GB2537672A

GB2537672A - Method of recharging a battery of an automotive system

Info

Publication number: GB2537672A
Application number: GB1506969.3A
Authority: GB
Inventors: Melis Massimiliano; Romanato Roberto; Concetto Pesce Francesco
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2015-04-23
Filing date: 2015-04-23
Publication date: 2016-10-26
Also published as: GB201506969D0

Abstract

An automotive system (100) includes an internal combustion engine (110) mechanically connected to an alternator (500), the alternator (500) being electrically connected to a battery (600). A method of charging the battery includes: predetermining an alternator activation condition as a function of engine speed (rpm) and engine load (bmep); monitoring an engine cut-off condition, and activating the alternator (500), if the engine cut-off condition and the alternator activation condition are verified. The method may also use a Brake Specific Fuel Consumption value (BSFC) to verify alternator activation condition (figure 5).

Description

METHOD OF RECHARGING A BATTERY OF AN AUTOMOTIVE SYSTEM

TECHNICAL FIELD

The technical field relates to a method of recharging a battery of an automotive system.

BACKGROUND

It is known that charging systems are provided in automotive systems to recharge a battery and to operate the various electrical systems of the vehicle.

Automotive charging systems may comprise a generator (also known as alternator) to convert mechanical energy produced by the internal combustion engine to electrical energy. The alternator is typically coupled to the engine by a rotating shaft to generate alternating current (AC). This current is then converted to direct current (DC), which in turn is used to power electrical circuits in the vehicle during normal driving conditions and to charge the vehicle battery.

The alternator is generally coupled to a voltage regulator that may also be incorporated into the alternator itself, the voltage regulator being used to control or regulate the levels of output voltage and current being used by the alternator for recharging the battery.

In the prior art, when the alternator is used to reload vehicle battery, an undesired increase the fuel consumption may occur, depending on the alternator activation strategy.

For example, current strategies operate whenever an engine cut-off condition is recognized and, apart from the certification cycle, the alternator is always active, generating an increase in fuel consumption.

Furthermore, in real operating conditions of the automotive system, some parameters may change, such as driving style, vehicle weight, road condition, electric loads and so on.

These differences can have significant impact on engine working points and it may happen that the best engine conditions to perform a battery recharging is never experienced or is maintained for an insufficient period of time.

Therefore, in real operating conditions of the automotive system, there is the risk to discharge the battery or to be forced to charge it in a low efficiency condition such as idle status.

An object of the invention is to provide a method of controlling the recharging of the battery of an automotive system that allows to improve fuel efficiency during normal driving and during a certification cycle.

Another object is to reach the above result without using complex devices and by taking advantage from the computational capabilities of the Electronic Control Unit (ECU) of the vehicle.

These and other objects are achieved by a method, by an apparatus, by a computer program and a computer program product, having the features recited in the independent claims.

The dependent claims delineate preferred and/or especially advantageous aspects.

SUMMARY

An embodiment of the disclosure provides a method of recharging a battery of an automotive system, the automotive system comprising an internal combustion engine mechanically connected to an alternator, the alternator being electrically connected to the battery, the method comprising the steps of: predetermining an alternator activation condition as a function of engine speed and engine load; - monitoring an engine cut-off condition, and - activating the alternator, if the engine cut-off condition and the alternator activation condition are verified.

An effect of this embodiment is that it allows to reduce fuel consumption by performing the recharging of the battery in conditions of optimal alternator, engine and battery efficiency. A reduction in CO2 emissions is also obtained.

According to another embodiment of the invention, the alternator activation condition is verified if engine speed and engine load are comprised between respective minimum and maximum values.

An effect of this embodiment is that it allows to predefine a preferred set of conditions for battery recharging, such conditions being determined by an experimental activity.

According to another embodiment of the invention, the method comprises the step of calculating a value of Brake Specific Fuel Consumption BFSC as a function of engine speed and engine load and the alternator activation condition is verified if the calculated Brake Specific Fuel Consumption value is less than a predefined threshold thereof.

An effect of this embodiment is that it provides an alternative way to predefine a preferred set of conditions for battery recharging, such conditions being determined by an experimental activity.

According to another embodiment of the invention, the method comprises the further steps of: - monitoring engine speed and engine load values at predetermined intervals of time; -- increase a counter variable, if the alternator activation condition is verified.

An effect of this embodiment is that it provides a monitoring procedure for measuring the time spent in certain engine conditions.

According to another embodiment of the invention, a statistical parameter r, representative of the time spent by the automotive system in the alternator activation condition, is calculated according to the following Equation: r= ra*Cotnst drfrinscyeb where: Tdthing cycle is the time spent in a driving cycle of the automotive system until the instant of evaluation of the statistical parameter r.

An effect of this embodiment is that it provides a measure of the time spent by the automotive system in certain engine conditions that may allow an efficient battery recharging.

According to another embodiment of the invention, if the statistical parameter r is less than a threshold thereof, the alternator activation condition is redefined by decreasing the minimum values and increasing the maximum values of engine speed and engine load.

An effect of this embodiment is that it allows to ensure, in any case, a proper electrical generation depending on the customer drive style.

According to another embodiment of the invention, if the statistical parameter r is less than a threshold thereof, the alternator activation condition is redefined by increasing the predefined threshold.

An effect of this embodiment is that provides an alternative way to ensure, in any case, a proper electrical generation depending on the customer drive style.

According to another embodiment of the invention, the threshold is a function of the state of charge of the battery.

An effect of this embodiment is that it allows to modulate the activation of the alternator, as a function of the state of charge of the battery.

According to still another embodiment of the invention, the minimum values of engine speed and engine load are decreased by predetermined amounts and the maximum values of engine speed and engine load are increased by predetermined amounts in order to redefine the alternator activation condition.

An effect of this embodiment is that it allows to redefine the alternator activation condition using predefined engine values that are calibrated by means of an experimental activity.

Another aspect of the invention provides an apparatus for recharging a battery of an automotive system, the automotive system comprising an internal combustion engine mechanically connectable to an alternator, the alternator being electrically connected to the battery, the apparatus comprising: - means for predetermining an alternator activation condition as a function of engine load and engine speed; - means for determining an engine cut-off condition, and - means for activating the alternator, if the engine cut-off condition and the alternator activation condition are verified.

An effect of this aspect is that it allows to reduce fuel consumption by performing the recharging of the battery in conditions of optimal alternator efficiency. A reduction in CO2 emissions is also obtained.

The method according to one of its aspects can be carried out with the help of a computer program comprising a program-code for carrying out all the steps of the method described above, and in the form of computer program product comprising the computer program.

The computer program product can be embodied as a control apparatus for an internal combustion engine, comprising an Electronic Control Unit (ECU), a data carrier associated to the ECU, and the computer program stored in a data carrier, so that the control apparatus defines the embodiments described in the same way as the method. In this case, when the control apparatus executes the computer program all the steps of the method described above are carried out.

A still further aspect of the disclosure provides an internal combustion engine specially arranged for carrying out the method claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The various embodiments will now be described, by way of example, with reference to the accompanying drawings, wherein like numerals denote like elements, and in which: Figure 1 shows an automotive system; Figure 2 is a cross-section of an internal combustion engine belonging to the automotive system of figure 1; Figure 3 represents a portion of the automotive system of Figure 1; Figure 4 is a graph representing different alternator activation conditions Figure 5 is a graph representing different alternator activation conditions as a function of Brake Specific Fuel Consumption; and Figure 6 is a flowchart describing an embodiment of the method of the invention. DETAILED DESCRIPTION Exemplary embodiments will now be described with reference to the enclosed drawings without intent to limit application and uses.

Some embodiments may include an automotive system 100, as shown in Figures 1 and 2, that includes an internal combustion engine (ICE) 110 having an engine block 120 defining at least one cylinder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150.

A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increase the pressure of the fuel received from a fuel source 190. Each of the cylinders has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through a port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.

The air may be distributed to the air intake port(s) 210 through an intake manifold 200. An air intake duct 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the duct 205 and manifold 200. An intercooler 260 disposed in the duct 205 may reduce the temperature of the air. The turbine 250 rotates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. The exhaust gases exit the turbine 250 and are directed into an exhaust system 270. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.

The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatment devices 280. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NOx traps, hydrocarbon adsorbers, selective catalytic reduction (SCR) systems, and particulate filters. Other embodiments may include an exhaust gas recirculation (EGR) system 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGR system 300. An EGR valve 320 regulates a flow of exhaust gases in the EGR system 300.

Further details of the automotive system 100 are shown in Figure 3.

The internal combustion engine (ICE) 110 is connected by means of an alternator belt 507 and an altemator shaft 505 to an electric machine, such as an altemator 500.

An electric energy storage device, such as a battery 600, is electrically connected to the alternator 500 and to an electronic control unit (ECU) 450.

Mechanical energy deriving from the engine 110 is transformed into electrically energy by the alternator 500 in order to recharge the battery 600 when the alternator 500 is activated according to known techniques.

The alternator 500 may be activated during engine cut-off conditions.

The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the ICE 110.

The ECU 450 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a cam position sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an EGR temperature sensor 440, and an accelerator pedal position sensor 445. Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.

Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system, or data carrier 460, and an interface bus. The CPU is configured to execute instructions stored as a program in the memory system, and send and receive signals to/from the interface bus. The memory system may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to carry out the steps of such methods and control the ICE 110.

The program stored in the memory system is transmitted from outside via a cable or in a wireless fashion. Outside the automotive system 100 it is normally visible as a computer program product, which is also called computer readable medium or machine readable medium in the art, and which should be understood to be a computer program code residing on a carrier, said carrier being transitory or non-transitory in nature with the consequence that the computer program product can be regarded to be transitory or non-transitory in nature.

An example of a transitory computer program product is a signal, e.g. an electromagnetic signal such as an optical signal, which is a transitory carrier for the computer program code. Carrying such computer program code can be achieved by modulating the signal by a conventional modulation technique such as QPSK for digital data, such that binary data representing said computer program code is impressed on the transitory electromagnetic signal. Such signals are e.g. made use of when transmitting computer program code in a wireless fashion via a Wi-Fi connection to a laptop.

In case of a non-transitory computer program product the computer program code is embodied in a tangible storage medium. The storage medium is then the non-transitory carrier mentioned above, such that the computer program code is permanently or non- 2 0 permanently stored in a retrievable way in or on this storage medium. The storage medium can be of conventional type known in computer technology such as a flash memory, an Asic, a CD or the like.

Instead of an ECU 450, the automotive system 100 may have a different type of processor to provide the electronic logic, e.g. an embedded controller, an onboard computer, or any processing module that might be deployed in the vehicle.

Figure 4 is a graph representing different alternator activation conditions, according to an embodiment of the invention.

A default alternator activation condition may be defined by the area A comprised between a minimum value rpm min and a maximum value rpm max of engine speed rpm and between a minimum value bmep min and a maximum value bmep max of engine load bmep of the engine 110.

The particular values of engine speed rpm and engine load bmep of the engine 110 that define the area A are determined by means of an experimental activity and represents the conditions in which the battery 600 is recharged by the altemator 500 with the best fuel economy.

Area A represents therefore a preferred alternator activation condition.

A plurality of less preferred alternative altemator activation conditions may also be defined and they may be useful if, in certain operating situations of the automotive system 100, the engine 110 does not frequently operate according to the engine speed rpm and engine load bmep values that define area A. For example, in Figure 4, two less preferred alternator activation conditions are defined respectively by areas B and C, where the condition defined by area B is less preferred than the condition defined by area A and the condition defined by area C is less preferred than the condition defined by area B. More specifically the alternator activation condition of area B is verified if the engine speed rpm is comprised between a minimum value rpm mint and a maximum value rpm max2 thereof but is external with respect to the interval of values rpm min -rpm max and, at the same time, if the engine load bmep value is comprised between a minimum value bmep min2 and a maximum value bmep max2 thereof but are external with respect to the interval bmep min bmep max.

Furthermore the alternator activation condition of area C is verified if the engine speed rpm is comprised between a minimum value rpm mina and a maximum value rpm max3 thereof, but is external with respect to the interval of values rpm min2 -rpm max2 and, at the same time, if the engine load bmep value is comprised between a minimum value bmep mina and a maximum value bmep max3 thereof, but is external with respect to the interval of values bmep min2 bmep max2.

Figure 6 is a flowchart describing an embodiment of the method of the invention. At the start of a driving cycle of the automotive system 100, the alternator activation condition is set to a default condition (block 700).

For example, the default alternator activation condition may be defined by the area A, namely by engine speed (rpm) and engine load (bmep) values comprised between respective minimum (rpm min; bmep min) and maximum values (rpm max; bmep max).

During normal driving, if the engine 110 is in a cut-off condition and the current alternator activation condition is verified, the alternator 500 is activated and the battery 600 is recharged.

In order to take into account possible variations of the condition in which the engine is operated during normal use of the automotive system 100, depending of driving style, road load and other factors, according to an embodiment of the invention, engine speed rpm and engine load bmep values are monitored at predetermined intervals of time Ts (block 710).

In this case, if the monitored engine speed rpm and engine load bmep engine speed and engine load are comprised between respective minimum and maximum values a counter variable Count is increased (block 720).

Then a statistical parameter r representative of the time spent by of the automotive system 100 in an alternator activation condition is calculated according to the following Equation: Pa *Count rdriving cycle where: Tdriving cycle is the time spent in a driving cycle of the automotive system 100 until the instant of evaluation of the statistical parameter r (block 730).

Then the statistical parameter r is compared with a threshold SOCm thereof (block 740) and, if such parameter is less than the threshold SOCm, the alternator activation condition is redefined by decreasing the minimum values and increasing the maximum values of engine speed and engine load (block 750).

Preferably, the threshold SOCn, is a function of the state of charge (SOC) of the battery 600.

The following Table 1 indicates an exemplary map that correlates different values of the state of charge (SOC) with different values of the threshold SOCm.

In Table 1, the values of the threshold SOCm are inversely correlated to the state of charge (SOC) of the battery 600.

The logic underlying Table 1 is to make more probable an alternator activation when the battery 600 is in a low state of charge (SOC).

Other values may be used, depending on the particular implementations of the various embodiments of the method.

TABLE 1

SOC [%] Threshold 0.1 0.5 0.75 1 In general, the method according to the various embodiments of the invention allows to switch on the alternator, during an engine cutoff condition, when alternator efficiency is higher, namely in area A, where electrical generation is particularly efficient.

Nevertheless, the alternator 500 can be switched on in presence of different conditions, depending on vehicle road load and driving style, where alternator efficiency may be lower, but ensuring, in any case, a proper electrical generation tuned on the customer drive style.

If the alternator activation condition has been redefined (block 750, the counter variable Count is set to zero and the statistical parameter r is calculated also when the alternator activation condition has been redefined and is compared with the threshold SOCe, (block 740) and, if the parameter r is greater than the threshold SOCal, the alternator activation condition is redefined by reverting to the default alternator condition (block 700).

In order to define area B, the minimum values rpm min, bmep min of engine speed rpm and engine load bmep are decreased by predetermined amounts x1, yl and the maximum values rpm max; bmep max of engine speed rpm and engine load bmep are increased by predetermined amounts x2, y2.

Predetermined amounts xl yl and x2, y2 may be calibrated by means of an 2 0 experimental activity.

In a similar fashion, area C may be defined by decreasing the minimum values rpm min2, bmep min2 of engine speed rpm and engine load bmep relative to area B by predetermined amounts X1, Y1 and increasing maximum values rpm max2; bmep max2 of engine speed rpm and engine load bmep by predetermined amounts X2, Y2.

Predetermined amounts X1, Y1 and X2, Y2 may be calibrated by means of an experimental activity.

All the values of the predetermined amounts x1, y1, x2, y2, X1, Y1 and X2, Y2 may be stored in the data carrier 460 associated with the ECU 450.

According to another embodiment of the invention, the alternator activation condition can be defined in terms of Brake Specific Fuel Consumption (BFSC).

As is known in the art, of Brake Specific Fuel Consumption (BFSC) is a parameter measuring engine efficiency and is dependent upon engine speed rpm, engine load bmep and fuel consumption.

More specifically, to calculate BSFC, the following Equation can be used: BSFC =

P

where: r is the fuel consumption rate in grams per second (g/s), P is the power produced in watts where P = , and co is the engine speed in radians per second (rad/s) and T is the engine torque in newton meters (N-m).

Figure 5 is a graph representing different curves of BFSC having the same values, such curves being used to define different alternator activation conditions.

According to this embodiment, the engine speed and the engine load may be used to calculate the BSFC.

The alternator activation condition is verified if the calculated Brake Specific Fuel Consumption value (BFSC) is less than a predefined threshold thereof BFSCm, for example the value indicated in Figure 5 as BFSCini.

Given this condition, the method is operated according to the same logic explained with reference to the flowchart of Figure 6.

If the alternator activation condition must be redefined, it can be redefined by increasing the predefined BFSC threshold BFSCu, to other values thereof such as BFSCm2 or, in general, to 13FSCihn.

In all these areas, alternator efficiency may be lower, but the method ensures, in any case, a proper electrical generation tuned on the customer drive style.

While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.

REFERENCE NUMBERS

100 automotive system internal combustion engine (ICE) engine block 125 cylinder cylinder head 135 camshaft piston crankshaft combustion chamber cam phaser 160 fuel injector fuel rail fuel pump 190 fuel source 200 intake manifold 205 air intake duct 210 intake air port 215 valves of the cylinder 220 exhaust gas port 225 exhaust manifold 230 turbocharger 240 compressor 250 turbine 260 intercooler 270 exhaust system 275 exhaust pipe 280 exhaust aftertreatment device 290 VGT actuator 300 EGR system 310 EGR cooler 320 EGR valve 330 throttle body 340 mass airflow and temperature sensor 350 manifold pressure and temperature sensor 360 combustion pressure sensor 380 coolant and oil temperature and level sensors 400 fuel rail pressure sensor 410 cam position sensor 420 crank position sensor 430 exhaust pressure and temperature sensor 445 accelerator pedal position sensor 450 electronic control unit (ECU) 460 data carrier 500 alternator 505 alternator shaft 507 alternator belt 600 battery 700 block 710 block 720 block 730 block 740 block 750 block

Claims

CLAIMSb A method of recharging a battery (600) of an automotive system (100), the automotive system (100) comprising an internal combustion engine (110) mechanically connected to an alternator (500), the alternator (500) being electrically connected to the battery (600), the method comprising the steps of: - predetermining an alternator activation condition as a function of engine speed (rpm) and engine load (bmep); - monitoring an engine cut-off condition, and - activating the alternator (500), if the engine cut-off condition and the altemator activation condition are verified.1. The method according to claim 1, wherein the alternator activation condition is verified if engine speed (rpm) and engine load (bmep) are comprised between respective minimum (rpm min; bmep min) and maximum values (rpm max; bmep max).
2. The method according to claim 1, wherein the method comprises the step of calculating a value of Brake Specific Fuel Consumption (BFSC) as a function of engine speed (rpm) and engine load (bmep) and the alternator activation condition is verified if the calculated Brake Specific Fuel Consumption value (BFSC) is less than a predefined threshold thereof (BFSCrh).
3. The method according to claims 2 or 3, comprising the further steps of: -monitoring engine speed (rpm) and engine load (bmep) values at predetermined intervals of time (Ts); -increase a counter variable (Count), if the alternator activation condition is verified.
4. The method according to claim 3, wherein a statistical parameter (r) representative of the time spent by the automotive system (100) in the alternator activation condition is calculated according to the following Equation: r - T,* Count Tdriving cycle where: Toying cycle is the time spent in a driving cycle of the automotive system (100) until the instant of evaluation of the statistical parameter (r).
5. The method according to claim 5, wherein if the statistical parameter (r) is less than a threshold thereof (SOCm), the alternator activation condition is redefined by decreasing the minimum values and increasing the maximum values of engine speed (rpm) and engine load (bmep).
6. The method according to claim 5, wherein if the statistical parameter (r) is less than a threshold thereof (SOCm), the alternator activation condition is redefined by increasing the predefined BFSC threshold (BFSCrh).
7. The method according to claims 5 or 6, wherein the threshold (SOCm) is a function of the state of charge (SOC) of the battery (600).
8. The method according to claim 5, wherein the minimum values (rpm min; bmep min) of engine speed (rpm) and engine load (bmep) are decreased by predetermined amounts (x/, y/) and the maximum values (rpm max; bmep max) of engine speed (rpm) and engine load (bmep) are increased by predetermined amounts (x2, y2) in order to redefine the alternator activation condition.
9. An apparatus for recharging a battery (600) of an automotive system (100), the automotive system (100) comprising an internal combustion engine (110) mechanically connectable to an alternator (500), the alternator (500) being electrically connected to the battery (600), the apparatus comprising: - means for predetermining an alternator activation condition as a function of engine speed (rpm) and engine load (bmep); means for monitoring an engine cut-off condition, and means for activating the alternator (500), if the engine cut-off condition and the alternator activation condition are verified
10. An automotive system (100) comprising an Electronic Control Unit (450) configured for carrying out the method according to any of the claims 1-9.
11. A computer program comprising a computer-code suitable for performing the method according to any of the claims 1-9.
12. A computer program product on which the computer program according to claim 12 is stored.
13. A control apparatus for an internal combustion engine (110), comprising an Electronic Control Unit (450), a data carrier (460) associated to the Electronic Control Unit (450) and a computer program according to claim 12 stored in the data carrier (460).