KR20070016159A - Method for operating an internal combustion engine, internal combustion engine and control unit for an internal combustion engine - Google Patents

Abstract

The invention relates to a method of operating an engine, in which engine temperature T_mot and intake air temperature T_ans are detected. In the operating method according to the invention, the validity of the engine temperature T_mot is performed using the intake air temperature T_ans and / or the validity of the intake air temperature T_ans is performed using the engine temperature T_mot. . The present invention further relates to a control device for the engine 1, a program for the control device 15 of the engine 1, and an engine 1.

Engine temperature, intake air temperature, feasibility, engine, control unit, computer program

Description

TECHNICAL FOR OPERATING AN INTERNAL COMBUSTION ENGINE, INTERNAL COMBUSTION ENGINE AND CONTROL UNIT FOR AN INTERNAL COMBUSTION ENGINE}

The present invention relates to a method of operating an engine, wherein engine temperature and intake air temperature are detected.

The invention also relates to an engine, an engine control device and a computer program for the engine control device.

The detection of engine temperature is used to monitor the proper operation of the engine and such engine temperatures, where harmful substances are emitted as little as possible, are preferably maintained. Operation outside of these preferred engine temperatures may exceed the legally required limits for hazardous emissions of the engine.

Known methods of operation can generally monitor the functioning of temperature sensors, but detection of whether a temperature sensor's signal is associated with an erroneous positive offset value, for example, can be achieved without the use of additional temperature sensors. It is not possible with the methods of operation. The offset value of the error signal as described above may be caused by, for example, parasitic parallel resistance in the signal line of the corresponding temperature sensor.

Moreover, in a conventional method of operation a signal "over" a certain temperature range cannot be detected as having an error within the entire temperature range of the engine, so that a false temperature is always detected which is almost the same regardless of the actual engine temperature.

It is therefore an object of the present invention to provide a method of operation for an engine, an engine and a control device for the engine, which enable reliable detection of temperature sensors associated with errors.

In the operating method of the type mentioned at the outset, this object is achieved by the validity of the engine temperature being performed by the intake air temperature and / or by the engine temperature.

Here the fact that the engine is generally provided with two separate temperature sensors is preferably used, one of the temperature sensors being used for detecting the engine temperature and a second temperature sensor being provided for detecting the intake air temperature.

According to the invention, each of the detected temperature values is subjected to a feasibility test, in which case, under certain operating conditions of the engine, likewise, the intake air temperature is adapted to the engine temperature or vice versa, in which the engine temperature is adapted to the intake air temperature. The effect is used.

The method of operation according to the invention has the advantage that no additional sensors or other components need to be installed in the engine, so that the engine already on the market can be upgraded, for example, by changing the control device software. In contrast, the hardware of each control device does not have to be changed as well.

In particular, the error of the offset value or the error of the "hanging" signal, which cannot be detected according to the prior art, can be detected by the operating method according to the invention.

According to a preferred embodiment of the invention, the engine temperature is compared with the intake air temperature. Due to the very large deviation between intake air temperature and engine temperature, a functional error of at least one of the two temperature sensors can be inferred.

Especially when the comparison between the engine temperature and the intake air temperature is carried out within a preset time interval, preferably after stopping the engine. This ensures that the validity according to the invention can only be implemented when one validity is possible. This is not the case, for example, when the engine is operating, where fresh air is always introduced into the engine's intake tube, since the fresh air generally has a clearly lower temperature than the engine itself. Only after the engine is stopped does fresh air continue to flow into the suction line, and temperature compensation between the engine and the intake air can occur. In other words, after the engine is stopped, the intake air temperature and the engine temperature are close to each other.

In another embodiment of the operating method according to the invention, it is particularly preferred that the comparison between the engine temperature and the intake air temperature is performed after the temperature compensation between the engine temperature and the intake air temperature.

Another preferred embodiment of the method of operation according to the invention is presented in claims 5 to 11.

It is particularly important to implement the method according to the invention in the form of a computer program provided for the control device of an engine, in particular an automobile engine. In this case the computer program can in particular be executed by a microprocessor and is suitable for carrying out the method according to the invention. In this case, since the present invention is also implemented through a computer program, the computer program represents the present invention in the same manner as the computer program is suitable for the execution thereof. The computer program may be stored in an electrical storage medium, for example in a flash-memory or read-only memory.

As a further solution of the problem of the invention, a control device according to claim 12 and an engine according to claim 16 are presented.

Further features, applicability and advantages of the invention are provided from the following detailed description of embodiments of the invention shown in the drawings. All features described or illustrated form the subject matter of the present invention in its own form or in any combination, regardless of the summary or citation thereof in the claims, and regardless of the form or illustration of the detailed description to the drawings. do.

1 is a schematic block circuit diagram of an embodiment of an engine according to the present invention.

2 is a logic circuit diagram for implementing a method according to the present invention.

3 is a further logic circuit diagram.

4 is a diagram illustrating a cooling curve of an engine.

1 shows an engine 1 of a motor vehicle, in which a piston 2 can reciprocate in a cylinder 3. The cylinder 3 is provided with a combustion chamber 4, which is limited to a piston 2, an inlet valve 5 and an outlet valve 6. An intake pipe 7 is coupled to the inlet valve 5, and an exhaust gas pipe 8 is coupled to the outlet valve 6.

In the region of the inlet valve 5 and the outlet valve 6, the injection valve 9 and the spark plug 10 protrude into the combustion chamber 4. By the injection valve 9, fuel can be injected into the combustion chamber 4. By the spark plug 10, fuel in the combustion chamber 4 can be ignited.

The rotatable throttle valve 11 is mounted in the intake pipe 7, and air can be supplied to the intake pipe 7 through the throttle valve. The amount of air supplied depends on the angle of the throttle valve 1. The exhaust gas pipe 8 is provided with a catalytic converter 12, which is used for purifying exhaust gas generated by combustion of fuel.

The injection valve 9 is connected to the fuel reservoir 13 by a pressure line. In a corresponding manner, the injection valves of the other cylinders of the engine 1 are also connected to the fuel reservoir 13. The fuel reservoir 13 is supplied with fuel through a supply line. To this end, electrical and / or mechanical fuel pumps are provided, which are suitable for creating a predetermined pressure in the fuel reservoir 13.

In addition, the fuel reservoir 13 is provided with a pressure sensor 14 capable of measuring the pressure in the fuel reservoir 13. The pressure is such a pressure that is applied to the fuel to cause the fuel to be injected through the injection valve 9 into the combustion chamber 4 of the engine 1.

In operation of the engine 1 fuel is supplied to the fuel reservoir 13. This fuel is injected into the combustion chamber 4 by the injection valve 9 of the individual cylinder 3. Combustion is generated in the combustion chamber 4 by the spark plug 10, which causes the piston 2 to reciprocate. This movement is transferred to a crankshaft, not shown, which exerts a rotational moment on the shaft.

The control device 15 receives input signals 16 representing the operating parameters of the engine 1 measured by the sensors. For example, the control device 15 is connected to a pressure sensor 14, an air mass sensor, a lambda sensor, a speed sensor, and the like. The control device 15 is also connected to a temperature sensor 18 capable of measuring the intake air temperature in the intake pipe 7 and a temperature sensor 19 for measuring the engine temperature or the temperature of the coolant of the engine. The temperature sensor 18 may be arranged in front of the throttle valve 11, that is, to the left of the throttle valve in FIG. 1.

The control device 15 generates an output signal 17 which can influence the characteristics of the engine 1 via an actuator or regulator.

For example, the control device 15 is connected to the injection valve 9, the spark plug 10 and the throttle valve 11, etc., to generate the signals necessary for controlling them.

Above all, the control device 15 is provided for controlling and / or adjusting the operating parameters of the engine 1. The amount of fuel injected, for example by the injection valve 9 into the combustion chamber 4, is controlled and / or regulated by the control device 15, in particular with regard to low fuel consumption and / or low emissions of harmful substances. For this purpose, the control device 15 is provided with a microprocessor for storing a computer program in a storage medium, in particular flash-memory, which computer program is suitable for carrying out the mentioned control and / or adjustment.

2 shows a section of logic circuit implemented within the control device 15. The section shown is a substantial step of the method of operation according to the invention for the mutual validity of the engine temperature T_mot measured by the temperature sensor 19 and the intake air temperature T_ans measured by the temperature sensor 18. Explain. In this case, the output signals of the logic circuit element shown in Figs. 2 and 3 can take only two values, 0 (false) and 1 (true).

If the validity suggests a negative result, that is, a validity error is detected, it is indicated through an error signal E_tmta applied to the output of the gate G_6, and the output of the gate G_6 assumes a value of 1. In other cases, that is, without a validity error, the output of gate G_6 has a value of zero.

As shown in Fig. 2, the output value of the gate G_6 formed as an AND-gate is determined by the signals Q and S_BHE.

The signal Q is formed in the RS-flip flop FF based on the input signals S and R according to the following function table, where the number "1" is logically 1 and the number "0" is logically Means 0.

R S Q 0 One One One 0 0

That is, the signal Q is a signal applied to an input represented as a reset-input of the flip-flop FF is 0, and a signal applied to an input represented as a setting-input of the flip-flop FF. When (S) is 1, it has a value of 1. In the case of complementary signals R and S, the signal Q is equally zero. Accordingly, the resetting-input or setting-input of the flip-flop FF is represented by the symbols R and S, and the corresponding signals applied to the inputs are also represented by the symbols R and S.

Therefore, the gate G_3 formed as an AND-gate is described first, and its output is connected to the setting-input of the flip-flop FF so that the signal S is provided.

Gate G_3 comprises two input signals and the first input signal B_diag indicates whether operating conditions for validity according to the invention are given. The signal B_diag is 1 only when the validity according to the invention can be implemented by the engine temperature T_mot and the intake air temperature T_ans. Conditions for this are described below with reference to FIG. 3.

The second input signal of the gate G_3 is at the same time the output signal of the gate G_2 formed as an OR-gate, which gate receives the input signals from the comparator V_1 and also from the gate G_1 formed as an AND-gate. .

The comparator V_1 has a temperature difference delta_T_1 between the current engine temperature T_mot and the current intake air temperature T_ans, and the engine temperature T_mot_ab and the intake air temperature when the engine 1 is stopped (Fig. 1). From the temperature difference delta_T_3 between T_ans_ab, it is examined whether or not there is a deviation equal to or more than the threshold delta_T_2 provided to the comparator V_1. According to the cooling curve of the engine 1 shown in FIG. 4, the temperature difference between the engine temperature T_mot and the intake air temperature T_ans is after the engine 1 stops (corresponding to the time point t = 0 in FIG. 4). Since it is continuously reduced by heat exchange between the engine 1 and the air in the intake pipe 7, it is noted that the temperature difference delta_T_1-delta_T_3 does not exceed the preset threshold delta_T_2 when the temperature sensors 18, 19 are functioning. Expect.

As shown in Fig. 4, the temperature difference

delta_T3 = T_mot_ab-T_ans_ab is

It has a value of approximately 50 °, which is presented as follows according to FIG.

T_mot_ab = T_mot (t = 0) and

T_ans_ab = T_ans (t = 0)

For example, after a cooling time of approximately 20000 seconds, i.e., t = 20000, the temperature difference delta_T_1 between the current engine temperature T_mot and the current intake air temperature T_ans drops to a low temperature ° C.

The threshold delta_T_2 depends on a plurality of parameters, for example the arrangement of the temperature sensors 18, 19 in the engine 1, and other components affecting the cooling characteristics of the engine 1, so that the threshold value ( It is desirable to make delta_T_2) applicable and adjust for each engine.

In the case of an error, since the above-described temperature difference delta_T_1-delta_T_3 exceeds a preset threshold delta_T_2, a signal having a value of 1 is applied to the output of the comparator V_1, and the signal is provided to the gate G_2. The formation of the gate G_2 that is the OR-gate causes the output signal of the gate G_2 to take the value 1 similarly regardless of the output signal of the gate G_1.

When the function of the temperature sensors 18, 19 is appropriate, the threshold delta_T_2 is not exceeded by the described cooling characteristics of the engine 1, so that a signal having a value of zero is applied to the output of the comparator V_1. .

Another possibility that the gate G_2 takes an output value of 1 is that the output signal of the gate G_1 is one. As shown in Fig. 2, if gate G_1 is formed as an AND-gate, two of the following conditions must be met for this:

First, the temperature difference delta_T_1 '= T_mot-T_ans must be greater than the preset threshold delta_T_5; Secondly, the prevailing current intake air temperature T_ans must be less than the intake air temperature T_ans_ab by the preset threshold delta_T_4 when the engine 1 stops at time (t = 0 in FIG. 4). . This diagnosis is made only when the intake air temperature T_ans falls below the intake air temperature T_ans_ab when the engine stops. A sufficiently long downtime is thus ensured to compensate for the engine temperature and the intake air temperature.

In some cases, the lowest intake air temperature detected during the previous run cycle can also be used as a comparison to the prevailing current intake air temperature T_ans.

Accordingly, the comparators V_2 and V_3 examine whether each threshold is above or below and transmit a signal corresponding to the output to the input of the gate G_1. The query of comparator V_3, as already mentioned, provides an important time point for comparing the engine temperature with the intake air temperature.

If the two input signals of the gate G_1 have a value of 1, that is, a very large temperature difference delta_T_1 'is provided and the current intake air temperature T_ans is less than the intake air temperature T_1_ab when the engine is stopped. If smaller, preferably as much as the applicable threshold delta_T_4, the gate G_1 provides a value of 1 at its output. Thus, a second condition is defined in which the OR-gate G_2 can provide a value of 1 at its output.

Therefore, under the above conditions, the flip-flop FF can be set by the signal S, so that the signal Q at the output of the flip-flop FF when the reset-signal R is absent simultaneously. Can take a value of 1, so that the error E_tmta can be displayed. In this case it is also represented as a block-heater-detection (BHE) and the function shown in dashed lines in FIG. 2 is not initially considered.

In principle the feasibility according to the invention is only possible by means of a comparator V_1 or a gate G_1 and also by the respective input variables. In this case each output signal may already be used to indicate a validity error.

The error conditions handled by the comparator V_1 and the gate G_1 can each occur separately or simultaneously, so they are integrated in one OR-connection point, preferably via gate G_2, according to FIG. 2.

With the signal B_diag presented together with the category conditions for validity according to the invention, which is further described below, reliable validity is possible. Accordingly, the output signal of the gate G_3 can also be used as an indicator for the validity error.

Of course, an auxiliary heater (not shown), which is represented as a block-heater, can be installed in the engine 1 (FIG. 1), which is used to preheat the engine 1 and for example when the surroundings are very cold Improve the reliability of cold start and the emission of harmful substances at engine start. For this purpose, the block-heater can be formed as an electric heating device, for example to heat the coolant of the engine.

If a block-heater of this type is provided, the feasibility according to the invention can no longer be carried out reliably, which means that the heating of the engine 1 produced by the block-heater is achieved by the engine temperature shown in the cooling curve of FIG. T_mot) and the intake air temperature (T_ans) interfere with the relationship.

Thus the signal S_BHE provided from the block-heater-detection BHE (Fig. 2) likewise acts on the gate G_6, in which case the signal S_BHE is zero when a block-heater or block-heater-operation is detected. Therefore, feasibility according to the invention is not possible. In contrast, if no block-heater or block-heater-operation is detected, the signal S_BHE is 1 and the output signal Q of the flip-flop FF acts on the error signal E_tmta as already described.

Block-heater-detection BHE also affects flip-flop FF through gate G_5, which is described in more detail below with respect to the general function of block-heater-detection.

Block-heater-detection is based on two input signals B_BH and B_EBHE. The signal B_BH is 1 when the block-heater is detected, and the signal B_EBHE is 1 when the detection of the block-heater is terminated. From this, when the process of block-heater-detection is finished, i.e., when B_EBHE is 1, and at the same time no block-heater is detected, i.e., when the signal B_BH is 0, the flip-flop FF It is suggested that the output signal Q can act only on the error signal E_tmta as described above. In other words, when block-heater is detected, or block-heater-detection is not yet finished, the signal S_BHE is zero.

When the block-heater is detected and the block-heater-detection is terminated, the signal S_BHE 'provided from the block-heater-detection BHE acts on the gate G_5 formed as the OR-gate, so that the flip-flop FF The reset-in of R) is set to one. Supplementing the function table of the flip-flop (FF), a signal having a value of 1 at the reset-input (R) of the flip-flop (FF) is zero regardless of the signal applied to the setting-input (S). Generate the output signal Q. In this case the block-heater-detection BHE again prevents the setting of the error signal E_tmta.

The additional input signal of the gate G_5 is formed through the output signal of the gate G_4 formed as an AND-gate, which output value takes a value of 1 under the following conditions in accordance with FIG. The output signal of the gate G_2 must be 0, the signal B_diag must be 1, and the prevailing current intake air temperature T_ans is preset than the intake air temperature T_ans_ab when the engine 1 is stopped. It must be lower than the threshold delta_T_4. When these conditions are met, the signal applied to the output signal of the gate G_5 and the reset-input R of the flip-flop FF is one.

Instead of flip-flop (FF), in principle an AND-gate can also be used. Of course, the block-heater detection and the validity check indicated by the output signal of the gate G_3 can be temporally disrupted, since the intermediate storage of each state with the flip-flop FF is desirable.

In addition, in Fig. 2 an additional gate G_7 is provided which provides the so-called cycle flag Z_tmta, which indicates whether the validity according to the invention occurs within the current cycle of the engine 1. The cycle flag indicates when the error signal E_tmta is set or at the same time the signal and signal B_EBHE provided from the comparator V_3 and whether the signal B_diag is set in the current operating cycle of the engine 1. When 1 has the value 1, it is 1. Since the block-heater-detection can be delayed and terminated only after the validity check, the variable B_diag and the output variables of the comparator V_3 and the gate G_7 must be stored intermediate.

Subsequently, with reference to Fig. 3, under certain conditions, the validity of the engine temperature T_mot and the intake air temperature T_ans according to the invention can be carried out and it is explained when the signal B_diag is set to one.

As shown in Fig. 3, the signal B_diag is set to 1 only when all input signals of the gate G_8 formed as AND-gates are one.

To this end, the signal B_err is equal to 1 when no error is detected yet in relation to the engine temperature T_mot and the intake air temperature T_ans, that is, when the two error signals E_tm and E_ta are each zero. Has a value. The validity according to the invention is not necessary when one or two error signals E_tm, E_ta are 1, ie when a temperature signal error has already been detected in another way.

The signal B_diag is also set to 1 only when the control device 15 (Fig. 1) is located in or immediately after the reset-state, which condition is caused, for example, by a temporary breakdown of the battery voltage. Or may be software controlled as intended. This reset-state of the control device 15 is represented by the signal B_pwf.

Furthermore, the amount of temperature difference from the current intake air temperature T_ans and the minimum intake air temperature T_ans_min in the preceding operating cycle of the engine 1 should be less than a threshold not shown in detail in FIG. V_4). This ensures that the validity according to the invention is avoided during a standstill time, ie when the ambient temperature changes rapidly after the engine 1 has been switched off.

The B_diag is also set to 1 only when the engine 1 is ignited, which is indicated by the signal B_kl15 corresponding to the state of the binding post 15 (see DIN 72 522). Particularly preferably the signal B_kl15 is delayed by the waiting time. This waiting time makes it possible to determine the optimum time point for carrying out the feasibility according to the invention with respect to the temporal measurement of the temperature signals and the constant of the temperature signals for all engines. In this regard, the respective temperatures must be measured essentially but are not altered by combustion occurring in the engine.

In addition to the conditions mentioned above, the signal B_diag is also set to 1 since the signal provided from the gate G_9 formed as the OR-gate must be 1.

On the one hand this is the case when the engine temperature T_mot_ab at the time of stopping the engine 1 exceeds a threshold not shown, ie the engine 1 reaches its normal engine temperature in the preceding operating cycle. This normal engine temperature is above approximately 80 ° C. to 85 ° C., for example.

On the other hand, the gate G_9 is exceeded when the time counter t_nse indicating the operating time from the start of the engine 1 exceeds the threshold not shown, from the time of connection in the preceding operating cycle of the engine 1. It also provides an output signal of 1 when the integrated air flow imlatm exceeds a threshold, not shown, from the point of connection in the preceding operating cycle of the engine 1.

In addition, with respect to the signal B_diag, the signals B_nach and B_wind integrated in the gate G_10 formed as the AND-gate should also have a value of 1, and the signal B_nach indicates that the tracking of the control device 15 is finished. The signal B_wind indicates that no strong winds and / or extreme blasts were detected that could interfere with proper validity by affecting the cooling curve according to FIG. 4.

The detection of the wind using the signal B_wind is made at the time of tracking of the control device 15 of the engine 1, and the tracking is activated for a preset time after the engine 1 stops. During full tracking, the overall increase in intake air temperature T_ans is monitored for wind detection.

In block B_grad, it is also checked whether the gradient of the intake air temperature T_ans exceeds the preset threshold in the preset time slot after the engine 1 stops. The threshold value depends on the intake air temperature T_ans_ab at the time of stopping the engine 1 and is applicable.

The other thresholds described in Figures 2 and 3 may likewise be applied preferably so that they can be simply adjusted for various engines or ambient conditions.

Another variant suggests a comparison between the current intake air temperature T_ans and the temperature difference T_ans-T_ans_ab at the intake air temperature T_ans_ab at the time of stopping the engine 1 and the threshold value, which threshold value is desirable. Preferably, it depends on the intake air temperature T_ans_ab at the time of stopping the engine 1.

In particular, it is preferable to install the provided temperature sensor 18 in the upper region of the engine 1 for measuring the intake air temperature T_ans, in which case particularly good temperature compensation (Fig. 4) is ensured.

Overall, the feasibility according to the invention can comply with future legal requirements with respect to the monitoring of the temperature sensor 19 without the need for additional hardware, such as additional temperature sensors or additional signal inputs of the control device 15. To be. The control devices provided-and already in the field-can be provided with the functionality of the feasibility according to the invention, for example, by simply replacing the computer program or only the parts which have controlled the device so far with the computer program according to the invention. have.

A further advantage of the method according to the invention is that it is possible to detect an error or a suspected error already before the engine is started when the physical release conditions for the diagnosis are met. Depending on the method used for detecting the block-heater-operation, the final error detection can already be made several seconds after the engine is started.

Claims (16)

In the operating method of the engine 1, in which the engine temperature T_mot and the intake air temperature T_ans are detected, The validity of the engine temperature T_mot is achieved by the intake air temperature T_ans and / or the validity of the intake air temperature T_ans is achieved by the engine temperature T_mot. The method of claim 1 wherein the engine temperature (T_mot) is compared with the intake air temperature (T_ans). Method according to claim 2, characterized in that the comparison between the engine temperature (T_mot) and the intake air temperature (T_ans) is carried out within a preset time interval, preferably after stopping the engine (1). 4. The method according to claim 2, wherein the comparison between the engine temperature T_mot and the intake air temperature T_ans is performed after temperature compensation between the engine temperature T_mot and the intake air temperature T_ans. How the engine works. The engine temperature T_mot_ab according to any one of claims 1 to 4, wherein the temperature difference delta_T_1 between the engine temperature T_mot and the intake air temperature T_ans is at the time of stopping the engine 1 (Fig. 1). And an error is detected from the temperature difference (delta_T_3) between the intake air temperature (T_ans_ab) and at least by a predetermined threshold (delta_T_2). The method according to any one of claims 1 to 5, wherein when the intake air temperature T_ans is smaller than the intake air temperature T_ans_ab by the preset threshold delta_T_4 or more at the time of stopping the engine 1, And an error is detected when the temperature difference (delta_T_1 ') between the engine temperature (T_mot) and the intake air temperature (T_ans) is greater than the preset threshold (delta_T_5). Method according to one of the preceding claims, characterized in that the validity is carried out only when no error has already been detected with respect to the engine temperature T_mot and / or the intake air temperature T_ans. . Method according to one of the preceding claims, characterized in that the validity is only carried out when the engine (1) has already reached the operating temperature. Method according to one of the preceding claims, characterized in that the validity is carried out in accordance with the cooling characteristics of the engine (1). 10. A method according to any one of the preceding claims, characterized in that the validity is carried out in response to a change in the ambient temperature and / or the ambient temperature. Method according to claim 10, characterized in that the validity is not performed only if the change in the ambient temperature during the stop time of the engine (1) is greater than the preset threshold. In the control device 15 for the engine 1, in which the engine temperature T_mot and the intake air temperature T_ans can be detected, The validity of the engine temperature T_mot is performed by the intake air temperature T_ans and / or the validity of the intake air temperature T_ans can be performed by the engine temperature T_mot. 13. Control device according to claim 12, characterized in that the control device (15) is suitable for carrying out the method according to any one of claims 2-11. In the computer program for the control device 15 of the engine 1, A computer program suitable for carrying out the method according to any one of the preceding claims. 15. The computer program according to claim 14, wherein the computer program is stored in an electrical storage medium, in particular flash memory or read only memory. In the engine 1, in which the engine temperature T_mot and the intake air temperature T_ans can be detected, The validity of the engine temperature T_mot is performed by the intake air temperature T_ans and / or the validity of the intake air temperature T_ans can be performed by the engine temperature T_mot.

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