WO2006013139A1

WO2006013139A1 - Method and device for controlling an internal combustion engine

Info

Publication number: WO2006013139A1
Application number: PCT/EP2005/053243
Authority: WO
Inventors: Frank Weiss; Hong Zhang
Original assignee: Siemens Aktiengesellschaft
Priority date: 2004-07-29
Filing date: 2005-07-07
Publication date: 2006-02-09
Also published as: DE102004036733A1

Abstract

The invention relates to an internal combustion engine which comprises an injection valve which is used to measure fuel and which can carry out a plurality of partial injections during a respective working cycle. In a first operational state (ME), the injection valve carries out several partial injections during a respective working cycle. In a second operational state (FE), the injection valve carries out an injection by means of the working cycle. A characteristic variable which influences the produced torque is determined for the second operational state (FE) prior to the operational states (ME, FE) changing from the first to the second, such that the torque remains unchanged following the exchange from the first to the second operational state (ME, EE) and the air charge of the cylinder remains the same. If the characteristic variable for the second operational state (FE) is outside of a predetermined value range, the value of one or more control variables for one or several actuators of an air path of the internal combustion engine is adapted in such a manner that the characteristic variable lies within the predetermined value range. Then the exchange takes place.

Description

description

Method and device for controlling a Brennkraftmaschi¬ ne

The invention relates to a method and a device for controlling an internal combustion engine having at least one cylinder, to which an injection valve for metering fuel is assigned, which is designed to carry out a plurality of partial injections during each one working cycle of the cylinder.

Ever stricter legal regulations regarding permissible pollutant emissions of motor vehicles, in which an internal combustion engine is arranged, make it necessary to keep the pollutant emissions during operation of the internal combustion engine as low as possible. In conventional internal combustion engines, a large part of the pollutant emissions is generated very zeit¬ close to an engine start of the engine, since in this period of regular exhaust catalyst has not yet reached its operating temperature and thus still produced by the internal combustion engine by the combustion process in the respective cylinder pollutants can not convert into harmless substances. For low Schadstoff¬ emissions of the internal combustion engine, it is therefore important to bring the exhaust gas catalyst as soon as possible to its operating temperature after a successful engine start, which is also referred to as a light-off temperature.

DE 101 14 050 A1 discloses a method for warming at least one catalytic converter connected downstream of a spark-ignited, directly injecting internal combustion engine. After an engine start, the exhaust gas is at least temporarily Temperature angeho¬ ben by at least one motorized measure. The engine measures include a Mehrfachein¬ injection and / or a Zündwinkelspätverstellung. In the case of multiple injection, at least two fuel injections are carried out in the cylinder within an intake and compression stroke of a cylinder. That motor measure or combination of measures with the strongest heating effect is started at the earliest after a delay of at least two working cycles of the internal combustion engine after the engine has started. If the internal combustion engine is in a constant load phase, so in an idling, after the warm-up, then a withdrawal of the heating measures in the reverse order of their initiation. The injection angle and the ignition angle are progressively advanced. A changeover to the single injection mode takes place as soon as the ignition angle permits a homogeneous operation.

From DE 100 65 300 Al a method for controlling an internal combustion engine is known, with a control unit that adjusts an air supply and an ignition angle. From the start of the internal combustion engine up to the end of a catalyst heating phase, the system switches over to specific lambda and ignition angle characteristics ^" in order to ensure an optimized thermal reaction. The ignition angles and lambda characteristics are clamped in the sense that a torque reserve is not or only to a limited extent permitted.

The object of the invention is to provide a method and a device for controlling an internal combustion engine, which enable a comfortable operation of the internal combustion engine.

The object is solved by the features of the independent claims. Advantageous embodiments of the invention are characterized in the subclaims.

According to a first aspect, the invention features a method and a corresponding device for controlling an internal combustion engine having at least one cylinder, to which an injection valve for metering fuel is assigned, which is designed to supply a plurality of component injections during each one working cycle of the cylinder , In a first operating state, the injection valve is an¬ controlled in terms of performing several Teilein- injections during each one Arbeitszyklusses the respective cylinder. In a second operating state, the injection valve is actuated in the sense of performing an injection per working cycle of the respective cylinder. In the case of the first operating state, the fuel quantity to be supplied to the respective cylinder per working cycle is thus divided into a plurality of fuel packages, which are in each case metered by the injection valve during the respective partial injection. In the second operating state, the entire fuel mass, which is to be metered into the respective cylinder per working cycle, is metered in by the respective injection valve in an injection process.

Before an intended change from the first to the second operating state, a parameter which influences the torque generated by the internal combustion engine is determined for the second operating state such that the torque remains unchanged as a result of the change from the first to the second operating state remains at the same air filling of the cylinder.

If the parameter has a value which is outside a specifiable value range for the second operating state, the value of a manipulated variable or values of several manipulated variables for one or more actuators of an air path of the internal combustion engine is adjusted such that the parameter is within the predefined value Range of values is. Only then is the change from the first to the second operating state carried out. The actuators of the Luft¬ path are all actuators to understand that affect the air filling of the respective cylinder. The characteristic value is representative of those manipulated variables of the-or derje¬-independent actuators, which influence the torque of the internal combustion engine without influencing the air filling of the cylinder.

The change from the first to the second operating state is only performed when the characteristic is within the predetermined value range. In this way, with a suitable choice of the value range, it can be surprisingly easily ensured that a transition from the first operating state to the second operating state can take place without a short-term change in the torque actually generated by the internal combustion engine. This has the advantage that the transition from the first operating state to the second operating state is not perceived by a driver of a motor vehicle in which the internal combustion engine is arranged, and this is thus comfortable.

In an advantageous embodiment of the invention, the parameter is representative of a firing angle of the ignition of the air / fuel mixture in the cylinder. This has the advantage that the ignition angle can be changed very quickly and simply. In a further advantageous embodiment of the invention, the parameter is representative of the air / fuel ratio in the cylinder. The air / fuel ratio is particularly easy to detect.

According to a second aspect, the invention is characterized by a method and a corresponding device for controlling an internal combustion engine, in which, if the currently generated torque of the cylinder lies outside a predefinable value range while the air charge remains the same for the second operating state, the value of a manipulated variable or values of a plurality of manipulated variables for one or more actuators of an air path of the internal combustion engine is adjusted such that the torque currently generated lies within the predeterminable value range and only then is the change from the first to the second operating state is performed.

In this way, even with a suitable choice of the predefinable value range, it can be easily ensured that a transition from the first operating state to the second operating state can take place without a brief change in the torque actually generated by the internal combustion engine.

Embodiments of the invention are explained in more detail below with reference to the schematic drawings.

Show it:

1 shows an internal combustion engine with a control device,

FIG. 2 is a block diagram of a part of a control device of the internal combustion engine that is relevant in connection with the invention;

FIG. 3 shows a flow diagram of a program which is executed in the control device, and

FIG. 4 shows a further flow diagram of a further program which is executed in the control device.

Elements of the same construction or function are marked with the same reference numbers across the figures.

An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4. The intake tract 4 preferably comprises a throttle valve 6, furthermore a collector 7 and an intake manifold 8 which leads to a cylinder Zl is guided via an inlet channel in the Motor¬ block 2. The engine block 2 further comprises a crankshaft 10, which is coupled via a connecting rod 11 with the Kol¬ ben 12 of the cylinder Zl.

The cylinder head 3 comprises a valve drive with a gas inlet valve 14, a gas outlet valve 15 and Ventilantrie¬ be 16, 17. The cylinder head 3 further comprises a Einspritz¬ valve 19 and a spark plug 20. Alternatively, the Ein¬ injection valve 19 also in the intake manifold 8 may be arranged.

The exhaust tract 4 includes an exhaust gas catalyst 22, which is designed as a three-way catalyst.

A control device 24 is provided, the sensors zuge¬ are assigned, which detect different parameters and each determine the measured value of the measured variable. The control device 24 determines dependent on at least one of the measured variables manipulated variables, which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.

The sensors are a pedal position sensor 25, which detects an accelerator pedal position PV of an accelerator pedal 26, an air mass meter 28, which detects an air mass flow upstream of the throttle 6, a first temperature sensor 32, which detects the intake air temperature, a Saugrohrdruck- sensor 33, which an intake manifold pressure in the collector 7 er¬ sums, a crankshaft angle sensor 34, which detects a Kurbel¬ shaft angle, which then a rotational speed N is assigned. A second temperature sensor 35 detects a Kühlmit¬ teltemperatur. Furthermore, an oxygen probe 36 is provided whose measurement signal is characteristic of the air / fuel ratio in the cylinder Z1. Depending on the embodiment of the invention, any subset of said sensors may be present or additional sensors may also be present.

The actuators are, for example, the throttle 6, the gas inlet and Gasäuslassventile 14, 15, the injection valve 19 or the spark plug 20. But it can also be additional actuators, such as a pulse charging valve 38 or a switching flap provided in the intake manifold 8 a Leerlauffüllungssteller be seen in the case of a mecha¬ nically coupled to the accelerator pedal 26 throttle 6. Furthermore, as an actuators, a Abgastur¬ bolader or a compressor can be provided.

In addition to the cylinder Zl, further cylinders Z2 to Z4 are preferably also provided, to which corresponding actuators are then assigned.

A block diagram of a portion of the control device 24 is explained in more detail below with reference to FIG 2.

In a block Bl, depending on the accelerator pedal position PV, the rotational speed N, a loss torque TQ_LOSS and, if appropriate, further measured variables, an air path torque TQI_MAF and a torque TQI_FAST which can be set quickly are determined. A component "TQI" of the respective reference sign denotes an indexed torque in each case. The indexed torque is the torque which is generated by the combustion of the air / fuel mixture in the cylinder, without taking into account losses due to, for example, friction or due to pumping losses or other losses.

The loss torque TO_LOSS is preferably determined as a function of the rotational speed N, an actual air mass flow MAF and, if appropriate, further measured variables, such as the coolant temperature or an intake air temperature. The loss torque TQ_LOSS takes into account the actually occurring losses, which are caused, for example, by friction, by pumping losses or other losses.

The actual air mass flow MAF is preferably the air mass flow in the respective cylinders Z1 to Z4. It is preferably determined by means of a dynamic filling model of the intake tract 1, which is also referred to as a suction tube filling model. The determination of the actual air mass flow MAF is preferably dependent in this context from the Saugrohr¬ detected by the intake manifold pressure sensor 33 and / or the detected by means of the throttle position sensor opening degree of the throttle valve and / or mitmit means of the air mass meter 28 detected air mass flow and / or other parameters of the internal combustion engine. In a particularly simple embodiment of the control device, the actual air mass flow may also be assigned, by way of example, the air mass flow detected by the air mass meter 28.

The air path of the internal combustion engine is understood as meaning all components of the internal combustion engine which serve to supply air into the respective combustion chamber of the cylinder Z1 to Z4. Thus, in particular the intake tract 1 forms the air path of the internal combustion engine. Both the air path torque TQI_MAF and the quickly adjustable torque TQI_FAST represent the respective driver request and take into account further torque requests, such as a torque request for the catalyst heating immediately after the engine start.

The quickly adjustable torque TQI_FAST represents short torque requirements set, and typically has a speed-dependent time constant of the '^"is in the range of about 30 to 5 ms. The Luftpfad- torque TQI_MAF other hand, represents Drehmomentanforde¬ stanchions rich over a correspondingly long period of time in Be¬ be set by several 100 ms and thus are also in the dynamic range of the intake.

In a block B2, an actuating signal for at least one actuator of the air path of the internal combustion engine is generated depending on the air path torque TQI_MAF. This is done preferably by means of an inverse filling model of the intake tract of the internal combustion engine. At least one control signal SG_THR for setting the throttle valve 6 is preferably generated in the block B2. However, it is also possible in the block B2 to generate control signals for controlling any other or additional actuators of the air path. Thus, for example, control signals can be generated in block B2 for activating the valve drives 16, 17 for the gas inlet valve 14 or the gas outlet valve 15, for the pulse valve 38, for the optionally present switching flap or for actuators of the turbocharger or of the compressor.

In a block B3, a reference torque TQI_REF is determined as a function of the actual air mass flow MAF and the rotational speed N. The reference torque TQI_REF is that particular torque that is theoretically generated in the respective cylinder Z1 to Z4 when the adjusting parameters influencing the generation of the torque, such as, for example, an ignition angle, the air / fuel ratio in the cylinder Z1 to Z4 Z4 or possibly also a cylinder deactivation in view of generating a maximum torque ein¬ are set.

The determination of the reference torque TQI_REF in the block B3 preferably takes place in each case by means of a characteristic map and corresponding map interpolation. In the block B3 be¬ preferably a map for a first operating state of the internal combustion engine and another map for a second operating state of the internal combustion engine stored. In the first operating state ME, the injection valve 19 is controlled an¬ in the sense of performing several Teilein¬ injections during each one Arbeitszyklusses the respective cylinder Zl to Z4. In the second operating state EE is the injection valve 19 is driven in the sense of performing a single injection per cycle of the respective cylinder Zl to Z4.

In a block B5, an ignition angle efficiency EFF_IGA is determined as a function of the quickly adjustable torque TQI_FAST and the reference torque TQI_REF. This is preferably done by dividing the torque TQI_FAST to be quickly set by the reference torque TQI_REF. In this connection, other efficiency parameters, such as, for example, an air / fuel ratio efficiency EFF_LAM or an other efficiency dependent on the cylinder deactivation, can also be taken into account.

In a block B6, a basic ignition angle efficiency EFF_IGA_BAS and a minimum ignition angle efficiency EFF_IGA_MIN are determined. This takes place corresponding to the block B3 preferably by means of suitable maps and Kennfeldinter¬ polation separately for the first operating state ME and the second operating state EE. The respective basic efficiency is the respective efficiency, which represents the respectively optimum efficiency under the condition that knocking is avoided. The respective minimum efficiency is understood to mean that efficiency which has the lowest efficiency, which is still permissible under the boundary conditions of stable combustion and a temperature of the catalytic converter which is not too high.

In block B7, it is checked whether the ignition angle efficiency EFF_IGA is within the value range defined by the basic ignition angle efficiency EFF_IGA_BAS and the minimum ignition angle efficiency EFF_IGA_MIN. If this is the case, then in block B7 a control signal SG_IGA for the Ignition of the air / fuel mixture in the respective Zy¬ cylinder Zl to Z4 determined depending on the Zύndwinkelwirkungsgrad EFF_IGA, but this is not the case, then the control signal SG_IGA for the ignition depends on the je¬ Weils limiting basic ignition efficiency EFF_IGA_BAS or the minimum Zundwinkelwirkungsgrad EFF_IGA_MIN ermit¬ telt.

Alternatively or additionally, in the block B5 and the air / fuel ratio efficiency EFF_LAM can be determined. This is particularly advantageous if it is possible and feasible from an exhaust gas point of view to operate the internal combustion engine at a fuel / fuel ratio which deviates significantly from the stochiometric air / fuel ratio. In this case, a block B9 is then provided, in which different characteristic diagrams are preferably stored separately for the respective first and second operating states ME, EE of the internal combustion engine depending on the air mass flow MAF and the rotational speed N, from which it is then preferred By means of characteristic map interpolation, respective basic air / fuel ratio efficiencies EFF_LAM_BAS and minimum air / fuel ratio efficiencies EFF_LAM_MIN can be determined. Em Block BIO then corresponds to block B7. In block BIO, a desired value LAM_SP of an air ratio is then determined, which then enters into a further calculation of a fuel quantity to be injected.

A program is described below with reference to FIG. 3, which program is stored in the control device 24 and is executed in the control device 24 during operation of the internal combustion engine. The program is started in a step S1, in which, if appropriate, variable initiation is initiated. In a step S2 it is checked whether a Change from the first operating state. ME is to take place in the second operating state EE. This may be the case, for example, if, after an engine start of the internal combustion engine and an adjoining heating phase of the exhaust gas catalytic converter 22, this has reached its operating temperature. The first operating state ME is characterized in this connection by the fact that a very late metering of fuel into the combustion chamber of the respective cylinder Zl to Z4 can take place, which then in connection with a ent¬ speaking minimum ignition angle, the minimum Zündwin Corresponds ¬ kelwirkungsgrad, an exothermic reaction still unburned air / fuel mixture in the exhaust tract 4 of the internal combustion engine can result. This causes a very high exhaust gas temperature, which is desirable in the case of the desired Auf¬ heating the catalytic converter 22.

On the other hand, once the catalytic converter 22 has reached its operating temperature, such high exhaust gas temperatures may possibly lead to a thermal destruction of the exhaust gas catalytic converter 22 or are also undesirable because of the lower efficiency of the internal combustion engine. Alternatively, the first operating state ME can also be assumed if knocking in the respective cylinder Z1 to Z4 has first been detected in the second operating state EE. By switching to the first operating state ME, the tendency to knock can then be reduced with the same torque generated since the course of the temperature of the combustion can be better influenced by the multiple metering of the fuel mixture in the context of the partial injections and thus the knocking can be prevented.

If the condition of step S2 is not fulfilled, the program waits for a predefinable waiting period in one Step S4, during which it may be interrupted and, if appropriate, other programs are carried out in the control device 24. Subsequent to step S4, the processing is continued again in step S2.

If the condition of step S2 is satisfied, in a step S6, the reference torque TQI_REF F. _E correspondingly to the procedure of the block B3 determined depending stood from the map for the second Betriebszu¬ EE.

Subsequently, in a step S8, an ignition angle efficiency EFF_IGA _EE for the second operating state EE is determined as a function of the reference torque TQI_REF _EE for the second operating state EE and the current fast adjustable torque TQI_FAST in accordance with the procedure of the block B5.

In a step S9, a basic torque TQI_BAS _EE and a minimum torque TQI_MIN _{BE are determined as a} function of the actual air mass flow MAF and the rotational speed N for the second operating state EE. This can be done, for example, by means of one or more maps. The basic torque TQI_BAS _EE is the maximum torque that can be set at the current actual mass air flow MAF and the engine speed N under the condition that knocking is avoided. The minimum torque TQI_MIN _EE is the torque corresponding to the actual actual air mass flow MAF and the rotational speed N can be set to a minimum under the boundary conditions of a stable combustion and a not unacceptably high temperature of the catalytic converter 22.

Subsequently, it is checked in a step S10 whether the ignition angle efficiency EFF_IGAκκ in the second operating state EE is greater than a basic ignition angle efficiency EFF_IGA_BAS _EE in the second operating state EE, which corresponds to the procedure of block B6 by means of the corresponding characteristic field for the second Operating state EE is determined. If this is the case, then the torque TQI_FAST which can be set quickly can no longer be set as desired under a transition from the first operating state ME to the second operating state EE under these operating conditions and it would lead to an at least brief drop in the torque come.

For this reason, a difference air-path torque DTQI_MAF is then determined in a step S12, specifically as a function of the quickly adjustable torque TQI_FAST and the base torque TQI_BAS _E E for the second operating state EE. This can be done particularly easily by subtraction.

The differential air path torque DTQI_MAF is then taken into account in the block Bl in the determination of the air path torque TQI_MAF. This results in a so-called torque reserve, which results in an increase in the actual air mass flow MAF. This first leads to a reduction in the ignition angle efficiency EFF__IGA in the first operating state ME. However, in the event of an actual switchover to the second operating state EE, it is possible for the quickly adjustable torque TQI_FAST to be set further.

If, on the other hand, the condition of step S10 is not fulfilled, it is checked in a step S14 whether the ignition angle value is correct. degree of efficiency EFF_IGA _EE in the second operating state EE is smaller than the minimum ignition angle efficiency EFF_IGA_MIN _κ .κ in the second operating state EE, which is determined according to the procedure of the block B6. If this is the case, then in a step Sl6, the differential air path torque DTQI_MAF is determined as a function of the quickly adjustable torque TQI_FAST and the minimum torque TQI_MIN _EE in the second operating state, specifically according to the procedure of step S12. The difference air path torque DTQI_MAF then has a nega¬ tive value in the step Sl6 in the rule, which thus leads to a reduction of the air path torque TQI_MAF. This reduction then also leads to a reduction in the actual air mass flow MAF, which is then taken into account in blocks B3 and B5 and B7 in a corresponding increase in the ignition angle efficiency EFF_IGA in the first operating state ME.

If, on the other hand, the condition of step S14 is not met, it is possible to switch from the first operating state ME to the second operating state EE in a step S17 without a constant setting of the quickly adjustable torque TQI_FAST being prevented. Thus, a torque-neutral transition from the first operating state ME to the second operating state EE can take place. This has the advantage that a driver of the motor vehicle, in which the internal combustion engine is arranged, does not feel the transition from the first operating state ME to the second operating state EE, and this transition thus conveys a comfortable driving feeling.

The ignition angle efficiency EFF_IGA is thus a parameter which influences the torque generated by the internal combustion engine without the air filling of the respective cylinder Z1-Z4 to influence. Alternatively, this parameter can also be, for example, the air / fuel ratio efficiency EFF_LAM or, for example, also a cylinder deactivation efficiency. In these cases, a program adapted to these efficiencies is then processed in accordance with FIG.

As an alternative to the described efficiencies, the calculations can also be made directly with the respective ignition angles, air / fuel ratios or cylinder deactivations or the like.

In a further embodiment of the control device 24, a program is stored according to the flowchart of FIG. 4 and is executed during operation of the internal combustion engine. Steps S20, S22, S24, S28, S32, and S36 correspond to steps S1, S2, S4, S9, S12, and S16.

In a step S30, it is checked whether the fast adjustable torque TQI FAST is greater than the base torque

TQI_BAS _EE in the second operating state. If this is the case, then the torque TQI_FAST which can be set quickly can no longer be set as desired during a transition directly from the first operating state ME into the second operating state EE under these operating conditions and an at least short-term dip in the torque would occur ¬ ment come. If the condition of step S30 is satisfied, the processing in step S32 is continued.

If, on the other hand, the condition of step S30 is not satisfied, it is checked in a step S34 whether the torque TQI_FAST which can be set quickly is smaller than the minimum torque TQI_MIN _EE in the second operating state EE. is If this is the case, the differential air path torque DTQI_MAF is determined in step S36.

If, on the other hand, the condition of step S34 is not fulfilled, it is possible to switch from the first operating state ME to the second operating state EE in a step S37 without a constant setting of the quickly adjustable torque TQI_FAST being prevented.

The characteristic maps mentioned are preferably determined in advance on an engine test stand or by means of corresponding simulations and stored in a data memory of the control device.

Such a dynamic filling model of the intake tract is disclosed, for example, in the textbook "Handbuch Verbrennungsmo¬ tor", 2nd edition, pages 557 et seq. And in WO 97/35106, the contents of which are hereby incorporated in this regard. Furthermore, the basic structure for determining the air path torque TQI_MAF and the rapidly adjustable torque TQI_FAST on pages 554 and 556 are disclosed in the above-mentioned textbook, the contents of which are also incorporated herein by reference.

The described procedure can also be applied correspondingly to a desired transition from the second operating state EE to the first operating state ME.

Claims

claims

1. A method for controlling an internal combustion engine with at least one cylinder (Z1 to Z4), which is assigned an injection valve (19) for metering fuel, which is designed to carry out a plurality of partial injections during each working cycle of the respective cylinder (Z1 to Z4) Z4), in which

in a first operating state (ME), the injection valve (19) is actuated in the sense of carrying out a plurality of partial injections during a respective working cycle of the respective cylinder (Z1 to Z4),

in a second operating state (EE), the injection valve (19) is actuated in the sense of carrying out a single injection per working cycle of the respective cylinder (Z1 to Z4),

if the torque of the cylinder currently set in the first operating state (ME) is outside a predefinable value range for the second operating state while the air charge remains the same, the value of a manipulated variable or values of several manipulated variables for one or more actuators of an air path of the internal combustion engine is adapted or become such that then the currently set torque is within the predetermined range of values, and only then the change from the ers¬ th to the second operating state (ME, EE) is performed.

2. A method for controlling an internal combustion engine with at least one cylinder (Zl to Z4), which is associated with an injection valve (19) for metering fuel, which is designed for performing a plurality of partial injections during

each one Arbeitszyklusses of the respective cylinder (Zl to Z4), in which

- Before an intended change from the first to the second operating state (ME, EE), a parameter which influences the torque generated by the internal combustion engine, for the second operating state (EE) is determined such that the torque due to the change from the first to the second operating state (ME, EE) remains unchanged with constant air filling of the cylinder and

if the characteristic value has a value which is outside a predefinable value range for the second operating state, the value of one manipulated variable or values of several manipulated variables for one or more actuators of an air path of the internal combustion engine is adjusted such that the Characteristic is within the pregiven range of values, and only then the change from the first to the second operating state (ME, EE) is durchge leads.

3. The method according to claim 2, characterized in that the parameter is representative of a firing angle of the ignition of the air / fuel mixture in the cylinder (Zl to Z4).

4. The method according to any one of claims 2 or 3, characterized in that the characteristic is representative of the air / fuel ratio s in the respective cylinder (Zl to Z4).

5. An apparatus for controlling an internal combustion engine with min¬ least one cylinder (Zl to Z4), which is associated with an injection valve (19) for metering fuel, which ausge¬ is for performing a plurality of partial injections during each one Arbeitszyklusses of the cylinder (Zl to Z4), which is formed

for controlling the injection valve 19 in a first operating state (ME) in the sense of carrying out a plurality of partial injections during a respective working cycle of the respective cylinder Z1 to Z4,

for controlling the injection valve (19) in a second operating state (EE) in the sense of carrying out an injection per cycle of the respective cylinder (Z1 to Z4),

- For adjusting the value of a manipulated variable or the values of several manipulated variables for one or more Stell¬ members of an air path of the internal combustion engine, if the currently set in the first operating state (ME) Dreh¬ torque of the cylinder outside a predetermined Wertebe¬ rich at constant Air filling for the second Be¬ operating state is, the adjustment takes place in such a way that then the currently set torque is within the vor¬ given range of values, and the subsequent Durchfüh ren the change from the first to the second Betriebszu¬ stand (ME , EE).

6. An apparatus for controlling an internal combustion engine with min¬ least one cylinder (Zl to Z4), which is associated with an injection valve (19) for metering fuel, which forms ausge¬ is for performing a plurality of partial injections during each one Arbeitszyklusses of the cylinder (Zl to Z4), which is formed

- For determining a parameter before an intended change from the first to the second operating state (ME, EE), which influences the torque generated by the internal combustion engine, wherein the determination of the parameter for the second operating condition (EE) is such that the Torque as a result of the change from the first to the second Betriebs¬ state (ME, EE) remains unchanged with constant air filling of the cylinder and

- For adjusting the value of a manipulated variable or the values of several manipulated variables for one or more Stell¬ members of an air path of the internal combustion engine, if the characteristic has a value which is outside a predetermined range of values for the second operating state (EE), where the adjusting such that the parameter is within the predetermined value range, and for the subsequent performance of the change from the first to the second operating state (ME, EE).