KR102010614B1 - Method and device for operating an internal combustion engine - Google Patents

Abstract

FIELD OF THE INVENTION The present invention relates to a method for operating an internal combustion engine (12) having two or more cylinders (14; 16), wherein fuel is contained within a combustion chamber allocated from the accumulator (22) to two or more cylinders (14; 16). Is sprayed on. The method according to the invention comprises the step of setting the fuel amount 54 injected into the combustion chamber of the first cylinder 16 during the first injection as a target value, and from the accumulator 22 to the combustion chamber interior of the first cylinder 16. Detecting first variables 52a and 52b of the fuel pressure 26 inside the accumulator 22 which appear as a result of the first injection of fuel injected into the second cylinder 14 from the accumulator 22; Detecting the second variables 52a and 52b of the fuel pressure 26 inside the accumulator 22 which appear as a result of the second injection of the fuel injected into the combustion chamber of the fuel cell, and in particular the second variable of the fuel pressure In accordance with the first variables 52a, 52b of the fuel pressure 26 and / or the second variables 52a, 52b of the fuel pressure 26 to approximate or equilibrate to the first variable of the fuel pressure. A process of further injecting fuel into the combustion chamber of the second cylinder 14 is carried out. Characterized in that it comprises a step.

Description

METHOD AND DEVICE FOR OPERATING AN INTERNAL COMBUSTION ENGINE}

The invention relates to a method and a storage medium according to the preamble of claim 1 and to other independent claims.

In fuel systems for internal combustion engines having a plurality of cylinders, which are known in the market, fuel is injected into the combustion chamber of the cylinder by one injection valve each. In addition, measurement methods are also known for calculating injection amounts of different cylinders at least in an approximate manner and in some cases compensating according to the situation.

For example, so-called minimum fuel level correction (English abbreviation "ZFC") allows detection of the threshold of the driving period for driving the injection valve, where the fuel is actually injected into the combustion chamber. It is also known to use cylinder pressure sensors to detect the amount of fuel injected or combusted. A patent publication known in this area of expertise is for example DE 102 27 279 A1.

The problem underlying the present invention is solved by a method according to claim 1 and a device and a storage medium according to other independent claims. Preferred refinements are described in the dependent claims. Features that are important for the present invention are referred to the following detailed description and drawings, and in this regard, the features may be important to the present invention, either alone or in various combinations, even if not specified again.

The present invention relates to a method for operating an internal combustion engine having two or more cylinders, in which fuel is injected from an accumulator ("rail") into a combustion chamber assigned to two or more cylinders. The method according to the invention is characterized in that it comprises the following steps, which steps do not necessarily have to be carried out continuously in time in the order specified.

Setting a target amount of fuel injected into the combustion chamber of the first cylinder during the first injection.

Detecting a first variable amount of fuel pressure in the accumulator which appears as a result of the first fuel injection carried out from the accumulator into the combustion chamber of the first cylinder,

Detecting a second variable of fuel pressure in the accumulator which appears as a result of the second fuel injection carried out from the accumulator into the combustion chamber of the second cylinder,

Further fuel injection into the combustion chamber of the second cylinder according to the first variable of fuel pressure and / or the second variable of fuel pressure, in order to make the second variable of fuel pressure similar or equivalent to the first variable of fuel pressure Step of carrying out. To this end, the three preceding method steps may be repeated several times or continuously as the case may be.

The "first" cylinder in the method according to the invention is generally a so-called guide cylinder which comprises one or more further measuring devices and / or which is processed in a special way by the evaluation device. For example, the guide cylinder or the measuring device is implemented so that the amount of fuel injected into the combustion chamber can be detected quantitatively. For example, the hourly behavior of the in-cylinder pressure of the guide cylinder can be detected, from which the inherent driving energy and further the amount of fuel injected and burned individually can be deduced. To compensate for this, the in-cylinder pressure detected without fuel injection can be used as a reference. It is also conceivable to build the guide cylinder in a special way to enable very precise fuel injection.

According to the present invention, it is not necessary to quantitatively detect the amount of fuel injected in the first cylinder. It is sufficient that the guide cylinder has been set (preferably) in terms of the amount of fuel injected before applying the method according to the invention-for example by means of a method already known. Thus, the method according to the invention uses the first variable of fuel pressure detected in the guide cylinder to make the second variable of fuel pressure similar or equivalent to the first variable of fuel pressure. In this way, all cylinders of the internal combustion engine can be "equalized" in a simple and accurate manner with respect to the amount of fuel injected.

In addition, according to the invention, it is proposed to detect the fuel pressure in the accumulator, preferably at a relatively high temporal resolution. To this end, two or more sampling values of the fuel pressure, preferably more, for example five or ten sampling values, are detected during the first injection. The detection of the fuel pressure in the first cylinder is preferably carried out directly in connection with the injection process in which the amount of injected fuel is detected-for example using the aforementioned in-cylinder pressure. From the fuel pressure detected at predetermined time intervals before and after the first injection, a first variable associated with the fuel pressure in the accumulator is detected. The manner in which one or more sampling values are each detected at time intervals is advantageous in determining the fuel pressure which is temporarily varied at time intervals, for example caused by pressure waves.

In another step of the method according to the invention, the fuel pressure as a result of the "second" injection is carried out into the combustion chamber of the second cylinder-or into the combustion chamber of any additional cylinder if the number of cylinders is larger. Two variables are detected. This detection is carried out in a manner equivalent to that of the first cylinder.

Another step of the invention is a step of diverting (“copying”) the variation in fuel pressure detected in the first cylinder to the remaining cylinders of the internal combustion engine. Because there is a clear and obvious relationship, even if the remaining cylinders do not have their own measuring or evaluating device as in the guide cylinder, the quantity of fuel injected ("injection") injected separately for the remaining cylinders is detected with a relatively high accuracy. Or can be set.

The injection amount detected in the above manner makes it possible to adjust the process of additionally injecting fuel into the combustion chamber of the second or additional cylinder in accordance with the target value of the injection amount, as the case may be. For this purpose the drive of the electric actuating device for the injection valve of the individual cylinder, in particular the drive period, can be varied. The fluctuation can even be subsequently checked and adjusted by individual fluctuations in fuel pressure.

The method according to the invention can be used, for example, to "equalize" the cylinder of an internal combustion engine with respect to the amount of fuel injected or the contribution to the torque of the internal combustion engine generated by this fuel amount. Individual "quantitative drift" of the injection valve can be compensated for.

An advantage of the present invention is that the amount of fuel injected into the combustion chamber of the cylinder can be set individually and relatively accurately. For this purpose only one guide cylinder of the internal combustion engine is required, which guide cylinder comprises an additional sensor device and / or the operation of the guide cylinder is evaluated in a further way. Furthermore, only one pressure sensor is needed to detect fuel pressure in the accumulator of the fuel system, resulting in relatively low component costs. Furthermore, the method according to the invention can be carried out irrespective of the inherent characteristics of the drive train of a motor vehicle in which an internal combustion engine is installed. The method according to the invention can be carried out without the need to use an overrun step or an idle stage when the internal combustion engine is operating normally. Likewise, the method according to the invention substantially offsets the relevant variables in the same way as all cylinders of the internal combustion engine, for example fuel quality, permanent leakage, fuel temperature, rail pressure (offset of average fuel pressure in the accumulator). ) And other effects. In this case, the use of a quantitative relationship between the fluctuation of fuel pressure and the associated fuel amount injected is not necessarily required. It is sufficient that this relationship is the same for all cylinders of the internal combustion engine. The invention preferably relates to the components of the fuel system and does not require substantially variations of the internal combustion engine or other components of the motor vehicle.

In one embodiment of the method according to the invention, the deviation value of the second variable of fuel pressure with respect to the first variable of fuel pressure and / or the associated deviation value of the drive of the second cylinder injection valve is detected and stored. For example, the deviation value of the driving period of the electromagnetic actuation device of the injection valve can be detected and stored. Thus, during subsequent "normal operation" of the internal combustion engine, correction of the amount of fuel injected into the second cylinder (and in some cases an additional cylinder) can be carried out without detection of a variation in fuel pressure. The cylinder-specific corrections implemented by equalization with the guide cylinders are stored respectively. For example, the correction (performed with respect to the nominal target value of the driving period or the injection amount) is used even if the current injection pattern is no longer suitable for detection of a variation in fuel pressure. As such, it is proposed that the deviation value be used for the subsequent injection of further fuel into the combustion chamber of the second cylinder (and optionally an additional cylinder). Thereby, a previously "learned" deviation value (or drive deviation value of the corresponding associated injection valve), which corrects for the second variable of fuel pressure, can be used for further fuel injection. Thus, it is not necessary to detect the first and / or second fuel pressure repeatedly in succession during normal operation of the internal combustion engine. Thereby, the method according to the invention is simplified and improved.

The method according to the invention is improved when the amount of fuel injected into the combustion chamber of the first cylinder is detected and / or set using a cylinder pressure sensor. The cylinder pressure sensor allows a very simple and accurate detection of the in-cylinder pressure already described above.

Another embodiment of the method according to the invention proposes that the amount of fuel detected and injected for the first cylinder is detected by the so-called "minimum fuel amount correction". In this case a minimum driving period of the electric actuating device is detected, from which the fuel is actually injected into the combustion chamber of the individual cylinder. By the minimum fuel amount correction, in particular, the amount of fuel injected during the preliminary injection can be detected at least approximately. Said minimum fuel amount correction is preferably made in the overrun phase of the internal combustion engine and can be used for the detection of the in-cylinder pressure, complementarily or alternatively. By means of the method according to the invention, costly minimum fuel quantity corrections, in some cases, can only be carried out in the guide cylinders and the results correspondingly dedicated to the remaining cylinders.

In general, in the case of minimum fuel quantity correction (English abbreviation "ZFC"), the response of the rotational speed signal to a small test injection in the overrun phase of the internal combustion engine is dependent on the rotational signal when the test injection of the prescribed injection volume during the application phase. Are compared.

The method according to the invention can be applied in particular in many ways, since the first and / or second spraying may comprise one or more partial spraying and / or main spraying. In this way, the injected fuel amount can be detected relatively accurately even for so-called various types of "injection patterns". The partial injection may be one or more preliminary injections and / or one or more subsequent injections for the main injection. As long as the injection includes partial injection and main injection, the resulting correction amount can be subdivided into partial injection (s) and main injection using a specific algorithm, in some circumstances for subsequent correction of the injected fuel quantity or injection pattern. The process may be necessary.

The time position and / or duration and / or injection pattern of the first and / or second injection such that the fuel pressure in the accumulator is substantially constant over a predetermined time interval (“measurement window”) before and / or after the individual injection. This preset further improves the accuracy of the method. To do this, it is necessary to temporarily vary the individual spray patterns. Such a variation is achieved, for example, by presetting a sufficient time interval between the individual partial injections. Preferably the measurement window is also formed so as not to collide with injections that may occur inside other cylinders made from the same accumulator. The measuring window is also preferably designed so as not to collide with the operating stroke of the fuel pump for supplying fuel to the accumulator. The varied spray pattern may be different from the spray pattern used in the normal operating state of the internal combustion engine. In some circumstances the variation in fuel pressure caused by leakage during the measurement window is relatively small and can be considered together in an insignificant or simple manner for the method according to the invention.

This means that the method according to the invention can be carried out only occasionally or periodically, in some cases-to detect the relationship between the variation in fuel pressure and the injected injection-using a guide cylinder. will be. The reason why this is usually considered quite sufficient is that the detected relationship or the detected correction value for the amount of fuel to be injected or the correction value detected for the operation of the electric actuating device can be stored non-volatile and on a cylinder-by-cylinder data memory. Because. In addition, relevant parameters such as, for example, detected rail pressure and / or fuel temperature can be stored together.

The storage of the correction values described above is generally less useful because the "relationship" between the variation in fuel pressure and the injected fuel amount depends largely on unknown additional parameters. According to the invention, it is more preferred that the first variable of fuel pressure is detected simultaneously with the second variable of fuel pressure and used according to the invention.

In general, the method according to the present invention uses an internal combustion engine, for example, by using the aforementioned "relationship" and / or detected correction values and / or by detecting a first variable of fuel pressure simultaneously with a second variable of fuel pressure. It can and should be applied during normal operation.

Complementarily, the temporal position and / or duration and / or injection pattern of the first and / or second injections may affect the accumulator or the operating state of the fuel pump supplying the accumulator or other control member. A preset manner is provided according to (pressure regulating valve). Thereby, it is possible to reach a situation where the fuel pressure is varied during an individual time interval, for example, by an operating state or a corresponding variation such as the stroke action of the piston of the fuel pump or the resulting pressure pulsation (pressure wave). Thereby, the accuracy of the method according to the invention is further increased.

The invention also comprises an apparatus for controlling an internal combustion engine having two or more cylinders, in which case fuel is injected from the accumulator into the combustion chamber assigned to the two or more cylinders, the apparatus according to the invention. It is formed to perform. The apparatus comprises, for example, an open circuit control and / or a closed circuit control device, the open circuit control and / or closed circuit control device comprising electrical and / or electronic elements or circuits, the internal combustion engine using electrical lines. Is connected to the component. The circuit can be implemented in analog and / or digital manner.

In addition, the device according to the invention complements the following steps of the method according to the invention, namely

Detecting and storing a deviation value of the second variable value of the fuel pressure relative to the first variable amount of fuel pressure and / or an associated deviation value of the driving of the injection valve for the second cylinder,

And using the deviation value to carry out a further fuel injection into the combustion chamber of the second cylinder.

This further improves the device according to the invention.

An embodiment of the device according to the invention proposes a computer program programmed to at least partly carry out the method according to the invention. In addition, a storage medium may be provided comprising a computer program for performing the method according to the present invention. As the storage medium, a volatile or nonvolatile data memory and / or a USB memory or a CD ROM memory of an open circuit control and / or a closed circuit control apparatus may be used.

The name "first" cylinder as used above does not necessarily mean a particular order or structural arrangement, such as the first cylinder. Furthermore, although the method according to the invention can be used for an internal combustion engine of direct fuel injection as described above, it is obvious that it can also be used for an internal combustion engine of intake pipe injection in a corresponding manner.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

1 is a schematic diagram of a fuel system for an internal combustion engine.
2 is a time diagram of fuel pressure.
3 is a time diagram similar to FIG. 2.
4 is a diagram showing the variation of the fuel pressure with respect to the injected fuel amount.
5 is a flow chart for performing a method for operating an internal combustion engine.

The same reference numerals are used in different embodiments for functionally equivalent elements and variables in all figures.

1 shows fuel injection into three cylinders 14 and one cylinder 16 ("guide cylinder" or "first" cylinder) and the respective combustion chambers (not shown) of the cylinders 14 and 16. A schematic view of a fuel system 10 for an internal combustion engine 12, with associated injection valves 18 for that purpose, is shown. The injection valves 18 can each be operated by one electric actuating device 20. The electric actuating device 20 can be embodied as an electromagnet or piezo actuator and is driven using an electric line 34 or by a drive signal 35 transmitted to the electric line.

In the figure above the injection valve 18 is shown an accumulator 22 (“fuel high pressure accumulator”, “rail”), which is supplied with fuel from the fuel pump 24 via the high pressure line 25. Fuel pressure 26 is monitored by pressure sensor 28 (“rail pressure sensor”). The cylinder pressure sensor 30 is arranged in the cylinder 16 to detect the cylinder internal pressure (combustion chamber pressure). The internal combustion engine 12 is embodied, for example, as a gasoline engine or as a diesel engine.

In the upper right part of Fig. 1 there is shown a device for controlling the internal combustion engine 12, which in this case is open and / or closed loop control device 32, which is led in and out as indicated. An electric line 34 and a data memory 36 (storage medium) and a computer program 38 included therein. The data memory 36 has volatile and nonvolatile memory elements.

During operation, the fuel pump 24 supplies the accumulator 22 via a high pressure line 25, in which case the pressure sensor 28 outputs a signal characterizing the current fuel pressure 26 to the electrical line 34. Transmission to the open-loop control and / or closed-loop control device 32 through. The four injection valves 18 inject a predetermined fuel amount 54 (see FIG. 4) into the combustion chambers of the cylinders 14 and 16 in accordance with the drive signal 35 of the electric actuating device 20.

FIG. 2 is a time diagram illustrating fuel pressure 26 over time t, for example for fuel system 10 of a passenger car internal combustion engine 12. In the figure a plurality of hourly behaviors of fuel pressure 26 are shown, which are shown in a driven multiple oscillogram type. 2 is relatively severely expanded in relation to ordinate as well as ordinate, and the coordinate origin already corresponds to a relatively high fuel pressure 26.

The rising section of the curve in the left region of the time diagram in the figure is indicated by arrow 40 and corresponds to the transfer stroke of the fuel pump 24. As a result, the fuel is transferred into the accumulator 22, with the fuel pressure 26 correspondingly rising. An arrow 42 in the middle region of the time diagram indicates a partial injection of fuel injected into the combustion chamber of the individual cylinders 14 or 16.

In this case the partial injection corresponds to a preliminary injection. Arrows 46 in the right area of the figure indicate the main injection into the individual combustion chambers. Repeated ripple in all curves of the hourly behavior of fuel pressure 26, indicated by arrow 48, is caused by pressure pulsations (pressure waves) and the like.

It can be seen that the feed stroke of the fuel pump 24 continues to raise the fuel pressure 26 to approximately the pressure value 50 in the left region of the figure. Subsequently from the time point t1, the fuel pressure 26 decreases at a low rate, such a situation being caused by, for example, leakage or the like. A relatively strong first variable 52a (see FIG. 3) of the fuel pressure 26 appears as a result of the partial injections (arrow 42) which are carried out from the time point t2.

In this case, a plurality of partial injections of various types are shown, which differ from each other in duration and / or intensity and correspond to different fuel amounts 54 injected respectively. In this case, the injected fuel amount 54 substantially depends linearly on the variation 52a of the fuel pressure 26 which can be seen in the figure. The duration of these partial injections is determined by the individual drive periods of the electric actuating device 20.

The main injection, starting from time point t3, indicated by arrow 46, causes a variation 52b (see FIG. 3) of the fuel pressure 26 which is much stronger than the partial injections, which is transverse to the figure. Continue below the coordinates. However, this progress is not shown in FIG.

FIG. 3 shows an optimized and simplified time diagram similar to FIG. 2. As a supplement to FIG. 2, the variables 52a and 52b of the fuel pressure 26 are listed in FIG. 3, which are shown as a result of partial injection or main injection, respectively. For illustration of the variable 52b, the curve of fuel pressure 26 at the end of the main injection is shown together below the abscissa.

Complementaryly, time intervals 53a and 53b are shown to characterize the "measurement window" before or after the partial or main injection, respectively. Within the time intervals 53a and 53b, the fuel pressure 26 is approximately constant, respectively, and the action of the transfer stroke of the fuel pump 24 has substantially disappeared. Thereby, the detection of the fuel pressure 26 and the variables 52a and 52b can be performed very accurately.

4 shows a diagram showing the variation 52 (deviation value) of the fuel pressure 26 as a function of the injected fuel amount 54. Four curves are shown in the figure, which were detected by each of four different pressure values 50, that is to say each initial fuel pressure 26, as parameters. Arrow 56 indicates the direction of increasing pressure value 50 or fuel pressure 26. Each curve shown in the figure has its own initial values 58a, 58b, 58c or 58d, and then proceeds in a rising form and approximately straight line as the amount of injected fuel 54 increases. The diagram in this case was detected using a hydraulic test bench.

The initial values 58a, 58b, 58c and 58d are substantially-when the fuel pressures 26 are equal-by approximately equal or at least similar fuel control amounts to the injection valves 18 of the four cylinders 14 and 16, And is caused by a leak that can be assumed to be about the same for all cylinders 14 and 16. It can be seen that the curves extend in a substantially straight form. This means that the relationship between each variation 52 and the associated amount of fuel injected 54 is likewise relatively linear and can be detected correspondingly accurately and simply. However, such linearity is not essential because the monotonically increasing relationship is sufficient according to the present invention.

5 shows a flowchart for carrying out a method for operating an internal combustion engine 12. This flowchart can be processed by the computer program 38. At start block 60 the procedure shown in FIG. 5 begins.

In the subsequent block 64, a first injection of fuel is performed into the combustion chamber of the cylinder 16. For this purpose the associated electrical actuating device 20 is driven by a drive signal 35. At this time, the hourly behavior of the fuel pressure 26 is detected. The detected hourly behavior is stored in the data memory 36 together with the variables characterizing the drive signal 35.

In block 68 thereafter, at block 64 the fuel pressure 26 inside the accumulator 22 appears as a result of the first fuel injection that is carried out from the accumulator 22 into the combustion chamber of the first cylinder 16. The first variable 52 or 52a, 52b is detected. The detected first variable 52 is similarly stored in the data memory 36.

In a similar manner as in block 68, in subsequent block 72 the accumulator 22 which appears as a result of the second fuel injection made from the accumulator 22 into the combustion chamber of one cylinder 14 ("second" cylinder). The second variable 52 or 52a, 52b of the fuel pressure 26 in the inside) is detected. Preferably the drive signal 35 causing the first and second injections and the injection pattern of the fuel generated by this signal are similar or even identical.

In block 74, further injection of fuel into the combustion chamber of the second cylinder 14 is carried out. Preferably such further injection is in this case made using the drive signal 35 or the injection pattern as carried out "in a normal way" in the individual operating states of the internal combustion engine 12. The drive signal 35 or the resulting injection pattern is then dependent on a previously detected variable, i.e. the first variable 52 of fuel pressure 26 and / or the second variable 52 of fuel pressure 26. Can vary.

Thus, for the second cylinder 14-and, if necessary, for the first cylinder 16 as well-for example, the processing can be as follows:

(1) During the second injection, a predetermined fuel amount 54 ("target value") must be injected.

(2) The procedure carried out in blocks 62 to 72 allows the second variation such that the variation 52 in the fuel pressure 26 corresponding to the target value of the amount of fuel 54 to be injected is made within the accumulator 22. The drive signal 35 for the cylinder 14 is varied. The variable 52 of fuel pressure 26 previously detected in the first cylinder 16 is "dedicated" or "copyed" from the first cylinder 16 to the second cylinder 14 as it are. As such, further injection in the cylinder 14 can be achieved with similar accuracy as in the first cylinder 16 even if the cylinder 14 does not have a cylinder pressure sensor 30 or similar measurement technology. This also saves money. Thus, for example, the cylinders 14 and 16 can be "equalized" with respect to the injected fuel amount 54 or the torque generated individually by the cylinders.

In the final block 76, the procedure shown in the figure ends. The illustrated method can then be carried out in a similar manner for any further cylinder 14. Preferably the method is performed "in parallel", ie in a simultaneous sequence, for all cylinders 14.

Preferably, for the first and second injections described in FIG. 5, the fuel pressure 26 in the accumulator 22 may set the time interval 53a or 53b (“measurement window”) before and / or after the individual injection. The time position and / or duration and / or spray pattern of the first and / or second spray are preset so as to be substantially constant. In addition, the temporal position and / or duration and / or injection pattern of the first and / or second injection is preset based on the operating state or stroke of the fuel pump 24. The purpose of these two measures is to detect very accurately the variable amount 52a or 52b of the fuel pressure 26 which appears as a result of the first or second injection. To this end, it is sometimes necessary to temporarily change the injection pattern used in the individual operating states of the internal combustion engine 12, which results in sufficient time left for accurate detection of the fuel pressure 26. . Then, using the deviation calculation, each of the variables 52a and 52b can be accurately detected.

Preferably, the fluctuations in the drive signal 35 made in the block 74 are memorized so that it is injected into the cylinder 14 even if the variable 52 of the fuel pressure 26 is not detected during further operation of the internal combustion engine 12. Can be used for the correction of the amount of fuel 54.

Claims (11)

A method for operating an internal combustion engine (12) having two or more cylinders (14; 16), in which fuel flows from an accumulator (22) into a combustion chamber assigned to the two or more cylinders (14; 16). Sprayed, and the method is
Setting a target value of the fuel amount 54 injected into the combustion chamber of the first cylinder 16 during the first injection, and
Detecting first variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the first fuel injection carried out from the accumulator 22 into the combustion chamber of the first cylinder 16; ,
Detecting second variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the second fuel injection carried out from the accumulator 22 into the combustion chamber of the second cylinder 14; ,
A first variable 52a of fuel pressure 26 in order to make the second variable 52a, 52b of fuel pressure 26 similar or equivalent to the first variable 52a, 52b of fuel pressure 26. 52b), or further fuel injection into the combustion chamber of the second cylinder 14 according to the second variables 52a, 52b of the fuel pressure 26, or both variables. , How the internal combustion engine works. 2. The valve according to claim 1, wherein the deviation value of the second variables 52a and 52b of the fuel pressure 26 with respect to the first variables 52a and 52b of the fuel pressure 26, or the injection valve for the second cylinder 14. A method of operating an internal combustion engine, in which an associated deviation value of the drive of the drive, or both deviation values are detected and stored. 3. Method according to claim 2, wherein the deviation value is used for further fuel injection of the second cylinder (14) into the combustion chamber. The fuel amount 54 injected into the combustion chamber of the first cylinder 16 is detected, set, or detected and set using the cylinder pressure sensor 30. , How the internal combustion engine works. 4. A spray according to any one of claims 1 to 3, wherein the first spray or the second spray, or both, is one or more partial sprays 42, or the main spray 46, or the partial spray and the main spray. Method of operation of the internal combustion engine, including both injection. The fuel pressure 26 in the accumulator 22 according to any one of claims 1 to 3 has a predetermined time interval 53a, 53b before, after or after each injection, or both before and after each injection. And any combination of one or more of the first injection, or the second injection, or the temporal position, duration, and injection pattern of both injections is preset so as to be substantially constant. 4. The method according to any one of claims 1 to 3, wherein any one or two or more of the first injection, or the second injection, or the temporal position, duration, and injection pattern of both injections are fueled to the accumulator 22. Pre-set according to the operating state of the fuel pump (24) for supplying. Apparatus for controlling an internal combustion engine (12) having two or more cylinders (14; 16), in which fuel flows from the accumulator (22) into the combustion chamber assigned to the two or more cylinders (14; 16). Sprayed, the apparatus is:
Setting a target value of the fuel amount 54 injected into the combustion chamber of the first cylinder 16 during the first injection, and
Detecting first variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the first fuel injection carried out from the accumulator 22 into the combustion chamber of the first cylinder 16; ,
Detecting second variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the second fuel injection carried out from the accumulator 22 into the combustion chamber of the second cylinder 14; ,
A first variable 52a of fuel pressure 26 in order to make the second variable 52a, 52b of fuel pressure 26 similar or equivalent to the first variable 52a, 52b of fuel pressure 26. 52b), or to perform the method corresponding to the step of performing further fuel injection into the combustion chamber of the second cylinder 14 according to the second variables 52a, 52b of the fuel pressure 26, or both variables. An internal combustion engine control device, characterized in that formed. The method of claim 8, wherein the method additionally
A deviation value of the second variable 52a, 52b of the fuel pressure 26 relative to the first variable 52a, 52b of the fuel pressure 26, or a related deviation of the drive of the injection valve for the second cylinder 14; Detecting and storing a value or both deviation values;
-Using the deviation value to effect injection of further fuel into the combustion chamber of the second cylinder (14). Apparatus for controlling an internal combustion engine (12) having two or more cylinders (14; 16), in which fuel flows from the accumulator (22) into the combustion chamber assigned to the two or more cylinders (14; 16). Sprayed, the apparatus is:
Setting a target value of the fuel amount 54 injected into the combustion chamber of the first cylinder 16 during the first injection, and
Detecting first variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the first fuel injection carried out from the accumulator 22 into the combustion chamber of the first cylinder 16; ,
Detecting second variables 52a, 52b of the fuel pressure 26 in the accumulator 22 which appear as a result of the second fuel injection carried out from the accumulator 22 into the combustion chamber of the second cylinder 14; ,
A first variable 52a of fuel pressure 26 in order to make the second variable 52a, 52b of fuel pressure 26 similar or equivalent to the first variable 52a, 52b of fuel pressure 26. 52b) or the second variable 52a, 52b of the fuel pressure 26, or both, to effect the method corresponding to the step of performing further fuel injection into the combustion chamber of the second cylinder 14. In the internal combustion engine control device,
The apparatus, characterized in that it comprises a computer program (38) programmed to carry out the method according to any of the preceding claims. A storage medium, characterized in that it comprises a computer program (38) for carrying out the method according to any one of claims 1 to 3.

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