JP2006118506A - Method and device for operating internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a device for operating an internal combustion engine enabling the high rotation regularity and/or maximum efficiency of the internal combustion engine. <P>SOLUTION: In this method for operating the internal combustion engine in which supply air regulators 13 and 20 are disposed in the intake area 11 of the internal combustion engine 10, an ignition device 19 with variable igniting angle (zw) is installed in the internal combustion engine, and a λ controller or a λ operation means 31 is installed to set the λ target value (lam-soll) of the air/fuel mixture of the internal combustion engine, at least one operation variable (zws, wdks, v) of the internal combustion engine is directly adjusted as the function of an actually present combustion chamber λ (lam-ist). When the combustion chamber λ (lam-ist) varies, the operation variable (zws, wdks, v) can be determined so that the efficiency of the internal combustion engine can be optimized and/or a variation in a torque (mi) supplied from the internal combustion engine can be minimized. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a method for operating an internal combustion engine and an apparatus for carrying out the method.

  From German Offenlegungsschrift 4001616, a fuel quantity control method for an internal combustion engine with a catalyst, which allows optimal control of the air / fuel ratio of the air / fuel mixture supplied to the internal combustion engine, taking into account the oxygen storage capacity of the catalyst, and The device is known. The conversion of the catalyst is a function of the supply oxygen fraction in the exhaust gas. Since the oxygen portion is affected by the release of pre-occluded oxygen from the catalyst, it is possible to optimize the conversion of the catalyst by appropriate enrichment or leaning of the air / fuel ratio.

  German Patent Publication No. 4024212 discloses a steady-state λ control method for an internal combustion engine having a catalyst, in which a λ control vibration having a predetermined amplitude is generated in a predetermined operating state of the internal combustion engine having a catalyst. This known method is based on the finding that the conversion window of the catalyst becomes wider by increasing the amplitude within a range not exceeding the maximum amplitude of the λ control vibration.

  German Patent Publication No. 2304622 discloses a method for diagnosing a catalyst in which the deterioration state of the catalyst is determined by forming a difference between the amplitudes of the λ vibrations generated on the upstream side upstream of the catalyst and the downstream side downstream of the catalyst. When this difference falls below a predetermined threshold, an error signal is provided.

Furthermore, from German Offenlegungsschrift 3500594, a method for diagnosing a catalyst is known in which the amplitude ratio of λ oscillation is used instead of the difference.
In particular, the occurrence of λ changes within the λ control oscillations cannot be avoided on the one hand in all operating states of the internal combustion engine, in particular on the basis of the dead time due to the gas travel time, and on the other hand in particular the conversion of the catalyst. Rather, it is preferable in terms of rate, and the occurrence of a λ change can be appropriately initiated to perform further catalyst diagnostics. The change in λ not only affects the exhaust gas composition, but also affects the torque supplied from the internal combustion engine.

  It is an object of the present invention to provide an operating method and device for an internal combustion engine that allows high rotational regularity and / or as high efficiency as possible of the internal combustion engine.

  According to the present invention, the air supply adjustment device is disposed in the intake region of the internal combustion engine, the internal combustion engine is provided with the ignition device having a variable ignition angle, and sets the λ target value of the air / fuel mixture of the internal combustion engine. In the operating method of the internal combustion engine, for which a λ controller or λ operating means is provided, at least one operating variable of the internal combustion engine is directly adjusted as a function of the combustion chamber λ actually present.

The method according to the invention improves the possibility of engagement in the operation of the internal combustion engine, which can be used in particular to optimize the rotational characteristics with respect to rotational regularity and / or with respect to the efficiency of the internal combustion engine.
Correspondingly, the first form of the method according to the invention is designed such that the operating variables are determined so as to optimize the efficiency of the internal combustion engine when the combustion chamber λ changes. This configuration takes into account that the combustion chamber λ affects the combustion rate of the air / fuel mixture and thus the optimum ignition angle. In the enrichment, the ignition angle with the optimum efficiency shifts in the delay direction, whereas in the leaning, the ignition angle shifts in the advance direction.

  Correspondingly, according to the second aspect of the method according to the present invention, when the combustion chamber λ changes, the engine variable is determined so as to minimize the change in torque supplied from the internal combustion engine. Yes. This configuration takes into account that the internal combustion engine can supply higher torque in the enrichment of the air / fuel mixture and lower torque in the leaning. As a function of the operating conditions of the internal combustion engine, in particular as a function of the rotational speed, torque changes can cause discomfort due to increased rotational irregularities.

  During lean half-waves of λ controlled vibrations, non-optimal ignition angles can be further amplified due to leaning, due to ignition angles that are not compatible with lean air / fuel mixtures. The combination of the first and second forms is particularly advantageous. This combination preferentially minimizes torque changes while at the same time achieving a relative optimum value of efficiency.

  According to one aspect, the air supply regulator is adjusted so that more air is supplied to the internal combustion engine than would be required to convert a given torque target value for optimal efficiency. Thus, the torque margin is designed to be formed. The air supply adjustment is performed by an air supply adjustment device.

  According to one form, the combustion chamber λ is designed to be calculated. This measure ensures that the manipulated variable can be engaged in the combustion process at an appropriate time. The calculation can be performed based on a known relative air charge and a known fuel mass set for the combustion process.

  One form is designed such that, as an operating variable, the ignition signal of the ignition device is varied as a function of the combustion chamber λ. The change in the ignition angle can be carried out very rapidly and can be adapted to each individual combustion process.

  Instead of or in addition to changing the ignition angle, engagement of the mixture formation by the air supply regulator may be performed. If variable valve control is provided, the valve adjustment signal may be varied as a function of the combustion chamber λ. If a throttle valve is present, as an alternative or additional aspect, the position of the throttle valve may be changed as a function of the combustion chamber λ by an air supply control device control signal.

  One form is that the ignition angle always has a delay shift as a function of the combustion chamber λ with respect to the optimal ignition angle at which the internal combustion engine has optimal efficiency, in which case the delay shift becomes larger as the combustion chamber λ decreases Designed to be The torque margin is guaranteed by this means, and the torque margin can be reversely engaged by the variable reset of the ignition angle delay adjustment.

  According to one aspect, designed to select different operating modes, i.e. optimization to maximum efficiency and optimization of rotation regularity of the internal combustion engine as a function of at least one operating characteristic variable or operating state of the internal combustion engine. Yes. In idling of an internal combustion engine, optimization of rotation regularity is preferred in order to ensure stable idle operation, while efficiency optimization may be given priority at higher rotational speeds.

The operating device for an internal combustion engine according to the invention based on the method according to the invention is firstly a control device provided for carrying out the method.
This control device comprises in particular a combustion chamber λ determining means for determining the combustion chamber λ and an ignition angle determining means for supplying a variable ignition angle.

The control device preferably includes at least one electrical memory in which the method steps are stored as a computer program.
Other advantageous modifications and forms of the method according to the invention result from the other dependent claims and from the following description.

  FIG. 1 shows an internal combustion engine 10, an air supply measuring means 12 and an air supply adjustment device (throttle valve) 13 are arranged in an intake region 11 of the internal combustion engine 10, and a λ sensor 15 and an exhaust region 14 of the internal combustion engine 10. A catalyst 16 is arranged.

  The air supply measuring means 12 outputs the air signal msdk, the internal combustion engine 10 outputs the rotational speed signal n, and the λ sensor 15 outputs the λ signal lam-mess to the control device 17. The torque target signal mi-soll and the voltage signal UBatt are supplied to the control device 17. The control device 17 outputs the fuel signal ti to the fuel supply device 18, outputs the ignition signal zws to the ignition device 19, outputs the valve adjustment signal v to the valve adjustment device 20, and adjusts the air supply to the air supply adjustment device 13. The device control signal (throttle valve signal) wdks is output. The valve adjustment device 20 is an alternative or supplement to the air supply adjustment device 13.

  FIG. 2 shows the fuel signal determining means 30. The fuel signal determining means 30 is supplied with a λ signal lam-mess, a λ target value lam-soll, an air signal msdk, a rotation speed signal n, and a voltage signal UBatt. The λ signal lam-mess and the λ target value lam-soll are supplied to the λ controller 31, which determines the operation variable fr, which is supplied to the first multiplier 32, The multiplier 32 multiplies the manipulated variable fr by the amplified signal 33 and transmits the result to the second multiplier 34.

  The air signal msdk and the rotational speed signal n are supplied to the model 35, and the model 35 determines the relative air filling amount rl, and the relative air filling amount rl is supplied to the first divider 36 and the combustion chamber λ determining means 37. The The first divider 36 divides the relative air filling amount rl by the λ target value lam-soll and supplies a relative fuel-corrected mass rKroh. The relative fuel-corrected mass rKroh is The operation signal fr corrected in some cases is multiplied. This result is a relative fuel mass rK, and the relative fuel mass rK is supplied not only to the combustion chamber λ determination means 37 but also to the conversion means 38. The conversion means 38 supplies the fuel signal ti in consideration of at least the battery signal UBatt.

FIG. 3 shows a functional relationship between the ignition angle zw of the internal combustion engine 10 and the efficiency eta-Bkm. The first diagram 40 shows, for example, a combustion chamber λ (lam-ist) = 1 The diagram of efficiency eta-Bkm of the internal combustion engine 10 in FIG. Combustion chamber λ (lam-ist) = 1 The optimum ignition angle zwopt-lam1 with respect to is, for example, approximately 20 ° before the top dead center OT of the cylinder. The direction for lag adjustment and advance adjustment of the ignition angle zw is shown. A second diagram 41 for a rich air / fuel mixture and a third diagram 42 for a lean air / fuel mixture are calibrated.

  FIG. 4 shows the functional relationship between the air coefficient λ (lam) and the λ efficiency eta-lam. The variable eta-lam is not energy conversion efficiency in the thermodynamic sense. The variable eta-lam gives what percentage of the torque of the internal combustion engine 10 can still be achieved for the air coefficient λ = 1 in the actual combustion chamber λ. The fourth diagram 51 represents, for example, the relationship in the optimum ignition angle zw with respect to the central air coefficient λ = 1, and the fifth diagram 52 represents the optimum ignition angle zw with respect to the actually existing combustion chamber λ (lam-ist). Represents the relationship in.

  FIG. 5 shows the ignition angle determining means 60, which is supplied with the relative air charge amount rl, the rotational speed signal n, and the actual combustion chamber λ (lam-ist). In the characteristic curve group 61, the optimum ignition angle zwopt-lam1 for the central air coefficient λ = 1 is determined from the relative air filling amount rl and the rotation speed signal n, and the optimum ignition angle zwopt-lam1 is supplied to the first adder 62. The first adder 62 adds the ignition angle shift dzwopt determined from the combustion chamber λ (lam-ist) in the first characteristic curve 63 to the optimal ignition angle zwopt-lam1 for the central air coefficient λ = 1. To do. The first adder 62 outputs the optimum ignition angle zwopt for the combustion chamber λ (lam-ist) that actually exists.

  The second adder 64 can add the torque / ignition angle correction dzwmi to the optimum ignition angle zwopt, and the torque / ignition angle correction dzwmi is supplied from the torque / ignition angle correction determining means 70 shown in FIG. Is done.

  FIG. 6 shows a torque / ignition angle correction determining means 70, which is supplied with a relative air filling amount rl, a rotational speed signal n, and a combustion chamber λ (lam-ist). In the calculation unit 71, for example, the optimal torque miopt-lam1 at the central air coefficient λ = 1 is calculated, the optimal torque miopt-lam1 is supplied to the third multiplier 72, and the third multiplier 72 receives the central air coefficient λ. Is multiplied by the λ efficiency eta-lam determined from the combustion chamber λ (lam-ist) in the second characteristic curve 73. This result is the torque mi of the internal combustion engine 10. The torque mi is compared with the torque target value mi-soll in the adder 76 and supplied to the second divider 74. The torque difference dmi between the torque mi and the torque target value mi-soll determined by the adder 76 is normalized by the second divider 74 to become an efficiency change d-eta, and from the efficiency change d-eta. In the third characteristic curve 75, the torque / ignition angle correction dzwmi is determined.

The method according to the invention is carried out as follows.
The control device 17 shown in FIG. 1 is a device for adjusting the air supplied to the internal combustion engine 10 as a function of the torque target value mi-soll supplied from, for example, an automobile accelerator pedal not shown in detail. 13 and 20 are determined. The air supply control devices 13 and 20 are, for example, a throttle valve 13, and the throttle valve 13 is operated by a control signal wdks of the air supply control device. As an alternative or additional aspect, the air supply regulators 13, 20 may be valve regulators 20, which are operated by a valve regulator signal v. Another alternative of the air supply adjustment devices 13, 20 may be an orifice arranged in the intake area 11, for example operated by a camshaft drive not shown in detail. In particular, the control device 17 determines the fuel signal ti, which is supplied to the fuel supply device 18. The fuel signal ti determines, for example, the opening time for at least one fuel injection valve included in the fuel supply device 18.

  Further, the control device 17 includes a λ controller 31, and the λ controller 31 adjusts the fuel signal ti so that a predetermined λ target value lam-soll is maintained. The λ controller 31 compares the predetermined λ target value lam-soll with the λ signal lam-mess supplied from the λ sensor 15.

  For example, the λ sensor 15 may be disposed upstream of the exhaust gas processing device 16 and / or downstream of the exhaust gas processing device (catalyst) 16. It is preferable that the λ sensors 15 are disposed not only on the upstream side of the exhaust gas processing device 16 but also on the downstream side of the exhaust gas processing device 16. In this case, the λ sensors 15 are disposed on the upstream side of the exhaust gas processing device 16. The λ signal lam-mess of the λ sensor is corrected by the signal of the λ sensor disposed downstream of the exhaust gas processing device 16.

A λ operation means may be provided instead of the λ controller 31, and only the λ target value lam-soll is supplied to the λ operation means. In this embodiment, the λ sensor 15 is not necessary.
The catalyst 16 is, for example, a separate structural part or integrated into the particle filter. The λ target value lam-soll is preferably tuned to the conversion window of the catalyst 16. For example, for the diagnosis of the catalyst 16, the amplified signal 33 may be superimposed on the operation signal fr. Catalyst 16 is not necessary for the process according to the invention and therefore catalyst 16 may be absent.

  The λ controller 31 determines the operation signal fr, and the operation signal fr is provided in the second multiplier 34 for correcting the mass rKroh before relative fuel correction determined next. As an alternative, the manipulated variable fr may be supplied from a λ operation. The mass before relative fuel correction rKroh is determined by dividing the relative air filling amount rl by the λ target value lam-soll in the first divider 36. The conversion means 38 determines the fuel signal ti from the relative fuel mass rK, and the fuel signal ti determines, for example, the opening time for at least one fuel injection valve present in the fuel supply device 18. Since the battery voltage UBatt affects the fuel pressure and the opening time of the fuel injection valve, and thus may also affect the amount of fuel, the conversion means 38 considers, for example, a battery signal UBatt representing the battery voltage.

  The relative air filling amount rl gives the ratio of the actual filling amount in the cylinder to the maximum possible air filling amount of the cylinder working stroke. The relative air filling amount rl is determined in the model 35 from the air signal msdk and the rotational speed signal n supplied from the air supply measuring means 12. The model 35 takes into account dynamic processes in the intake region 11 of the internal combustion engine 10 in particular. The air supply measuring means 12 measures the amount of air or the air mass, for example. The air supply measuring means 12 may be formed as a sensor. According to an alternative embodiment, the position of the air supply adjustment device 13, 20, which may be present, may be used as the air signal msdk. The air signal msdk may be derived from a pressure sensor (not shown in detail) arranged in the intake area 11, preferably taking into account the intake air temperature.

  The combustion chamber λ determining means 37 can calculate the predicted combustion chamber λ (lam-ist) from the relative fuel mass rK and the relative air filling amount rl in advance, and the predicted combustion chamber λ (lam-ist) is the basis of another method. It is said.

  From the functional relationship between the ignition angle zw and the efficiency eta-Bkm of the internal combustion engine 10 shown in FIG. 3, the optimum efficiency eta-Bkm of the internal combustion engine 10 is shown by three diagrams 40, 41, 42. It is shown that the ignition angle leading to is a function of the combustion chamber λ (lam-ist). For example, with respect to the first diagram 40 applied to the central air number λ = 1, the optimum ignition angle in lean combustion shifts in the advance direction, and in rich combustion shifts in the delay direction. The three diagrams 40, 41, 42 are considered very approximate to the downwardly opened fence lines. In the illustrated embodiment, the maximum efficiency eta-Bkm of the internal combustion engine 10 is assumed to be located at the optimal ignition angle zwopt-lam1 20 ° before the top dead center OT of the cylinder at the central air coefficient λ = 1. .

From the functional relationship between the air number λ (lam) and the λ efficiency eta-lam shown in FIG. 4, it is applied to the optimum ignition angle zw of the combustion chamber λ (lam-ist) that actually exists. The fifth diagram 52 is positioned above the fourth diagram 51 applied to the optimum ignition angle zw with a central air factor λ = 1 at an air factor λ away from 1. I understand. The illustrated λ efficiency eta-lam is, for example, an air coefficient λ (lam) = 2. Considering that the torque mi that can be achieved by the internal combustion engine 10 is only half of the torque mi that can be achieved at the air number λ = 1 and that the combustion chamber λ (lam-ist) actually exists By doing so, for example, instead of being based on the central air coefficient λ = 1, it means that a higher torque mi corresponding to the higher efficiency of the internal combustion engine 10 can be achieved. For air coefficients λ greater than 1, an increase in efficiency is obtained by advancing the ignition angle zw. Correspondingly, in rich combustion having an air coefficient λ smaller than 1, an increase in efficiency can be similarly achieved by adjusting the delay of the ignition angle zw.

  According to the first aspect of the method of the present invention, to achieve the maximum possible efficiency eta-Bkm of the internal combustion engine 10, an optimal ignition angle zwopt is determined as a function of the combustion chamber λ (lam-ist) that actually occurs, This has the advantage of saving fuel.

  As shown in FIG. 5, the ignition angle zw is first determined by the characteristic curve group 61 from the relative air filling amount rl and the rotational speed signal n, for example, for the central air coefficient λ = 1. The determined optimal ignition angle zwopt-lam1 for the central air coefficient λ = 1 is varied as a function of the actually generated combustion chamber λ (lam-ist) using the actually generated combustion chamber λ (lam-ist). . From the first characteristic curve 63, the ignition angle shift dzwopt is determined from the combustion chamber λ (lam-ist), and the ignition angle shift dzwopt is subsequently optimized in the first adder 62 for the central air coefficient λ = 1. It is added to the ignition angle zwopt-lam1. As a result of the addition, the optimum ignition angle zwopt is supplied as an operating variable for the internal combustion engine 10, and the optimum ignition angle zwopt is supplied to the ignition device 19 as an ignition signal zws.

  The optimization of the ignition angle zw increases the torque mi of the internal combustion engine 10 not only during the rich process within the range of the λ control vibration but also during the lean process. The amplitude of the λ vibration is a function of the λ sensor 15 present in some cases. In step sensors, higher amplitudes are expected than in broadband sensors. The amplitude is further influenced by the gas passage time to reach the λ sensor 15.

  The amplitude of the λ vibration may be adjusted in particular by the amplified signal 33. The amplification signal 33 may be set as shown in the background art at the beginning when diagnosing the possibly present catalyst. The amplitude of the λ vibration can be appropriately amplified by the amplification signal 33. For example, in association with the increase in the air coefficient λ within the range of λ control vibration, which may be a value of 0.2-5 seconds, the increase in the torque mi of the internal combustion engine 10 within the range of λ vibration is performed. Is called.

  According to the second aspect of the method of the present invention, a change in the torque mi in the change in the combustion chamber λ (lam-ist), in particular within the range of the λ control vibration, is performed. The second aspect is preferably combined with the first aspect of efficiency optimization of the internal combustion engine 10. When both aspects are combined, it is preferable that the minimization of torque change is counter-engaged in determining the ignition angle zw as well. This form is based on FIG. 5 and FIG. The engagement in FIG. 5 is performed by the torque / ignition angle correction dzwmi, and the torque / ignition angle correction dzwmi is superimposed on the optimum ignition angle zwopt in the second adder 64. In this result, the second adder 64 supplies the optimal ignition angle zwmi for minimizing the rotation speed change, and the optimal ignition angle zwmi is supplied from the control device 17 to the ignition device 19 as the ignition signal zws. .

  According to FIG. 6, the calculation unit 71 determines, for example, the optimum torque miopt-lam1 for the air coefficient λ = 1 from the relative air filling amount rl and the rotational speed signal n. The optimum torque miopt-lam1 for the air coefficient λ = 1 is changed in the third multiplier 72 as a function of the combustion chamber λ (lam-ist) that actually exists. For this purpose, in the second characteristic curve 73, the λ efficiency eta-lam is determined based on the combustion chamber λ (lam-ist), and this λ efficiency is the fifth diagram 52 shown in FIG. Corresponding to As a result, the third multiplier 72 supplies the torque mi of the internal combustion engine 10 as a function of the combustion chamber λ (lam-ist). The adder 76 forms a difference between the desired torque target value mi-soll and the generated torque mi. The torque difference dmi is normalized by dividing by the torque mi in the second divider 74 and supplied as the efficiency change d-eta. The third characteristic curve 75 determines the torque / ignition angle correction dzwmi from the efficiency change d-eta, and the torque / ignition angle correction dzwmi is supplied to the second adder 64 shown in FIG.

  By changing the ignition signal zws, complete elimination of undesirable torque changes can be achieved. This engagement is slightly adjusted in the delay direction so that the ignition angle is required to achieve the maximum efficiency of the internal combustion engine 10 in the rich process of the λ control vibration, and in the lean process of the λ control vibration. Is performed so that the ignition angle zw is slightly adjusted in the advance direction. This reduces fuel savings to minimize torque changes.

  According to one embodiment, the torque margin is designed. For this reason, the air supply control devices 13, 20 cause the internal combustion engine 10 to have a larger amount of air than would be required to convert the predetermined torque target value mi-soll so that the efficiency is optimal. Should be set to be supplied.

  In this embodiment, the engagement by the torque / ignition angle correction dzwmi is designed to be performed only in the delay adjustment direction of the ignition angle zw. For this purpose, in the calculation unit 71, for example, the optimum torque miopt-lam1 at a predetermined air coefficient λ = 1 must be calculated. At this time, the torque difference dmi is always negative. Therefore, in order to minimize the rotational speed change, a delay shift of the ignition angle zw is always performed as a function of the combustion chamber λ (lam-ist), and in this case, the delay shift decreases the combustion chamber λ (lam-ist). It grows with. In this configuration, it is inevitable that a large amount of fuel is consumed in order to minimize the torque change. In this case, the essential advantage is that there is always a torque margin.

  Preferably, different operating modes of the internal combustion engine 10 are selected as a function of at least one characteristic variable or operating state of the internal combustion engine. As the operating variable, for example, the load of the internal combustion engine 10 corresponding to the rotational speed n and the torque mi and / or the operating temperature of the internal combustion engine 10, for example, can be considered. It is particularly advantageous for the driving mode to be determined as a function of the rotational speed n or as a function of whether an idling operating state exists. Minimizing the torque change as a function of the combustion chamber λ (lam-ist) is performed at low rotational speeds of the internal combustion engine 10, particularly at idling. On the other hand, when the rotational speed of the internal combustion engine 10 is higher, the fuel consumption of the internal combustion engine 10 is particularly optimized.

  Instead of or in addition to changing the ignition signal zws, engagement of the mixture formation by the air supply adjustment devices 13, 20 may be performed. If a valve adjustment device 20 is provided, the valve adjustment signal v may be varied as a function of the combustion chamber λ (lam-ist). If the throttle valve 13 is present, according to alternative or additional aspects, the charge regulator control signal wdks for controlling the throttle valve 13 may be varied as a function of the combustion chamber λ (lam-ist).

FIG. 2 is a technical peripheral view in which the method according to the invention is carried out. It is a block circuit diagram of a fuel signal determination means. It is a functional relationship figure between the ignition angle of an internal combustion engine, and efficiency. It is a functional relationship figure between air number (lambda) and (lambda) efficiency. It is a block circuit diagram of an ignition angle determination means. It is a block circuit diagram of a torque / ignition angle correction determination means.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 11 Intake | emission area | region 12 Supply air measurement means 13 Supply air control apparatus (throttle valve)
14 Exhaust area 15 λ sensor 16 Catalyst (Exhaust gas treatment device)
17 Control device 18 Fuel supply device 19 Ignition device 20 Air supply control device (valve control device)
30 Fuel signal determining means 31 λ controller 32, 34, 72 Multiplier 33 Amplified signal 35 Model 36, 74 Divider 37 Combustion chamber λ determining means 38 Conversion means 40, 41, 42 Internal combustion engine efficiency diagram 51, 52 λ efficiency Diagram 60 ignition angle determination means 61 characteristic curve group 62, 64, 76 adder 63, 73, 75 characteristic curve 70 torque / ignition angle correction determination means 71 calculation unit d-eta efficiency change dmi torque difference dzwmi torque / ignition angle correction dzwoft ignition angle shift eta-Bkm internal combustion engine efficiency eta-lam λ efficiency fr manipulated variable lam air coefficient (air-fuel ratio) λ
lam-ist combustion chamber λ
lam-mess λ signal lam-soll λ target value mi torque miopt-lam1 optimum torque (at λ = 1)
mi-soll torque target signal (torque target value)
msdk Air signal n Rotational speed signal OT Cylinder top dead center rK Relative fuel mass rKroh Relative relative fuel mass rl Relative air charge ti Fuel signal UBatt Voltage signal (battery signal)
v Valve adjustment signal wdks Throttle valve signal (control signal for air supply control device)
zw ignition angle zwmi optimum ignition angle (ignition angle for minimizing rotational speed change)
zwopt optimum ignition angle (for actual lam-ist)
zwopt-lam1 Optimum ignition angle (for λ = 1)
zws ignition signal

Claims (13)

An air supply control device (13, 20) is disposed in the intake region (11) of the internal combustion engine (10), and an ignition device (19) having a variable ignition angle (zw) is provided in the internal combustion engine (10). In a method of operating an internal combustion engine (10), wherein a λ controller or λ operating means (31) is provided to set a λ target value (lam-soll) of the air / fuel mixture of the internal combustion engine (10),
At least one operating variable (zws, wdks, v) of the internal combustion engine (10) is directly adjusted as a function of the combustion chamber λ (lam-ist) that actually exists;
An operating method of an internal combustion engine characterized by the above.   The operating variables (zws, wdks, v) are determined so as to optimize the efficiency of the internal combustion engine (10) when the combustion chamber λ (lam-ist) changes. A method for operating an internal combustion engine.   When the combustion chamber λ (lam-ist) changes, the manipulated variables (zws, wdks, v) are determined so as to minimize the change in the torque (mi) supplied from the internal combustion engine (10). The operation method according to claim 1.   A charge regulator so that more air is supplied to the internal combustion engine (10) than would be required to convert a given torque target (mi-soll) to optimize efficiency. The operating method according to claim 3, wherein a torque margin is formed by adjusting (13, 20).   The operating method according to claim 1, characterized in that the combustion chamber λ (lam-ist) is calculated.   The operating method according to claim 1, characterized in that the ignition signal (zws) of the ignition device (19) is changed as a function of the combustion chamber λ (lam-ist) as the manipulated variable.   2. The operating method according to claim 1, wherein the valve control signal (v) is changed as a function of the combustion chamber λ (lam-ist) as the manipulated variable.   The operating method according to claim 1, characterized in that the throttle valve signal (wdks) of the throttle valve (13) is changed as a function of the combustion chamber λ (lam-ist) as the manipulated variable.   With respect to the optimum ignition angle (zwopt) at which the internal combustion engine (10) has the optimum efficiency, the ignition angle (zw) always has a delay shift as a function of the combustion chamber λ (lam-ist), in which case the delay shift is The operation method according to claim 6, wherein the operation method becomes larger as the combustion chamber λ (lam-ist) decreases.   4. The operating method according to claim 2, wherein each operating mode is selected as a function of at least one operating characteristic variable (n, mi) or operating state (idling) of the internal combustion engine (10). .   11. The operating method according to claim 10, wherein in idling the internal combustion engine (10), priority is given to minimizing a change in the torque (mi) supplied from the internal combustion engine (10).   12. An operating device for an internal combustion engine comprising at least one control device (17) for carrying out the operating method according to claim 1.   13. The operating device according to claim 12, wherein the control device (17) includes a λ controller or λ operating means (31) and an ignition angle determining means (60).

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