WO2007036386A1

WO2007036386A1 - Method and device for operating an internal combustion engine

Info

Publication number: WO2007036386A1
Application number: PCT/EP2006/065268
Authority: WO
Inventors: Dirk Schneider
Original assignee: Siemens Aktiengesellschaft
Priority date: 2005-09-29
Filing date: 2006-08-11
Publication date: 2007-04-05

Abstract

The invention relates to a method for controlling an internal combustion engine and a corresponding device for carrying out said method. The internal combustion engine comprises at least two cylinders (Zl, Z2) and at least one sensor and one actuator associated to the cylinders. The setting of the actuator effects the actual torque contribution of the individual cylinder (Zl, Z2). The inventive method consists in determining for the individual cylinder (Zl, Z2) the reference torque contribution (TQ_SP_Z1, TQ_SP_Z2) of each cylinder (Zl, Z2) according to at least one measurable quantity of the internal combustion engine and in controlling the actuator in such a way that the individual torque contribution of each cylinder is determined according to the reference torque contribution (TQ_SP_Z1, TQ_SP_Z2).

Description

description

Method and device for controlling an internal combustion engine

The invention relates to a method for controlling an internal combustion engine having at least two cylinders. Relieving the Zy ^¬ is at least one sensor and at least one associated actuator ^¬ membered. The position of the actuator affects an actual cylinder torque contribution made by the respective cylinder by burning an air / fuel mixture in a combustion chamber of the cylinder. Furthermore, the invention relates to a corresponding device for carrying out the method.

Rising energy costs and tightening of legislation on allowable fuel consumption or pollutant emissions of motor vehicles in which internal combustion engines are arranged require taking measures to reduce the fuel consumption of internal combustion engines and to ensure that the pollutant emissions emitted by the motor vehicle are low taking. At the same time there is on the market a need for efficient and comfortable steuerba ^¬ ren internal combustion engines.

From DE 198 12 485 Al a method and an apparatus for operating an internal combustion engine is known, in which a variable is evaluated, which represents the load of Brennkraftma ^¬ machine. The size is determined from an input shaft of the internal combustion engine at an off ^¬ measured torque value. The object of the invention is to provide a method and a device which enables or simply a precise control of an internal combustion engine with at least two cylinders.

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

The invention is characterized by a method for controlling an internal combustion engine. Further, the dung OF INVENTION ^¬ is characterized by a corresponding apparatus for performing the method. The internal combustion engine comprises at least two cylinders. The cylinders are assigned at least one sensor and at least one actuator. The position of the adjusting member ^¬ effect on a cylinder-specific actual torque contribution, which is caused by the respective cylinders. There is at least one operating variable of the internal combustion engine depending telt a respective ^{cylinder-specific} ler target torque contribution ermit for the respective cylinder ^¬. Depending on the determined nominal torque contribution, the actuator is driven to set the respective individual cylinder torque contribution torque.

The cylinder-specific setting of the cylinder-specific desired torque contributions of the individual cylinders enables a very precise implementation of the torque request. If the un cylinder whose training or arrangement in the internal combustion engine at the same position of the actuator ^¬ terschiedliche cylinder-individual actual torque contributions ^¬ cause, this can be the target torque contributions are equalized by the ^{cylinder-specific} determination. Furthermore, torque jumps during a changeover from a nem to another mode of operation by the gradual Um ^¬ make the individual cylinders are successively reduced. The operating modes may be, for example, Ho ^¬ mogen- or shift operation, but also to an operation of the internal combustion engine with different sized valve lifts and / or different valve opening times, if the engine includes a valve control with variab ^¬ lem valve lift or valve opening times. One mode of operation is representative of the position of the adjusting member ^¬ or optionally further actuators of the internal combustion engine. Furthermore, the cylinder-specific on ^¬ control allows a variety of operating states of the internal combustion engine, each of which is representative of a predetermined combination of operating modes of the cylinder. The zylinderindi ^¬ vidual determining the target torque contributions and zylin ^¬ derindividuelle driving can be as a precise, comfortable and contribute fuel-efficient control of the internal combustion engine.

In an advantageous embodiment of the method, the cylinder-specific desired torque contributions are determined on the basis of cylinder-specific maps. This allows extremely precise control of the internal combustion engine. Furthermore, this allows particularly easy to take into account the different ^¬ education and / or arrangement of the individual cylinders in the internal combustion engine.

In a further advantageous embodiment of the method, the cylinder-specific target torque posts ei ^¬ be ner group of cylinders based on a group map ermit ^¬ telt. This allows the use of only one or more group identifiers for a group of cylinders. This can lead to a small storage space requirement and thus to contribute low cost of a control device, by which the desired torques can be determined and the actuator can be controlled.

In a further advantageous embodiment of the method, the cylinders are operated in different and / or the same operating modes. On the one hand, this makes it possible to operate the cylinders in each case in the same operating mode, which contributes to a high degree of smooth running of the internal combustion engine. On the other hand, this allows the operation of the cylinders in different operating modes. This results in a large number of combinations of operating modes, resulting in a high number of possible operating states for the internal combustion engine as a whole. For the internal combustion engine as the most favorable operating condition can be determined who, what contributes ^¬ to precise control of the internal combustion engine.

In a further advantageous embodiment of the method, the operating modes are determined and evaluated depending on the operating variable for each cylinder. Depending on the Bewer ^¬ processing of the operating modes is an operation mode depending on the Zy ^¬ linder selected and controls the actuator corresponding to the out ^¬ selected mode of operation. In the evaluation it is ^¬ averages to whether the Evaluative mode on its own and in cooperation with the other cylinders particularly favorable for the operation of the internal combustion engine. If the operating mode to be evaluated is not particularly favorable, an alternative, more favorable operating mode can be found even before the actuator is actuated. This contributes to a precise and low-consumption control of the internal combustion engine. In a further advantageous embodiment of the method, a measured value of a measurement variable is detected at least the re presentative ^¬ is for the cylinder-individual actual torque contribution of the respective cylinders. Depending on the measured value, cylinder-specific actual torque contributions of the respective cylinders are determined. Depending on the determined actual torque contributions, an actual total torque of the internal combustion engine is determined. The determined actual total torque allows precise control of the driving ^¬ zeugs and the vehicle functions. Further allows the determined actual total torque regulation of the internal combustion ^¬ machine with respect to the total actual torque. The sätzlichen to ^¬ features of this advantageous embodiment of the method may also constitute an independent aspect of a method for operating the internal combustion engine. This also applies to further advantageous developments, the ^¬ ser advantageous embodiment.

In a further advantageous embodiment of the method, the actual torque contributions based on zylinderindivi ^¬ vidual torque characteristic fields determined. This allows particularly precise determining the actual total torque, as cylinder-specific special features included in these zylinderindividu ^¬ torque maps can be considered.

In a further advantageous embodiment of the method, the actual torque contributions of a group of cylinders are determined on the basis of a group torque map. This he ^¬ makes it possible to determine the actual torque contributions and the actual total torque with low storage space requirement and possibly the use of already known already determined torque maps. The advantageous embodiments of the method can be readily transferred to the device for carrying out the method according to the invention as advantageous embodiments of the device.

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

Show it:

1 shows an internal combustion engine,

FIG. 2 shows a block diagram for determining cylinder-specific desired torque contributions,

FIG. 3 is a block diagram for determining an actual total torque.

FIG. 4 shows a first program for determining the actual total torque,

Figure 5 shows a second program for determining the actual total torque.

Elements of the same construction or function are identified across the figures with the same reference numerals.

An internal combustion engine comprises an intake 1, an engine block 2, a cylinder head 3 and an exhaust manifold 4. The intake 1 preferably comprises a throttle valve 5, egg ^¬ NEN manifold 6 and an intake pipe 7, which leads to a cylinder Zl via an inlet port into a combustion chamber of the engine block 2 is guided. The engine block 2 further comprises a crank shaft 8, which is coupled via a connecting rod 10 with the piston 11 of the cylinder Zl. The internal combustion engine includes fully next to the cylinder at least one further cylinder Zl Z2, but preferably further cylinder Z3, Z4, but it can also be any larger number of cylinders umfas ^¬ sen. The internal combustion engine is preferably arranged in a motor generating driving ^¬.

The cylinder head 3 comprises a valve drive 14, 15, which is ge ^¬ coupled with a gas inlet valve 12 and a gas outlet valve 13. The valve train 14, 15 comprises at least one camshaft, which is coupled to the crankshaft 8. The No ^¬ ckenwelle may additionally be coupled to a phase adjuster, by which a phase angle between a loading ^¬ zugsmarke on the camshaft and a reference point on the crank shaft is adjustable. Furthermore, the valve drive 14, 15 for the gas inlet valve 12 and / or for the gas outlet ^¬ valve 13, a valve lift adjusting 14a, 15a be assigned, through which a valve lift of the gas inlet valve 12 and the gas outlet valve 13 is adjustable. In the intake ^¬ tract 1, a pulse charging valve 16 is preferably arranged. Further, in the cylinder head 3, preferably, an injection valve 18 and a spark plug 19 are arranged. Alternatively, the injection valve 18 may also be arranged in the intake manifold 7. In the exhaust tract 4, an exhaust gas catalyst 21 is arranged, which is preferably designed as a three-way catalyst.

A control device 25 is provided, which is associated with sensors which detect different measured variables and in each case determine the measured value of the measured variable. The control device 25 determines dependent on at least one of the measured variables manipulated variables, which then in one or more actuating signals for controlling the actuators by means of corresponding actuators be implemented. The control device 25 may also be referred to as a device for controlling the internal combustion engine ^¬ who.

The sensors are, for example, a pedal position sensor 26, which detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28, which detects an air mass flow upstream of the throttle valve 5, a first temperature sensor 32, which detects an intake air temperature, a Saugrohrdrucksen- sensor 34, the intake manifold pressure in the Collector 6 detects, a crankshaft angle sensor 36 which detects a crankshaft angle, which then a speed N_AV of the internal combustion engine to ^¬ ordered. Further, a second temperature sensor 38 is preferably provided, which detects a coolant temperature. A cylinder pressure sensor 39 is provided, which detects a pressure curve in the combustion chamber of the cylinder. Further, an exhaust gas sensor 42 is provided upstream of the Abgaska ^¬ talysators 21 is arranged and, for example, the Restsau- erstoffgehalt of the exhaust gas detected and whose measurement signal cha ^¬ is rakteristisch for the air / fuel ratio in the combustion chamber of the cylinder Zl.

The measured variables include SEN the operation amount or Betriebsgrö ^¬, depending on the or one of which the cylinder-specific target torque contributions are determined, for example, the accelerator pedal position of the accelerator pedal 27 and / or the crank angle and / or further measured quantities.

Depending on the embodiment of the invention, any subset of said sensors may be present, or additional sensors may be present. The actuators are, for example, the throttle valve 5, the gas inlet and gas outlet valves 12, 13, the phase adjusting device, the valve lift adjusting device 14a, 15a, the pulse charging valve 16, the injection valve 18 and / or the spark plug 19th

The actuators and sensors may each be associated with only one cylinder and / or each associated with a plurality of cylinders. If an actuator and / or a sensor is associated with a plurality of cylinders, the control signals or measured values for the actuator and the sensor are associated with ^¬ example as a function of the crankshaft angle of the individual cylinders Zl to Z4.

A cylinder-specific desired torque contribution TQ_SP_Zl (FIG. 2) for the first cylinder Z1 can be determined as a function of one or more of the operating variables that are representative of a torque request TQ_REQ and / or a positive torque advance TQ_REQ_ADD_POS and / or a negative torque advance TQ_REQ_ADD_NEG and / or the actual speed N_AV. Furthermore, further cylinder-specific desired torque contributions can be determined for each additional cylinder Z2 to Z4, for example a setpoint torque contribution TQ_SP_Z2 for the second cylinder Z2. The torque request TQ_REQ is preferably based on a clutch torque. The torque request TQ_REQ can also be related to an indicated torque. The indicated torque is the torque that can be theoretically transmitted by the combustion of the air / fuel mixture in the combustion chamber to the crank shaft 8 without Berücksichti ^¬ supply losses, such as friction, throttling losses and the like. In contrast, the clutch torque is the actual torque output at the output Clutch is caused and acts on a drive sträng of the motor vehicle.

The torque request TQ_REQ may include the requirements of vehicle functions. The vehicle functions may comprise, for example, a catalyst heating function, an ^exhaust gas / heat flow function, an idling function, an electric steering function, an electronic brake function, an air conditioning system and / or further vehicle functions. For example, the air conditioning requires a certain amount of energy to produce its cooling capacity. This energy requirement can be expressed and requested as a torque requirement. However, vehicle functions may also request a torque that does not make their request due to energy consumption. For example, a Ka ^¬ talysator a certain exhaust gas temperature and / or a particular exhaust stream for its proper function need. The required exhaust gas temperature or the required exhaust gas flow can be converted into a request for torque and displayed as exhaust gas / heat flow requirement as part of the torque request.

The torque of the internal combustion engine can be adjusted via two schiedliche under ^¬ paths. A fast path be ^¬ refers to all actuators, which adjust effect from next to the operating cycle in full in relation to a cylinder Z to Z4. Relative to all cylinders Z1 to Z4, the adjustment of these actuators and manipulated variables from one cylinder segment of the working cycle to the next cylinder segment of the same working cycle can have a full effect. For example, the adjustment of an ignition angle has an effect on the efficiency of the internal combustion engine without a time delay. The ignition angle is on Crankshaft angle at which the air / fuel mixture is ignited in the combustion chamber. The adjustment of the ignition angle can for example be used to the moment suspensions ERS call ^¬.

A slow path refers to all actuators whose adjustment is one to two orders of magnitude slower than adjusting the actuators that affect the fast path. For example, an adjustment of the throttle valve 5 only gradually affects over several ^¬ re cycles of the crankshaft 8, since the air mass ^¬ flow into the combustion chamber due to the Versteilens the throttle ^¬ flap 5 can not suddenly increase.

The two torque reserve requests NEG_TQ_REQ, TQ_REQ_ADD_POS serve to react quickly to a change in the torque request TQ_REQ. The positive torque derivative is explained in more detail below. For example, by ^adjusting the position of one or more actuators that affect the slow path, the air / fuel mixture in the combustion chamber and the air mass flow into the combustion chamber can be adjusted so that, theoretically, one of the cylinders Z1 through Z4 becomes very smooth high cylinder individual actual torque contribution can be caused. By adjusting the gas mixture and the air mass flow, the ignition angle, the effect on the fast path may be shifted so that the cylinder-individual actual torque contribution of jewei ^¬ time cylinder Zl to Z4 remains the same relative to the cylinder-individual actual torque contribution of the corresponding cylinder Zl to Z4 before adjusting the or the respective actuators. The adjustment of the ignition angle degrades the efficiency of the corresponding cycle. Linders Zl to Z4 and counteracts the possible increase of the cylinder-individual actual torque contribution. Then, if the torque demand TQ_REQ rapidly increases, the firing angle 8 can be adjusted to the next so from one working cycle of the crankshaft, that the efficiency ver ^¬ is improved and that a portion of the positive torque Vorhalts and / or all positive torque lead as a cylinder in ^¬ dividueller actual torque contribution is implemented.

When negative torque reserve is taken into account that it may be necessary to worsen from one cycle of the crankshaft 8 to the next to avoid the torque jump the Wirkungs ^¬ degree, for example, when the air conditioner is switched off when providing a high cooling capacity. This is taken into account in the negative torque reserve request TQ_REQ_ADD_NEG.

The torque lead requirements TQ_REQ_ADD_NEG, TQ_REQ_ADD_POS it is important to consider not only a net torque lead, which is composed of the torque lead requirements TQ_REQ_ADD_NEG, TQ_REQ_ADD_POS he ^¬ convey can. It must always be possible to call up the positive torque reserve or the negative torque reserve.

Alternatively, the different requirements of the individual vehicle functions may be included in the torque reservation requests TQ_REQ_ADD_NEG, TQ_REQ_ADD_POS instead of in the torque request TQ_REQ. The Drehmomen ^¬ torque request TQ_REQ then comprises only the wishes of the driver torque.

In a cylinder torque coordination 50, the individual requirements for the respective cylinders Zl to Z4 distributed. The cylinder torque coordinator 50 may comprise individual sub-coordination, such as a Zylinderausblend coordination 52 and / or a torque vorhalts coordination 54. It is also possible for the different requirements in each case a separate Koordinati ^¬ on to provide, for example, an exhaust gas / Heat flow coordination. The cylinder skip coordination 52 is particularly relevant in internal combustion engines with six or more cylinders, for example, in an internal combustion engine with twelve cylinders Zl to Z4, it is possible in certain situations to operate only eight cylinders Zl to Z4.

The cylinder torque coordination 50 provides as output values the actual speed N_AV and the torque request TQ_REQ_Zl and the torque reserve requests TQ_REQ_ADD_POS_Z1, TQ_REQ_ADD_NEG_Z 1 for the first cylinder Zl and the torque request TQ_REQ and the torque reserve requests TQ_REQ_ADD_POS, TQ_REQ_ADD_NEG for the further cylinders Z2 to Z4 ,

To implement the requirements TQ_REQ_Zl, TQ_REQ_ADD_POS_Zl, TQ_REQ_ADD_NEG_Z1 at the actual rotational speed N_AV, an appropriate operating point is determined in an operating point coordination 60 for the first cylinder Z1. The operating point can be obtained by one, preferably a plurality of measurement values of the measured variables cha ^¬ are character- and is one, preferably a plurality of control signals set. In this case, different operating points can be selected for implementing the requirements ^¬ TQ_REQ_Z1, TQ_REQ_ADD_POS_Z1, TQ_REQ_ADD_NEG_Zl for the first cylinder Zl at the actual speed N_AV at different operating modes. The possible operating modes at ^¬ play as homogeneous or shift operation and / or operation with large or small valve or more operating modes and Combinations of operating modes include, for example, shift operation with a small valve lift.

The preferably most favorable operating mode and in particular the preferably most favorable operating point can be determined for example by an operating point prediction. The operating-point prediction can for each cylinder Zl to Z4 and for each operating mode Mode_1, Modus_2 individually MODUS_3 be made and tert Mode_1 closer erläu ^¬ below on the basis of the first cylinder and Zl of the first mode of operation.

In a first operating point prediction 61, a preferably most favorable operating point is selected in which the first cylinder Z1 is in the operating mode MODE_1. The selection of the operating point is carried out depending on the torque request Drehmo ^¬ TQ_REQ, the speed and the moment N_AV Provision TQ_REQ_ADD_POS, TQ_REQ_ADD_NEG example, at ^¬ hand of maps, which are preferably stored in the control device 25th It may be for each cylinder Zl to Z4 one or more cylinder-specific maps vomit ^¬ chert, but it may also be stored one or more group maps to determine the operating points of a group of cylinders Zl to Z4. To set the operating point, the control signals are determined.

The or the cylinder-specific characteristic maps allow one or more cylinder-specific peculiarities of a ^¬ individual cylinder to take account of Zl to Z4. The features can include, for example, the individual arrangement of the cylinders Zl to Z4 in the internal combustion engine through which selklappe example, in the same opening degree of the Dros ^¬ 5 and with the same valve lifts and opening times of the gas inlet valve 12 different air mass flows in the individual cylinders Zl to Z4 result. These various air mass flows cause the zylinderindivi ^¬ vidual actual torque contributions of the individual cylin ^¬ of Zl to Z4 differ from each other. This deviation can be taken into account in the cylinder-specific maps.

The or the group maps make it possible to determine the operating points of a group of cylinders Z1 to Z4, for example of all cylinders Z1 to Z4, on the basis of one or a set of group characteristic diagrams. This contributes to a small storage space requirement in the engine control. Furthermore, possibly as a group map a map used who ^¬ the, which is used to determine operating points of an internal combustion engine, which allows no setting of cylinder-specific target torque contributions. This contributes to ei ^¬ ner short development time and testing in the control apparatus 25th

In a first operating point evaluation 65 for the first cylinder Z and the first operating mode Mode_1 is he rated ^¬ mittelte operating point. The result of the evaluation, for example, with respect to reference values as a relative consumption relative smoothness, relative pollutant emission and / or relative noise of the first cylinder Z in the first mode Mode_1 expressed and passed on to a loading ^¬ operating mode selector 69 for the first cylinder Zl.

For a second operating mode MODUS_2 and a third operating mode MODUS_3, the same procedure can be used. The prediction of the operating point for the first cylinder Z1 in the operating modes MODUS_2, MODE_3 takes place in the second operating-point prediction 62 or in the third operating-point prediction 62. Driving point prediction 63. The evaluation of the determined operating points for the first cylinder Zl in the second and third operating modes MODUS_2, MODUS_3 takes place in the second operating point evaluation 66 and in the third operating point evaluation 67, respectively.

In the operating point selection 69 for the first cylinder Zl is then preferably the most favorable mode of operation Mode_1, Modus_2, MODUS_3 and particularly preferably the lowest operating point selected for adjusting the zylinderindividu ^¬ economic actual torque contribution. At baseline lie ^¬ operating point selection fert 69 for the first cylinder Zl the selected operating point and implicitly the target torque contribution TQ_SP_Zl for the first cylinder Zl.

For the further cylinders Z2 to Z4, the same procedure can be used to determine the further target torque contributions and control signals for the further cylinders Z2 to Z4, for example the desired torque contribution TQ_SP_Z2 of the second cylinder Z2.

Based on one or more measured values of the measured variables (Figure 3) which are representative of the cylinder-individual actual torque contribution, an actual torque contribution TQ_AV_Zl can of the first cylinder Zl based ei ^¬ nes torque map 82 for the first cylinder Zl ermit ^¬ be telt. The torque map 82 can be obtained, for example, by inverting the cylinder-specific map and / or the group map. Likewise, the cylinder-specific characteristic map and / or the group characteristic map can be obtained by inverting the torque characteristic map 82 for the first cylinder Z1. Inverting known maps and / or torque maps allows Reduce development costs for the control device 25 compared to a motor control in which the torque maps and the maps are developed individually.

On the basis of the measured value (s) which are detected individually for each cylinder, it is also possible to determine an actual torque contribution Z2_TQ_REQ of the second cylinder Z2 and also the other actual torque contributions of the further cylinders Z3, Z4. Depending on the individual actual torque contributions Zl_TQ_REQ, Z2_TQ_REQ and the other actual torque contributions, an actual total torque TQ_AV can be determined in a total torque determination device 86.

A first program for determining the actual total torque TQ_AV is stored in the engine control (FIG. 4). The first program is preferably started shortly after the start of the internal combustion engine in a step Sl. If necessary, variables are initialized in step S1.

In a step S2, at least one measured value VALUE he ^¬ words, representative of the actual cylinder-specific torque contributions. The measured value can be detected at VALUE ^¬ play, by a single sensor and assigned to Z4 depending on the crank angle of the individual cylinders Zl. However, the measured value VALUE can also be detected by a plurality of sensors, which are each assigned to the individual cylinders Z1 to Z4. Further alternatively, more measured values can be detected, in their overall integrated ^¬ are representative of the actual cylinder-specific torque contributions and of which the actual total torque is determined depending TQ_AV. In a step S3, the cylinder-individual actual torque TQ_AV_Zl is Zl of the first cylinder by way of ers ^¬ th torque characteristics map for the first cylinder Zl ermit ^¬ telt.

Simultaneously with or in real time at the processing of step S3, the cylinder-specific actual torque contribution TQ_AV_Z2 of the second cylinder Z2 is determined on the basis of a second torque characteristic field in a step S4. The same, in a step S5 and step S6 for the wide ^¬ ren cylinder Z3, Z4 and the further target torque contributions performed.

In a step S7, the actual total torque TQ_AV from ^¬ dependent of the actual torque contributions determined torque contributions target TQ_AV_Z1, TQ_AV_Z2 and the other, preferably based on the specified in the step S7 calculation rule. Subsequently, the first program can be terminated in a step S8, but it can also preferably be executed again and again in a loop from the step S2 during the entire operation of the internal combustion engine.

Alternatively or additionally, a second program (FIG. 5) may be stored in the engine control. The second Pro ^¬ program includes an alternate scoring method for the actual total torque TQ_AV. The second program differs single ^¬ Lich in a step S9 of the first program from. In step S 9, the cylinder-specific actual torque TQ_AV_ZX for each individual cylinder Z1 to Z4 is determined on the basis of the group characteristic field as a function of the measured value VALUE. The measured value VALUE can be detected, for example, by a single sensor and depending on the crankshaft angle be assigned to the individual cylinders Zl to Z4. However, the measured value VALUE can also be detected by a plurality of sensors, which are each assigned to the individual cylinders Z1 to Z4. Further alternatively, further measured values can be ^¬ he understood that in their entirety are representative of the actual individual cylinder torque contribution of which depends on the actual total torque TQ_AV is determined.

Claims

claims

A method for controlling an internal combustion engine comprising at least two cylinders (Z1, Z2) to which at least one sensor and at least one actuator is associated, the position of which affects a cylinder-specific actual torque contribution from the respective cylinder

(Zl, Z2) is caused, in which

- depending on at least one measured variable of the internal combustion machine according ^¬ a cylinder-specific target torque contribution (TQ_SP_Z1, TQ_SP_Z2) for the respective cylinder (Zl, Z2) is determined,

- Depending on the determined target torque contribution (TQ_SP_Z1, TQ_SP_Z2), the actuator is controlled to set the respective individual ^¬ individual torque contribution.

2. The method of claim 1, wherein the cylinder-specific desired torque contributions (TQ_SP_Zl, TQ_SP_Z2) are determined on the basis of cylinder-specific maps.

3. The method of claim 1, wherein a group of cylinders (Zl, Z2) ermit the ^{cylinder-specific} torque contributions len target (TQ_SP_Zl, TQ_SP_Z2) based on a group map ^¬ be telt.

4. The method according to any one of the preceding claims, wherein the cylinders (Zl, Z2) are operated in respectively different and / or same operating modes.

5. The method of claim 4, wherein the operating modes determined depending on the measured variable for each cylinder (Zl, Z2) and evaluated and is controlled depending on an operation mode for the cylinders (Zl, Z2) is selected and the actuator according to ^¬ be selected operating mode depending on the evaluation of the operating modes.

6. The method according to any one of the preceding claims, in which a measured value (VALUE) is detected as a minimum of a repre ^¬ is tiv for the cylinder-individual actual torque contribution of each cylinder (Zl, Z2), and depending on individual cylinders from the measured value (VALUE) Actual Torque contributions (TQ_AV_Z1, TQ_AV_Z2) of the respective cylinders (Zl, Z2) are determined and depending on the determined actual torque contributions (TQ_AV_Zl, TQ_AV_Z2) an actual total torque (TQ_AV) of the internal combustion engine is determined.

7. The method of claim 6, wherein the actual torque contributions (TQ_AV_Z1, TQ_AV_Z2) are determined based on cylinder-specific torque maps.

8. The method of claim 6, wherein the actual torque contributions (TQ_AV_Z1, TQ_AV_Z2) a group of cylinders (Zl, Z2) using a group torque map are he ^¬ averages.

9. An apparatus for controlling an internal combustion engine, which comprises at least two cylinders (Zl, Z2), which at least one sensor and at least one actuator is assigned, the position of which affects a cylinder-specific actual torque contribution from the respective cylinder

(Zl, Z2) is caused, and which is designed for Determining cylinder-specific desired torque contributions (TQ_SP_Z1, TQ_SP_Z2) for the respective cylinders

(Z1, Z2) depending on at least one measured variable of the internal combustion engine,

- Actuation of the actuator depending on the determined target torque contributions (TQ_SP_Zl, TQ_SP_Z2) for setting the respective cylinder-specific actual torque contribution.