WO2016188768A1

WO2016188768A1 - Method for controlling a switching process of a valve, and control unit

Info

Publication number: WO2016188768A1
Application number: PCT/EP2016/060741
Authority: WO
Inventors: Fernando Guillen Castillo; Kia Hsu
Original assignee: Continental Automotive Gmbh
Priority date: 2015-05-22
Filing date: 2016-05-12
Publication date: 2016-12-01
Also published as: DE102015209392B4; DE102015209392A1

Abstract

The invention relates to a method and to a control unit, wherein a first valve cross-section of the valve for controlling an air mass in the internal combustion engine is provided before the switching process, wherein a second valve cross-section of the valve to be set after the switching process is provided, wherein at least one first control parameter of the internal combustion engine is provided before the switching process, wherein the internal combustion engine is controlled in accordance with the first control parameter and the first valve cross-section before the switching process, wherein a first torque output by the internal combustion engine is calculated on the basis of a first parameter model, the first control parameter, and the first valve cross-section, wherein a second torque that can be provided by the internal combustion engine after the switching process is calculated on the basis of the first parameter model, the first control parameter, and the second valve cross-section, wherein the difference between the first torque and the second torque is determined, wherein at least one second control parameter is determined on the basis of the second valve cross-section, the difference of the torque, the first torque, and a second parameter model in such a way that the difference of the torque is reduced, wherein the internal combustion engine is controlled in accordance with the second control parameter and the second valve cross-section after the switching process.

Description

description

Method for controlling a switching process of a valve and control unit

The invention relates to a method according to claim 1 and a control device according to claim 13.

From DE 102 58 803 B4 a method for controlling a switching operation in the operation of an internal combustion engine is known in which a possibly caused by the switching operation torque jump is avoided or at least reduced.

It is an object of the invention to provide an improved method and an improved control unit.

This object is achieved by means of a method according to patent claim 1 and by means of an improved control ^device according to patent claim 13.

According to the invention, it has been recognized that an improved method for controlling a switching process of a valve and an improved control unit can be provided by providing a first valve cross section of the valve for controlling an air mass in the internal combustion engine before the switching operation, wherein a second valve cross section to be triggered after the switching operation the valve bereitge ^¬ sets is at least a first control parameter of the internal combustion engine is provided before the switching operation, wherein the internal combustion engine is controlled prior to the switching operation in Ab ^¬ dependence of the first control parameter and the first Ven ^¬ tilquerschnitts, wherein based on a first parameter model, the the first control parameter and the first valve cross-section, a first torque output by the internal combustion engine is calculated, wherein based on the first parameter model, the first control parameter and the second V entilquerschnitts a calculable by the internal combustion engine after the switching operation second torque calculated is determined, wherein a difference between the first torque and the second torque is determined, wherein based on the second valve cross section, the difference of the torque, the first torque and a second parameter model at least a second control parameter is determined such that the difference of the torque over the calculated difference is reduced, wherein after the switching operation in response to the second control parameter and the second valve cross section, the internal combustion engine is controlled.

In this way, a torque jump when switching the valve cross section from the first valve cross section to the second valve cross section is avoided. This leads to increased ride comfort and at the same time to a reduced load on components in the drive train of the motor vehicle.

In a further embodiment, the first control parameter is a first ignition angle of the internal combustion engine and / or a first air mass. Additionally or alternatively, the second control parameter is a second ignition angle of the internal combustion engine.

In a further embodiment, a minimum firing angle and a base firing angle are provided as the first control parameter, the minimum firing angle and a base firing angle being taken into account in the determination of the second firing angle.

In a further embodiment, a first valve lift of an intake valve and a second valve cross-section, a second valve lift of the intake valve ^¬ the internal combustion engine is provided as a first valve cross section.

In a further embodiment, based on the second valve cross-section, the first control parameter and a predictive model, a second air mass is determined, wherein the second air mass is taken into account in determining the second torque. In a further embodiment, a first throttle valve position of a throttle valve of the internal combustion engine is provided as a first control parameter, wherein a second throttle valve position, a predefined time interval, and a third throttle valve ^¬ position is determined based on the second parameter model, wherein in response to the Zeitin ^¬ tervalls before the switching operation of the Valve, the throttle valve is moved from the first throttle valve position to the second throttle valve position, wherein substantially in

Time of the switching operation, the throttle valve is moved from the second throttle valve position to the third throttle valve position.

In a further embodiment, a first

Compressor position, in particular a turbocharger or a compressor, provided as a first control parameter, wherein based on the second parameter model, a second

Compressor position is determined, being moved in dependence on the time interval before the switching operation of the compressor from the first compressor position to the second compressor position.

In a further embodiment, based on the second parameter model, a third compressor position of the turbocharger or the compressor is determined, wherein substantially the

Time of switching the valve of the compressor from the second compressor position is moved to the third compressor position. In a further embodiment, the second control parameter for a next burning cylinder of the internal combustion engine, preferably at least 360 degrees Kurbelwel ^¬ lenwinkel, before the start of ignition of fuel gas in the cylinder determined.

In a further embodiment, the difference of the torque is compared with a predefined threshold, wherein a function of a result of the comparison Release signal for switching the first valve cross-section is provided on the second valve cross-section.

In a further embodiment, the second parameter termodell an optimization stage, wherein by means of the Op ^¬ timierungsstufe a distance of the second ignition angle for Ba ^¬ sisbrennwinkel and the difference is reduced.

In another embodiment, the first parameter model is formed as a forward model and at least partially the second parameter model as a reverse model of the first Parame ^¬ termodells and / or wherein the first and / or second parameter model as a mathematical function and / or algorithm and / or characteristic map and / or characteristics and / or parametric model is formed, and / or wherein the second parameter model uses at least one output of the first Pa ^¬ rametermodells as an input variable.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of the embodiments which will be described in connection with the drawings

Figure 1 is a schematic representation of a Brennkraftma ^¬ machine;

FIG. 2 shows a flow chart of a method for operating the in

Figure 1 shown internal combustion engine; and

Figure 3 shows a development of the method shown in Figure 2; represents.

1 shows a schematic representation of an internal combustion engine 10. The internal combustion engine 10 is on an output side with a drive train of a motor vehicle connected. The internal combustion engine 10 provides on the output side 11 a torque M for driving the motor vehicle. The output side 11 may be a clutch. The internal combustion engine 10 is of the Otto type. The Brennkraftma ^¬ machine 10 has a plurality of cylinders 15, one of which is indicated in Figure 1. Furthermore, the internal combustion engine 10 comprises an intake tract 20, an exhaust tract 25, an inlet valve 30, an outlet valve, not shown, an actuator with an adjusting device 35 for the discrete adjustment of a

Valve cross section formed valve lift of the intake valve 30, an injection valve 40 for injecting fuel, a spark plug 45 with a Zündwinkel-adjusting device 50, a arranged in the intake tract 20 throttle valve 55 in the form of a throttle valve and arranged in the intake 20 Ver ^{¬ sealer} 60. Further, the Internal combustion engine 10, a control unit 65 and an operation control unit 70.

The control unit 65 comprises a control device 75, a first memory 80 and a first interface 85. The

Control device 75 is connected to the first memory 80 via a first connection 90. The first interface 85 is connected to the first control device 75 by means of a second connection 95.

In the first memory 80 of the control device 75, a first parameter model and a second parameter model of the internal combustion ^¬ engine 10 is stored. The first and / or second Pa ^¬ rametermodell and / or predictive model may be designed as a mathematical function and / or algorithm and / or characteristic field and / or characteristics and / or parametric model. Furthermore, a predefined threshold value is stored in the memory 80. The threshold value is formed in the embodiment in ^¬ way of example as a tolerance band.

The first and / or the second parameter model form a physical model of the internal combustion engine 10. In this case, the first parameter model differs from the second parameter model that the input variables of the first parameter model are partially different from the input ^¬ sizes of the second parameter model. In this case, furthermore, an output variable of the first parameter model is one of the input variables of the second parameter model.

The operation control device 70 comprises an operation control ^device 100, a second memory 105 and a second interface 110. The second memory 105 is connected to the operation control device 100 by means of a third connection 115. The second interface 110 is connected to the operation control device 100 by means of a fourth connection 120.

The second interface 110 is connected to the first interface 85 by means of a fifth connection 125. Furthermore, the second interface 110 is connected to the spark plug 45 by means of a sixth connection 130 and to the ignition angle adjustment device 50 by means of a seventh connection 135. The adjusting device 35 is connected to the second interface 110 by means of an eighth connection 140. Furthermore, the injection valve 40 is connected to the second interface 110 by means of a ninth connection 145 and the throttle valve 55 by means of a tenth connection 150. The compressor 60 is formed in the embodiment as an adjustable compressor, in particular as a turbocharger or compressor. The compressor 60 is connected to the control unit 70 via an eleventh connection 155 to the second interface 110 for activation.

In dependence on a control algorithm stored in the second memory 105, the operating control device 100 controls the internal combustion engine 10 by means of control signals provided via the second interface 110. A fuel-air mixture 160 or air is conveyed into the cylinder 15 by means of the intake tract 20. The control or, if appropriate, the control method are known in principle to the person skilled in the art, so that this is only discussed insofar as it is necessary for the understanding of the method described below for controlling switching operations. Within the framework of controlling the internal combustion engine is changed based on a control signal of the operation control unit 70 of the valve lift between a first valve cross section out ^¬ formed first valve and designed as a second valve cross-section second valve lift of the intake valve 30 by means of the adjusting 35th

FIG. 2 shows a flowchart of a method for operating the internal combustion engine 10 shown in FIG.

In a first method step 300 represents the operation ^¬ control unit 70 provides at the second interface 110, a first information signal. The first information signal is transmitted via the fifth connection 125 to the first interface and detected thereby. The first interface 85 provides the first information signal to the controller 75.

The first information signal contains cylinder-dependent information of the engine 10 controlled by the operating control device 70. The first information signal contains information about the current first valve lift of the inlet valve 30 (first valve cross-section) and the new second valve lift, which deviates from the current valve lift and is triggered after the changeover process (second valve cross-section). For example, in the embodiment, the first valve lift should be less than the second valve lift.

Of course, it is also conceivable that the second valve lift is less than the first valve lift. The operation controller 70 controls the internal combustion engine 10 before the switching operation based on the first control parameter and the first valve lift. Further, the first information signal includes information about a timing of switching the valve lift of the intake valve 30 and a first control parameter. In the embodiment, the first control parameter has as characteristics a first ignition angle, a base ignition angle, a minimum focal angle and a first air mass. Here, the Ba ^¬ siszündwinkel is defi ned as ^¬ earliest allowable crank angle up to which no knocking combustion occurs in the internal combustion engine 10 degrees. In this case, a minimum focal angle is understood to mean the crankshaft angle to which combustion of the fuel-air mixture 160 can still be started. Of course, it is also conceivable that the first control parameter comprises further characteristics of the internal combustion engine 10.

In a multi-cylinder internal combustion engine 10 determines the controller 75 based on the first information ^¬ signal and a comparison of the information between the cylinders in a first method step 300 which the cylinder 15 is ignited next. It leads the

Control device 75, the method steps described below for the next firing cylinder, preferably in a 4-cylinder engine at least 360 degrees crankshaft angle, before igniting the cylinder by.

In a second method step 305, which follows the first method step 300, the control device 75 calculates a first torque provided by the internal combustion engine 10 on the output side 11, preferably on a clutch, on the basis of the first parameter model and based on the first valve lift and the first control parameter Ml. In this case, the first valve lift and the first control parameter are input variables of the first parameter model and the first torque Ml is an output variable of the first parameter model.

In this case, losses which reduce the first torque M 1 to be delivered can also be taken into account in the first parameter model. In particular friction losses and / or flow losses and / or pumping losses of the air and / or the Air fuel mixture and / or an exhaust gas in the internal combustion ^¬ engine 10 are taken into account.

In a third method step 310, following the second method step 305, the calculated first rotational ^¬ moment Ml is stored in the first memory 80 by the controller 75 miles.

In a fourth method step 315, which follows the first method step 300 and is preferably carried out in parallel to the second method step 305, the control device determines a second air mass based on the predictive model, the first control parameter and the second valve lift. The predictive model can also be integrated into the first parameter model.

Furthermore, the controller calculates 75 based on the first parameter model of the first control parameter, the second valve lift and the second air mass one by the internal combustion engine 10 according to the switching operation of the inlet ^¬ valve 30 on the exit side 11 of the internal combustion engine 10 deployable second torque M2. Here, in the first control parameter instead of the first air mass, the determined second air mass is taken into account in the calculation of the second torque M2. In this case, the second valve lift and the first control parameter and the second air mass are input variables of the first parameter model and the second torque M2 is the output variable of the first parameter model. An exemplary second valve lift of the intake valve 30, which is larger than the first valve lift, leads to a reinforced filling of the cylinder 15 with fuel-air ^mixture 160 and through the increased charge to a corresponding increase in the torque M on the output side 11 of the internal combustion engine 10.

By way of example, it is assumed that with the first valve lift, the internal combustion engine 10 has the first torque M 1 of 100 Nm. provides, for example, leads to an increase of the first valve lift to the second valve, so that the second valve 20, compared to the first valve with 50 percent more fuel mixture 160 is filled, to a corresponding increase of the torque M at the output side 11 by 50 percent. Thus, in the second valve lift on the output side 11, the second torque M2 would be 150 nos.

In a fifth method step 320, which follows the fourth method step 315, the calculated second becomes

Torque M2 stored in the first memory 80 by the controller 75.

In a sixth method step 325, which follows the third method step 310 and the fifth method step 320, the controller 75 determines a difference ΔΜ from the first based on the first torque Ml stored in the first memory 80 and the second torque M2

Torque Ml and the second torque M2.

In a seventh method step 330, which follows the sixth method step 325, the control device 75 stores the result of the difference ΔΜ in the first memory 80. In an eighth step 335, the control ^¬ means 75 compares the difference with the predefined ΔΜ

Threshold. For example, in the embodiment, the threshold is formed as a tolerance band. The tolerance band may for example have a width of ± 5 Nm. If the difference ΔΜ outside the tolerance band, the STEU ^¬ ereinrichtung 75 continues with a ninth step 340th If the difference .DELTA.Μ within the tolerance band, so the controller 75 provides the operation control unit 70 via the fifth connection 125 an enable signal to perform the Ventilhub- switching with the second valve lift means of Versteil ^{¬ device} 35. In this case, the operating ^¬ control unit 70 controls the internal combustion engine after the switching operation 10 based on the first control parameter and the first valve lift.

In the ninth method step 340, the control device 75 determines at least one second control parameter based on the difference of the torque ΔΜ and the first torque Ml, the second parameter model and the second valve lift. In this case, the control device uses the second air mass within the scope of the first control parameter. The second mass of air can again as described above by means of the Vorhersa ^¬ gemodells be determined or the controller 70 takes into account the ascertained in the fourth process step 315, second air mass. The control device 75 selects the second control parameter in such a way that the torque M which can essentially be output by the internal combustion engine 10 after the switching operation corresponds to the first torque M1 and thus the difference ΔΜ is reduced compared with the difference ΔΜ calculated in the sixth method step 325.

In this case can in the second parameter model losses that affect the dispensed second torque M2 can be taken into with ^¬ consideration. In particular, friction losses, flow losses and / or pumping losses of the air and / or the

Air fuel mixture and / or an exhaust gas in the internal combustion ^¬ engine 10 are taken into account.

Here, the second valve and the difference ΔΜ the torque and the combustion angle based and the minimum firing angle and the second air mass input variables of the second Para ^¬ meter model and the second control parameter, the output of the second parameter model are. Thus at least partially the second Para ^¬ meter model forms a kind of "reverse" model compared to the designed as "forward model" first parameter model. In other words, at least partially, the second parameter model is the inverse first parameter model. The second control parameter can be a second ignition angle. Alternatively, it is also conceivable that the second control parameter one or more other characteristic (s) of the internal combustion ^¬ engine 10, for example, a fuel amount that is provided by the injection valve 40 and / or a third amount of air that is conveyed into the cylinder is. If the second firing angle is determined as the second control parameter, the control ^{device takes into account} the minimum firing angle and the base firing angle when determining the second firing angle.

The second parameter model can have an optimization stage, so that a second ignition angle has the smallest possible distance to the base combustion angle, so that an efficiency of the internal combustion engine 10 is as high as possible. At the same time, the ignition angle is selected in the optimization stage such that the difference ΔΜ is as small as possible. The Op ^¬ timierungsstufe example, can be configured as a multi-objective optimization. In a tenth method step 345, the control ^device 75 provides the operation control ^device 70 with a second information ^signal via the fifth connection 125 via the second control parameter, for example the second ignition angle. In an eleventh step 350, the operation ^¬ control unit switches from the first valve 70 to the second valve and to take into account the second control parameter and the second valve in the control method of the internal combustion engine 10th

As a result of the above-described exemplary 50% increase in the filling of the cylinder 15, the control device 75 determines a second ignition angle which is higher than the first ignition angle, so that the spark plug 45 ignites the fuel gas 160 in the cylinder 15 later after the switching operation, ie before the switching of the valve lift. As a result, the internal combustion engine 10 provides a substantially constant torque M on its output side 11 both before and after the switching process ready. Another advantage that can be switched to a stoichio ^¬ metric lean operation of the engine 10 from a stoichiometric richer operation of the internal combustion engine without abruptly at the output side 11, the torque of the internal combustion engine is increased 10th As a result, a particularly low-jerk operation of the internal combustion engine 10 is ensured. Furthermore, faster switching can be ensured from the first to the second valve lift, so that in addition the consumption of the internal combustion engine 10 is thereby reduced.

It is naturally also conceivable in the first, second and fourth method steps 300, 305, 315 that further parameters of the internal combustion engine 10 are provided by the operating controller 70 to the control unit 65 as first control parameters and by the control unit 65 in determining the first and second torque Ml , M2 considers this.

FIG. 3 shows a development of the method described in FIG. In addition, in the first method step 300, as the first control parameter, in addition to the first ignition angle, a first throttle valve position of the throttle valve 55 is provided as a further parameter of the first control parameter. Furthermore, in the first method step 300, a first

Compressor position of the compressor 60 provided as a further characteristic of the first control parameter.

The second to eighth method steps 305-335 correspond to the second to eighth method steps 305-335 described in FIG. 2, the control device 75 taking into account the first compressor position and the first throttle valve position as the first control parameter when determining the torques M1, M2.

In addition, an intake model is stored in the memory 80. The intake model may be different or identical to the predictive model. Furthermore, it is conceivable that the intake model is integrated in the second parameter model. The intake model reflects a physical behavior of the Intake tract 25 of the internal combustion engine 10 against. The suction ^¬ model can be constructed as a mathematical function and / or Algo ^¬ algorithm and / or characteristic field and / or characteristics and / or para ^¬ metric model.

In the ninth process step 340, the controller 75 determines, in addition to the process described in Figure 2 ninth method step 340 after determining the second control parameter based on the second control parameter and the Ansaugmodells a second throttle valve position a predefined time ^¬ interval and a third throttle valve position. Furthermore, on the basis of the second control parameter and the at ^¬ saugmodells determines a second position of the compressor compressor 60th The predefined time interval defines a time before the changeover from the first valve lift to the second valve lift.

The second throttle valve position, the predefined time interval and the third throttle valve position and the second compressor position of the second information signal are provided by the control unit 65 to the operation control unit 70 by means of the fifth connection 125 in the tenth method step 340 as part of the second information signal. In an eleventh step 350, the tenth

Process step 345 follows, the operation control unit 70 controls the throttle valve 55 such that the first Drosselven ^¬ tilstellung is moved from the first Drosselven- tilstellung in the second throttle valve position at a distance from the determined predefined time interval before the switching operation. At substantially the same time, the compressor 60 is controlled by the operation control device 70 such that the compressor 60 from the first compressor position to the second

Compressor position is moved.

In the embodiment, for example, the second Dros ^¬ selventilstellung over the first throttle valve position is selected so that the second throttle valve position of a smaller Opening of the throttle valve 55 corresponds. The second

Compressor position is selected such that the compressor 60 provides a higher pressure in the intake tract 20 with respect to the first compressor position.

In a twelfth method step 355, the throttle valve 55 is moved to the third throttle valve position at the time of switching from the first valve to the second valve. At the same time, the compressor 60 is moved from the second compressor position to the third compressor position at the time of the switching operation. Also, after the switching operation, the operation control apparatus takes into account the second control parameter in the control process of FIG

Internal combustion engine 10.

This has the effect that, in the time interval before switching, an accumulation in front of the throttle valve 55 of the air to be conveyed into the cylinder 15 occurs, which flows from the first valve position to the second valve position in the cylinder 15 during the switching operation of the inlet valve 30 and thus to an improved filling of the cylinder 15 leads. This is in particular ^¬ sondere then relevant when the second valve position has a smaller valve lift of the first valve and thus an inlet cross-section of the intake valve 30 in the second valve lift is less than in the first valve lift.

This refinement has the advantage that the torque M can be kept particularly constant over the switching of the valve stroke on the output side 11 of the internal combustion engine 10.

It should be noted that the operation control device 70 and the control device 65 are integrally formed, and the above-described methods are performed by the integrated control device. In particular, it is conceivable that the above-described control of the internal combustion engine 10 according to the prior art and the method described above are performed on a common processor. Although the invention has been further illustrated and described in detail by the preferred embodiment, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Reference sign list

10 internal combustion engine

11 output side

15 cylinders

20 intake tract

25 exhaust tract

30 inlet valve

35 adjusting device

40 injection valve

45 spark plug

50 ignition angle - adjusting device

55 throttle valve

60 compressors

65 control unit

70 operating control unit

75 control device

80 first memory

85 first interface

90 first connection

95 second connection

100 operation control device

105 second memory

110 second interface

115 third connection

120 fourth connection

125 fifth connection

130 sixth connection

135 seventh connection

140 eighth connection

145 ninth connection

150th connection

155th connection

160 fuel air mixture

300 first method step

305 second process step

310 third process step , ₀

315 fourth step

320 fifth process step

325 sixth process step

330 seventh process step

335 eighth process step

340 ninth process step

345 tenth process step

350 eleventh step

355 twelfth process step

Claims

claims

1. A method for controlling a switching operation of a valve (30) of an internal combustion engine (10),

wherein before the switching operation, a first valve cross-section of the valve (30) is provided for controlling an air mass in the internal combustion engine (10),

wherein a second valve cross-section of the valve (30) to be actuated after the switching process is provided,

wherein at least one first control parameter of the internal combustion engine (10) is provided before the switching operation,

- wherein the internal combustion engine (10) is controlled before the switching operation in dependence on the first control parameter and the first valve cross section,

wherein a first torque (Ml) emitted by the internal combustion engine (10) is calculated on the basis of a first parameter model, the first control parameter and the first valve cross-section,

wherein, based on the first parameter model, the first control parameter and the second valve cross-section, a second torque (M2) which can be provided by the internal combustion engine (10) after the switching operation is calculated,

- wherein a difference (ΔΜ) from the first torque (Ml) and the second torque (M2) is determined,

wherein based on the second valve cross-section, the difference (ΔΜ) of the torque, the first torque and a second parameter model at least a second control parameter is determined such that the difference (ΔΜ) of the torque compared to the calculated difference (ΔΜ) is reduced,

- After the switching operation in dependence of the second control parameter and the second valve cross section, the internal combustion engine (10) is controlled.

2. The method according to claim 1,

wherein the first control parameter is a first ignition angle of the internal combustion engine (10) and / or a first air mass, - And / or wherein the second control parameter is a second ignition angle of the internal combustion engine (10).

3. The method according to claim 2,

wherein as a first control parameter a minimum ignition angle and a basic combustion angle is provided,

- In the determination of the second ignition angle, the minimum ignition angle and a base combustion angle are taken into account ^¬ .

4. The method according to any one of claims 1 to 3,

wherein as a first valve cross-section a first valve lift of an intake valve (30) and as a second valve cross-section a second valve lift of the intake valve (30) of the internal combustion engine (10) is provided.

5. The method according to any one of claims 1 to 4,

wherein a second air mass is determined based on the second valve cross section, the first control parameter and a predictive model,

- The second air mass is taken into account in the determination of the second torque.

6. The method according to any one of claims 1 to 5,

- wherein a first throttle position of a throttle valve ^¬ valve (55) of the internal combustion engine (10) is provided as a first control parameter,

- wherein a second throttle valve position a predefined time interval ^¬ and a third throttle valve position is determined based on the second parameter model,

- wherein, before the throttle valve (55) is moved from the first throttle valve position to the second throttle valve position as a function of the time interval To ^¬ switching operation of the valve (30),

- Wherein, substantially at the time of the switching operation, the throttle valve (55) is moved from the second throttle valve position to the third throttle valve position.

7. The method according to claim 6,

- wherein a first compressor position, in particular of a turbocharger or a compressor is provided as a first control parameter ^¬,

wherein a second compressor position is determined on the basis of the second parameter model,

- Wherein, depending on the time interval before Um ^¬ switching operation of the compressor (60) of the first

Compressor position is moved to the second compressor position.

8. The method according to claim 7,

wherein, based on the second parameter model, a third compressor position of the turbocharger or of the compressor is determined,

- Wherein substantially at the time of switching of the valve (30) of the compressor (60) is moved from the second compressor position to the third compressor position.

9. The method according to any one of claims 1 to 8,

wherein said second control parameters for a next burning cylinder (15) of the internal combustion engine (10), preferably we ^¬ nigstens 360 degrees of crankshaft angle before the start of ignition of the fuel gas (160) in the cylinder (15) is determined.

10. The method according to any one of claims 1 to 9,

- the difference (ΔΜ) the torque is compared with a defined threshold value before ^¬,

- In accordance with a result of the comparison, an enable signal for switching the first valve cross section is provided on the second valve cross section.

11. The method according to any one of claims 3 to 10, wherein the second parameter model has an optimization stage, wherein by means of the optimization stage, a distance of the second ignition angle to the base combustion angle and the difference (ΔΜ) are reduced.

12. The method according to any one of claims 1 to 11,

- wherein the first parameter model is formed as a forward model ^¬ and the second parameter is at least partially formed as a reverse model of the first model parameters ^¬,

- and / or wherein the first and / or second parameter model is formed as a mathematical function and / or algorithm and / or characteristic field and / or characteristics and / or paramet ^¬ innovative model,

- and / or wherein the second parameter model uses at least one output of the first model parameter as input ^¬ size.

13. Control unit (65) which is designed to carry out a method according to one of claims 1 to 12.