a relative air load r1. This signal is transmitted to a first divider 36 and to a means for determining the coefficient of the combustion chamber 37. The first divider 36 divides the relative air load r1 by the reference coefficient X-cons and provides a relative gross mass rKroh fuel. This signal is multiplied in a second multiplier 34 with the adjustment variable fr, if necessary modified. The result is a relative mass of fuel rk applied both by means of determining the coefficient of the combustion chamber 37 and a conversion means 38. The first conversion means 38 takes into account the UBatt battery signal to provide the signal. fuel ti.

  FIG. 3 shows the functional relationship between the ignition angle zw and the efficiency ii-Bkm of the internal combustion engine 10. A first curve 40 represents the efficiency ii-Bkm of the internal combustion engine 10 for the real coefficient of combustion chamber, for example equal to 1. The optimum ignition angle zwoptlam 1 for the real lambda coefficient of the combustion chamber equal 1 is for example 20 degrees upstream of the top dead center OT of the cylinder. The figure shows the directions in the direction of the delay setting or the advance of the ignition angle ignition angle zw. There is also shown a second curve 41 for a rich air / fuel mixture and a third curve 42 for a lean air / fuel mixture.

  FIG. 4 shows the functional relationship between the air coefficient X lam and the efficiency lam. The size is not an energy conversion efficiency in the thermodynamic sense. This magnitude 11lam indicates the percentage of the torque of the internal combustion engine 10 relative to a coefficient to, = 1 that can be achieved with the real coefficient of the combustion chamber. A fourth curve 51 indicates the conditions for an ignition angle zw for the average air coefficient 1 = 1 taken by way of example; a fifth curve 52 represents the relation between an ignition angle zw and the actual coefficient of the combustion chamber.

  FIG. 5 shows a means of determining the ignition angle 60 which receives the relative air load r1, the rotational speed signal n as well as the real coefficient of the combustion chamber. From a characteristic field 61, and using the relative air load r1 and the rotational speed signal n, an optimum ignition angle zwopt-lam 1 is determined for an average air coefficient X = 1 provided to a first adder 62 which adds to the optimum ignition angle zwoptlam 1 for the air coefficient, mean = 1, an offset ignition angle dzwopt which is obtained with the first characteristic curve 63 from the actual coefficient of the combustion chamber. The first adder 62 gives optimum ignition angle zwopt-lam 1 for the actual coefficient of the combustion chamber.

  A second adder 64 may add a correction of the ignition-torque angle dzwmi to the optimum ignition angle zwopt-laml; this correction of the angle of ignition-torque dzwmi is provided by the means of correction of the ignition-torque angle 70 presented in FIG.

  FIG. 6 shows the ignition angle correction means as a function of the torque 70 which receives the relative air load r1, the rotational speed signal n as well as the actual coefficient of the combustion chamber. The calculation unit 71 determines the optimum torque miopt-lam 1 for the average air coefficient X = 1; this is applied to a third multiplier 72 which multiplies the optimum torque miopt-lam 1 for the mean air coefficient X = 1 by the efficiency 11-lam; this is obtained from a second characteristic curve 73 from the real coefficient of the combustion chamber. The result is the mid torque of the internal combustion engine 10. This torque is compared in an adder 76 to the setpoint torque half-cons to be furnace-ni to a second divider 74. The torque difference given by the adder 73c i.e., dmi, between the mid torque and the mid-cons target torque is normalized in a second divider 74 to give a yield variation d-r1 and from it, using a third characteristic curve 75, the correction of the ignition angle dzwmi is determined.

  The method of the invention operates as follows: According to FIG. 1, as a function of the mid-cons setpoint torque given, for example, by the accelerator pedal (not shown) of the motor vehicle, the control device 17 supplies the air supplying the internal combustion engine 10 by the intake air adjusting device 13, 20. The intake air adjusting device 13, 20 is for example a throttle flap 13 controlled by the control signal of the device Adjusting the intake air wdks. The intake air adjusting device 13, 20 may also be alternatively or additionally a valve control 20 which controls the valve adjustment signal v. Another variant of the intake air adjusting device 13, 20 may be a diaphragm installed in the intake zone 11 and actuated for example by a non-detailed camshaft drive. In particular, the control device 17 fixes the fuel signal ti supplied to the fuel metering device 18. The fuel signal ti fixes, for example, the duration of opening of at least one fuel injector forming part of the metering device. fuel 18.

  In addition, the control device 17 comprises the regulator of the coefficient X, which influences the fuel signal ti to respect the predefined X-cons reference coefficient. The X coefficient regulator 31 compares the predefined X-cons setpoint with X measured signal, Xmes supplied by the X 15 probe.

  The probe 15 may be installed for example upstream of the exhaust gas treatment device 16 or catalyst 16 and / or downstream of the exhaust gas treatment device 16. Preferably, both upstream and downstream each of the catalyst 16 is a probe 15. The signal measured X-mes of the probe installed upstream of the catalyst 16 is corrected by the signal supplied by the probe X installed downstream of the catalyst 16.

  Instead of the regulator of the coefficient 31, it is also possible to provide a control which receives only the acons setpoint coefficient. In this embodiment, it is unnecessary to provide a probe 15.

  The catalyst 16 is for example a separate part or a part integrated in a particulate filter. The coefficient of reference, acons is preferably tuned to the conversion window of the catalyst 16. The application signal 33 can for example be combined with the control variable fr for the diagnosis of the catalyst 16. The catalyst 16 is not necessary for the process of the invention and can be suppressed under these conditions.

  The coefficient controller 31 determines the control variable fr used for the correction of the relative gross fuel mass rKroh in the second multiplier 34. The adjustment quantity fr can be provided alternatively of the control X. The relative gross mass rKroh fuel is obtained from the relative air load r1 by division by the X acons setpoint coefficient X in the first di-visor 36. The converter 38 determines the fuel signal ti from the relative mass of fuel rk. This fuel signal ti fixes, for example, the duration of opening of at least one fuel injector forming part of the fuel metering device 18. The first converter 38 takes account, for example, of the UBatt battery signal which represents the voltage of the battery. battery because this battery voltage influences the fuel pressure and the opening time of the injection valve and thus the fuel dose.

  The relative air load r1 gives the effective air load in a cylinder, based on the maximum possible air load for a cylinder working cycle. The relative air load r1 is supplied in the model from the msdk air signal supplied by the intake air gripper 12 and the rotational speed signal n. The model 35 in particular takes account of the dynamic operations in the intake zone 11 of the internal combustion engine 10. The intake air gripping device 12 captures for example a quantity of air or air mass. The inlet air gripping device 12 can be made as a sensor. As an air signal msdk the position of the possible device for adjusting the intake air 13, 20 can be used in a variant. The air signal msdk can be supplied by a pressure sensor (not shown) installed. in the intake zone 11 preferably taking into account the temperature of the intake air.

  From the relative mass of fuel rk and the relative air load r1, the means for determining the coefficient X of the combustion chamber 37 can calculate the real X-coefficient of the combustion chamber, used for the rest of the combustion chamber. process.

  From the functional relationship given in FIG. 3 between the ignition angle zw and the yield rl-Bkm of the internal combustion engine 10, three curves 40, 41, 42 have been shown to show that ignition angle zw giving the yield rl-Bkm of the internal combustion engine 10 depends on X-real coefficient of the combustion chamber. Vis-à-vis the first curve 40 valid for the average air coefficient X = 1, the optimum ignition angle shifts for a lean mixture in the direction of advance and for a rich mixture in the direction late. The three curves 40, 41, 42 can be considered in first approximation as parabolas whose concavity is turned downwards. In the example presented, it is assumed that the maximum yield ii-Bkm of the internal combustion engine 10 for an average air coefficient X = 1 corresponds to an optimum ignition angle zwopt-lam 1 at 20 degrees forward from the top dead center OT of the cylinder.

  The functional relationship of FIG. 4 between the air coefficient X lam and the efficiency i1-X shows that the fifth curve 52 valid for the optimum ignition angle zw for the actual X-coefficient of the combustion chamber that actually exists. in the case of an air coefficient different from 1 is above the fourth curve 51; this corresponds to the optimum ignition angle zw for the average air coefficient X = 1. The 11-lam efficiency presented indicates that for an air coefficient X-lam for example = 2, the torque mi that provides the internal combustion engine 10 is only half the possible torque mi with a coefficient of air, = 1 and that taking into account real X-coefficient of the combustion chamber, is based on the average air coefficient = 1 a higher average torque can be obtained corresponding to a higher efficiency of the internal combustion engine 10. The increase in efficiency is obtained for an air coefficient X greater than 1 by a setting in the direction of advance of the ignition angle zw. Correspondingly, adjusting the ignition angle zw in the direction of the delay with a rich mixture for an air coefficient X less than 1 also makes it possible to increase the efficiency.

  According to a first aspect of the method of the invention, the optimum ignition angle zwopt-lam 1 is set as a function of the real coefficient X of the combustion chamber actually produced to arrive at a yield as large as possible of the engine at Combined internal combustion 10 has the advantage of fuel economy.

  According to FIG. 5, the ignition angle zw is determined firstly by means of the characteristic field 61 from the relative air load r1 and the rotational speed signal n for the coefficient of ignition. average air X = 1. The optimum ignition angle zwopt-lam 1 obtained for the average air coefficient = 1 is modified with the real-fire coefficient X of the combustion chamber as a function of the real coefficient of the combustion chamber that actually occurs. With the aid of the first characteristic curve 63, the offset of the ignition angle dzwopt is determined from the real coefficient of the combustion chamber and then in the first adder 62, it is added to the optimum ignition angle zwopt-laml for the average air coefficient X = 1. As a result of the addition, the optimum ignition angle zwopt is the control variable of the internal combustion engine 10; this result is in the form of a zws ignition signal for the ignition system 19.

  The optimization of the ignition angle zw leads to an increase in the torque mi of the internal combustion engine 10 in both the rich and the lean phase in a regulation oscillation X. The amplitude of the oscillations depends on the if necessary, the X-probe 15. For a sudden-change probe, a higher amplitude is expected than in the case of a wide-band probe. The amplitude is further influenced by the travel time of the gas until reaching the probe 15.

  The amplitude of the oscillations of the coefficient can be influenced in particular by the application signal 33. The application signal 33 may be provided for the diagnosis of the catalyst 16 possibly provided according to the state of the art mentioned above. The application signal 33 makes it possible to increase in a precise manner the amplitude of the oscillations of the coefficient X. In combination with an increased variation of the air coefficient X in a control oscillation of the coefficient which can represent, for example, between 0.2 and 5 seconds, there will be a greater variation of the torque mi of the internal combustion engine 10 in the oscillation of the coefficient X. According to a second aspect of the method of the invention, the variations of the torque mi are minimized for coefficient variations. X-real of the combustion chamber in particular in a control oscillation of the X coefficient. This second aspect is preferably combined with the first aspect of optimization of the efficiency of the internal combustion engine 10. If one combines the two In addition, the fact of minimizing torque variations preferably uses an action on setting the ignition angle zw. This development is the basis of Figures 5 and 6. The intervention according to Figure 5 is done with the correction of the ignition angle-torque dzwmi combined in the second adder 64 at the optimum ignition angle zwopt. As a result, the second adder 64 provides the optimum ignition angle zwmi to minimize rpm variations; this angle is provided as ignition signal zws by the controller 17 at the ignition system 19.

  According to FIG. 6, the calculation unit 71 determines the optimum torque mioptlam 1 for the average air coefficient = 1 taken as an example from the relative air load r1 and the rotational speed signal n . The optimum torque miopt-lam 1 for the average air coefficient = 1 is modified in the third multiplier 72 according to the effective coefficient X of the actual combustion chamber. For this, the efficiency 11-lam is determined using real coefficient of the combustion chamber in the second characteristic 73 which corresponds to the fifth curve 52 presented in FIG. 4. As a result, the third multiplier 72 provides the mid-range of the internal combustion engine 10 according decoefficient X-real of the combustion chamber. The adder 73 forms the difference between the setpoint torque mid-cons and the mid-product torque. The difference in torque dmi is normalized in the second divider 74 which divides it by the torque mi, and is available as a variation in yield d-r1. The third characteristic 75 determines from this yield variation d-r1, the correction of the ignition angle-torque dzwmi supplied to the second adder 64 shown in FIG.

  By the variation of the ignition signal zws, the annoying torque variations can be eliminated completely. The interventions consist in setting the ignition angle zw less strongly in the direction of the delay for the rich mixing phase of the control oscillation of the coefficient X, as would be necessary to allow the internal combustion engine 10 to reach its maximum efficiency and in the lean phase of the regulation oscillation of the coefficient X, the ignition angle zw is set less strongly in the direction of advance. Thus fuel economy decreases in favor of minimizing torque variations.

  According to a development, one forms a reserve of torque. For this, the intake air adjusting device 13, 20 is adjusted so that the internal combustion engine 10 has more air than the air mass necessary to obtain the optimum efficiency for the torque of the engine. setpoint half-cons predefined.

  This development provides that the action by the correction of the ignition angle-torque dzwmi is only the direction of a setting of the ignition angle zw to the delay. For this, it is necessary to intervene in the optimum torque calculation miopt-lam 1 for an average air coefficient = 1 in the calculation unit 71. The difference in torque dmi is then always negative. As a result, in order to minimize the rotational speed variations as a function of the actual coefficient of the combustion chamber, the ignition angle z w must always be moved in the direction of the delay; this shift towards the delay increases when the real coefficient of the combustion chamber decreases. In this development, we can not exclude overconsumption of fuel in favor of minimizing rotational speed variations. The main advantage in this case is to always have a reserve of torque.

  The different management strategies of the internal combustion engine 10 are preferably selected as a function of at least one operating parameter or the operating state of the internal combustion engine 10. As an operating parameter, the signal is for example considered of rotational speed n, the load of the internal combustion engine 10 as a function of the torque mi and / or for example the operating temperature of the internal combustion engine 10. It is particularly advantageous to make the speed signal management strategies dependent on it rotation n being idle. Minimizing rotational speed variations as a function of the real coefficient of the combustion chamber is important at low speeds, especially when the internal combustion engine 10 is idling. At the high rotational speeds of the internal combustion engine 10, the optimization of the fuel consumption by the internal combustion engine 10 takes precedence.

  Alternatively or in addition to the variation of the ignition signal zws, it is possible to intervene in the formation of the mixture by means of the intake air adjusting device 13, 20. Valve adjuster 20, the valve adjustment signal v can be modified as a function of the actual coefficient of the combustion chamber. Provided that a throttle flap 13 is provided, the control signal of the intake air adjusting device wdks can alternatively or additionally be modified to control the throttle flap 13 in function of the throttle valve 13. the actual coefficient of the combustion chamber.

Claims (13)

  1) A method of managing an internal combustion engine (10) whose intake zone (11) comprises an intake air adjusting device (13, 20) and an ignition system ( 19) whose variable ignition angle (zw) is variable and a regulator X or a coefficient control (31) for setting the set value (lam-cons) of the mixture of the internal combustion engine (10), characterized in that directly affecting at least one adjustment variable of the ignition signal (zws, wdks, v) of the internal combustion engine (10) as a function of the actual coefficient in the combustion chamber (lam- real).   2) Process according to claim 1, characterized in that in the event of variations in the coefficient of the combustion chamber (lamreel), the adjustment variable (zws, wdks, v) is set to optimize the efficiency of the internal combustion engine ( 10).   3) A method according to claim 1, characterized in that in case of variations of the coefficient of the combustion chamber (lamréel) is fixed adjustment variable (zws, wdks, v) to minimize the variations of the torque (mi) provided by the internal combustion engine (10).   4) Method according to claim 1, characterized in that a reserve of torque is formed by adjusting the intake air adjusting device (13, 20) by providing the internal combustion engine (10) with more air than the quantity necessary for the conversion with optimum efficiency of a predefined target torque value (half cons).   5) Process according to claim 1, characterized in that one calculates the coefficient of the combustion chamber (lam-real).   Process according to Claim 1, characterized in that the ignition signal (zws) of the ignition system (19) is varied as a control variable according to the coefficient X of the combustion chamber (lam- real).   7) Process according to claim 1, characterized in that as adjusting variable is modified a valve adjustment signal (v) according to the coefficient of the combustion chamber (real lam-).   8) A method according to claim 1, characterized in that as a control variable is varied a throttle flap signal (wdks) of the throttle flap (13) according to the coefficient X of the combustion chamber (lam- real).   9) Method according to claim 6, characterized in that the ignition angle (zw) relative to the optimum ignition angle (zwopt) for which the internal combustion engine (10) has the highest efficiency, always has an offset in the direction of the delay as a function of the coefficient of the combustion chamber (real-lam) and this offset in the direction of the delay increases when the coefficient of the combustion chamber (real lam- ine) decreases.   10) Method according to any one of claims 2 and 3, characterized in that one selects the respective management strategy according to at least one operating parameter (n, mi) or an operating state (idle ) of the internal combustion engine (10).   11) A method according to claim 9, characterized in that at the idling speed of the internal combustion engine (10) the minimum reduction of the variations of the torque (mi) provided by the internal combustion engine 5 (10) takes precedence.   12) Device for managing an internal combustion engine, characterized in that it comprises a control device (17) for implementing the method according to any one of Claims 1 to 11.   13) Device according to claim 12, characterized in that the control device (17) comprises a coefficient regulator 15 or a coefficient control (31) and an ignition angle fixing means (60).