Methods, computer program products, and controllers for operating internal combustion engines

Abstract

In a method for operating an internal combustion engine, when a volume sensor is in a first operating state, a first parameter is obtained using a signal from a gas sensor, the first parameter quantitatively characterizing the proportion of gas contained in the exhaust gas of the internal combustion engine, and a second parameter is obtained using the output value of a model. It is proposed that a third parameter be obtained at least temporarily during the first operating state of the gas sensor, and a correction parameter be obtained from the third parameter in a manner that is at least temporarily and at least substantially continuous. The second parameter is obtained by correcting the output value of the model using the correction parameter, such that the value of the third parameter decreases, and the second parameter obtained by correcting the output value of the model is used as a parameter quantitatively characterizing the proportion of gas contained in the exhaust gas of the internal combustion engine, at least when the gas sensor is not in the first operating state.

Description

Technical Field

[0001] The present invention relates to a method for operating an internal combustion engine having multiple cylinders with gaseous fuel, according to the preamble of the parallel claims, a computer program product, and a controller. Background Technology

[0002] Some internal combustion engines on the market are known to have exhaust gas systems with devices for exhaust gas aftertreatment, particularly for reducing harmful emissions. Here, the acquisition and monitoring of emissions is also emphasized within the scope of potential future legal regulations. For example, NOx- and / or NH3- emissions should be stored and output, or monitored. These NOx- and NH3- emissions are typically measured as a summed signal by a NOx- gas sensor; however, this signal is not reliable in all operating conditions of the internal combustion engine. Furthermore, NOx- and NH3- emissions can be calculated and output using models. Summary of the Invention

[0003] The objective of this invention is achieved by a method, a control device, and a computer program product having the features of the parallel claims. Advantageous improvements are proposed in the dependent claims.

[0004] During periods when a reliable quantitative characterization of the gas proportion in the exhaust gas of an internal combustion engine cannot be achieved using a gas sensor, the method according to the present invention enables a relatively accurate quantitative characterization of the gas proportion using a model. This is true, for example, when the gas sensor is not yet in an operating state where it provides a reliable value. Therefore, throughout the entire operating cycle of the internal combustion engine, i.e., immediately following the cold start of the engine until shutdown, and also at the beginning of the operating cycle when the gas sensor, for example, does not yet have the operating temperature required for it to provide a reliable value, a relatively accurate quantitative characterization of the gas proportion in the exhaust gas can be achieved.

[0005] As is known in this invention, emissions can drift during the operating time or lifespan of an internal combustion engine. This drift is caused, for example, by aging of the engine's air system and / or injection system, and by tolerances that change over time. By continuously correcting the model's output values, more or less, according to the method of this invention, a so-called "calibration" is performed using signals from gas sensors, and thus, at least partially, the emission drift can be taken into account when quantitatively characterizing the emissions using the model. Particular attention is paid to the NOx- content in the exhaust gas, especially at the start of engine operation when the exhaust aftertreatment components are not yet at the desired operating temperature and therefore NOx emissions reach the environment largely unimpeded. The method of this invention allows for the determination of these emissions with improved accuracy.

[0006] When we talk about the proportion of gases in exhaust gases or emissions here and there, we are typically referring to raw exhaust gases or raw emissions, that is, exhaust gases or emissions that exist immediately after combustion in the internal combustion engine without any after-treatment.

[0007] Another advantage of the present invention, and the increased accuracy achievable through the second parameter, is the ability to more precisely calculate the required dosage of urea solution for the SCR catalyst. This is because the NOx concentration in the exhaust gas plays a crucial role in determining the dosage. Furthermore, the second parameter plays a vital role in on-board monitoring (OBM). For OBM output, emissions at the output of the exhaust aftertreatment system must be calculated and output. When the first parameter is unavailable because the gas sensor is not in the corresponding first operating state, the second parameter must be used to calculate the NOx amount at the output based on the second parameter and a model of the exhaust aftertreatment system, particularly the SCR catalyst. This is also made more accurate by the present invention. Finally, the present invention also has advantages in so-called "pin-pointing" emissions. This is understood here as the OBM system indicating identified faults. For example, a vehicle with a "high emissions" fault report can be taken to a repair shop, and the fault must then be identified. By following the method of this invention, it is possible to observe whether the problem lies in the original emissions or in the potential gas sensor (NOx sensor). If no problem is found, the fault is more likely located in the exhaust system.

[0008] Specifically, the described advantages are achieved through methods used to operate internal combustion engines. These engines are typically four-stroke engines, used as power sources for motor vehicles, but also as stationary drive units, for example, for generators. Exhaust gases travel from the combustion chamber of such an internal combustion engine to an exhaust system, which typically contains various devices for exhaust aftertreatment, such as oxidation catalysts, particulate filters, SCR catalysts, etc.

[0009] When the gas sensor is in its first operating state, a first parameter is determined using the signal from the gas sensor to quantitatively characterize the proportion of gas contained in the exhaust gas of the internal combustion engine. In this first operating state, the gas sensor typically provides a sufficiently accurate and reliable value. The gas sensor is arranged in the exhaust gas system. "Quantitative" characterization means that, at least ultimately, the mass or volume of the gas proportion can be provided.

[0010] Furthermore, in the method according to the invention, a second parameter is obtained using the model's output values. This second parameter also quantitatively characterizes the proportion of gas contained in the exhaust gas of the internal combustion engine. The second parameter also ultimately allows for the provision of the mass or volume of said gas proportion, also detected by a gas sensor. Ideally, the first and second parameters are identical not only physically but also quantitatively. Different known methods exist for modeling NOx emissions, with many different input parameters, such as parameters of the internal combustion engine's air system, such as air quality and its deviation from target values, air humidity, etc. However, all these models share a common characteristic: they can only model the internal combustion engine and its emissions under nominal ideal conditions.

[0011] The first and second parameters are preferably NOx concentration or NOx mass flow rate. NOx mass flow rate can be calculated, for example, using the exhaust gas mass flow rate. Not only NOx concentration but also NOx mass flow rate are particularly compelling physical parameters.

[0012] According to the invention, at least in the first operating state of the gas sensor, when the gas sensor provides a reliable value, a third parameter is at least temporarily determined, the third parameter representing the difference between the first parameter and the second parameter. This is because the gas sensor reflects reality with high accuracy in its first operating state; however, the model reflects reality increasingly poorly, for example, due to the drift of emissions during the increased operating time of the internal combustion engine, and therefore, in reality, the first and second parameters become increasingly different (if the countermeasures described below are not taken). The third parameter can be the difference between the first and second parameters, or a quotient formed by the first and second parameters. These types of third parameters are particularly easy to obtain.

[0013] The correction parameter is obtained from the third parameter, at least temporarily, in a manner that is at least substantially continuous. Its value then depends at least indirectly on the value of the third parameter. "At least substantially continuous" means that the correction parameter is always re-obtained using the currently available third parameter, i.e., during the operating cycle of the internal combustion engine, for example, truly continuously or intermittently, or at least for definite, relatively short time intervals. The "at least temporarily" determination of the third parameter should be understood such that, for example, during the operation of the internal combustion engine, there can be operating conditions or time periods in which the correction parameter is not or not substantially continuously determined, but rather, for example, not determined at all, and in other words, the last determined value of the correction parameter is used until a re-determined value of the correction parameter is provided.

[0014] The second parameter is obtained by correcting the output value of the correction model using the correction parameter, or more precisely, by making the value of the third parameter smaller. Feedback is then provided on the deviation between the second and first parameters to achieve convergence of the method and ultimately a correction parameter that is substantially constant, at least within a defined time period.

[0015] According to the invention, at least when the gas sensor is not in the first operating state, the second parameter obtained by the output value of the calibration model is used as a parameter to quantitatively characterize the proportion of gas contained in the exhaust gas of the internal combustion engine. Therefore, a calibrated and, in this respect, realistic value is available for the parameter quantifying the proportion of gas contained in the exhaust gas of the internal combustion engine, even when the gas sensor is not in the first operating state and therefore tends to provide a value that is not realistic or reliable.

[0016] In summary, a logic for learning the drift of emissions in the exhaust gas of an internal combustion engine is proposed. Preferably, the logic is activated when a gas sensor is activated (first operating state) and emissions, such as NOx emissions, are measured with high accuracy and reliability. The measured emissions are compared with the emissions obtained using the model, or the corresponding characterizing parameters. Based on this comparison, a correction parameter is calculated to correct the model's output value so that, at the end, a value for emissions can be obtained using the model that corresponds as well as possible to the actual emissions obtained based on the gas sensor signal.

[0017] The improved scheme includes obtaining correction parameters using an observer structure, such as a Luneburger observer or a Kalman filter. An observer structure is a tool that makes system state information available when direct measurement is not possible. Here, the Luneburger observer is relatively simple. The Kalman filter optimizes the estimation by combining the measurement (here, the third parameter) and the system model. Here, the third parameter can be weighted by an observer factor, or observer gain. The resulting weighted parameter is then integrated through the observer, and the correction parameters are obtained from it. With such an observer structure, the correction parameters can be meaningfully and stably obtained.

[0018] As an alternative to such an observer structure, the calculation of the correction parameters can also be achieved by integrating the first and second parameters over a defined time period in the sense of a moving average window and then dividing the two values. The result can then be digitally filtered, for example, using an EWMA filter.

[0019] In the improved scheme, the model's output value is corrected by multiplying it by a correction factor. This is a particularly easy correction of the output value. Here, the term "multiplication" typically refers to the consideration of the factorial of the correction parameter and also includes, for example, division.

[0020] The improved scheme stipulates that the correction parameter is at least substantially continuously calculated only when at least one release condition is met, and the correction parameter is held constant (at its final value) when at least one release condition is not met. This improves the accuracy of the method according to the invention. In particular, this prevents deviations between the first and / or second parameters from being taken into account when they might be particularly unreliable in forming the correction parameter.

[0021] The improved scheme includes a mechanism to reduce the degree of correction to the model's output value when at least one release condition is not met. In this improved scheme, the release condition does not act numerically (e.g., whether the integral stops or not in the observer structure), but rather can be used, for example, to adapt to observer factors. Therefore, stepwise / weighted release, or release condition-considered release, can be achieved.

[0022] The improved scheme sets the release condition to be one of the following groups: the gas sensor is in a first operating state (the first operating state is defined, for example, by the following means: the temperature of the gas sensor is within the range of a precise first parameter provided by the gas sensor; the first operating state typically exists only after a certain period of time after starting, especially a cold start, of the internal combustion engine; the release condition is particularly preferred); the speed of the internal combustion engine is within a predetermined range, typically the middle range; the load of the internal combustion engine is within a predetermined range, typically the middle range; the exhaust gas recirculation rate is within a predetermined range, typically the middle range; the exhaust gas mass flow is within a predetermined range, typically the middle range; the duration of steady-state operation of the internal combustion engine is less than a limit value (therefore preventing over-evaluation of each operating state); the second parameter is greater than a limit value (if the second parameter is relatively small, the offset of the gas sensor signal dominates, thus distorting the results of the method).

[0023] The improved scheme establishes that the degree of correction for the model's output values ​​depends on the current operating point of the internal combustion engine. Therefore, the degree of correction is not uniform across the entire family of characteristic curves of the internal combustion engine, but rather uses a family of characteristic curves based on speed / load or injection quantity / torque, which has individual correction parameters on the entries of the characteristic curve family. Discrete characteristic curve family entries can, for example, be interpolated two-dimensionally between individual points. Alternatively, characteristic curves with correction parameters based on emission values, such as NOx concentration values, can also be used.

[0024] The improved design incorporates a system whereby, under at least one pre-defined condition, the gas sensor is induced into a first operating state by running the heating device before starting the internal combustion engine. This pre-defined condition falls into one of the following categories: suspected drift of the gas sensor and / or the internal combustion engine exceeds a limit value; or a pre-defined operating time of the internal combustion engine has expired. Therefore, correction parameters can be obtained at least sometimes immediately following engine start-up, and thus, the NOx emissions obtained by the gas sensor during a cold start can be specifically compared with the NOx emissions obtained by the model, and correction parameters can be specifically obtained for this operating condition. Here, it is also possible to detect whether and to what extent the correction parameters obtained so far during normal engine operation can be used in such a cold start situation. In the case of motor vehicles, the operation of the heating device can be triggered, for example, when the user unlocks the vehicle or opens the driver's door.

[0025] Computer program products also fall under this invention, and the computer program products include commands that, when implemented by a computer, cause the computer to perform the methods of the type described above.

[0026] The controller also pertains to this invention. The controller is used to control and / or regulate the operation of an internal combustion engine. The controller includes at least one processor, at least one memory, and at least one computer program product of the type described above stored in the memory. Attached Figure Description

[0027] The invention will now be explained with reference to the accompanying drawings. The drawings show: Figure 1 A schematic diagram of an internal combustion engine is shown, which has an exhaust gas system and gas sensors arranged in the exhaust gas system. Figure 2 It shows the method for running Figure 1 A block diagram of a method for developing an internal combustion engine; Figure 3 The diagram shows curves plotted over time for a first operating condition, illustrating the changes in NOx emissions, the operating status of the gas sensor, and the calibration parameters, derived from the gas sensor and the model. Figure 4 A similar approach to the second operating condition is shown. Figure 3 The curve graph. Detailed Implementation

[0028] The functionally equivalent elements and areas in the various figures and embodiments thereafter are referred to by the same reference numerals. Typically, they are explained in detail only when first mentioned.

[0029] Internal combustion engines Figure 1 The reference numeral 10 is generally used in the accompanying drawings. The internal combustion engine typically includes four cylinders, each having a combustion chamber 12. Each combustion chamber 12 has at least one inlet valve (not shown) and an outlet valve (not shown), as well as an ignition device (not shown). The combustion chamber 12 is connectable to an air supply area 14 via its inlet valve. The combustion chamber 12 is connectable to an exhaust gas area 16 via its outlet valve.

[0030] Viewed generally along the airflow direction 18, a throttle valve 20 (“throttle valve”) is arranged upstream of the combustion chamber 12 in the air supply area 14. Upstream of the throttle valve 20 is another typical component, such as that belonging to the exhaust gas turbocharger 22, which will not be described in detail here.

[0031] Exhaust gas zone 16 includes multiple exhaust gas aftertreatment devices, such as an oxidation catalyst 24, a particulate filter 26, and an SCR catalyst 28. A gas sensor 30 is also arranged in exhaust gas zone 16, coupled to an electrically operated heating device 31. The gas sensor 30 provides a signal that allows the determination of a first parameter, which quantitatively characterizes the proportion of gases contained in the exhaust gas of the internal combustion engine 10, such as the NOx content. An exhaust gas return line 32 branches off from exhaust gas zone 16, leading to the air supply zone 14. An exhaust gas return valve 34 is primarily arranged in exhaust gas return line 32.

[0032] The controller 36 also belongs to the internal combustion engine 10 and is capable of controlling and / or regulating the operation of the internal combustion engine 10. The controller includes at least one processor and at least one memory. A computer program product is stored in the memory, in which, in embodiments of the computer program product, the controller 36 implements defined methods, which will be described in more detail below. For this purpose, the controller 36 receives signals from various sensors, primarily the gas sensor 30, and generates control signals for various actuators.

[0033] The method is implemented by controller 36, which enables the storage, output, and monitoring of emissions generated during the operation of the internal combustion engine 10, more specifically from the start to the end of the operating cycle. NOx emissions and NH3 emissions are detected as a summed signal by gas sensor 30. However, NOx emissions, i.e., the proportion of NOx gas included in the exhaust gas of the internal combustion engine 10, are particularly considered hereby exemplarily. Referring now to... Figure 2 Explain the method described.

[0034] In functional block 38, when the gas sensor is in a first operating state, a first parameter 40 is obtained using the signal from the gas sensor 30. The first parameter quantitatively characterizes the proportion of gas contained in the exhaust gas of the internal combustion engine 10, currently exemplarily NOx emissions. The first operating state is an operating state in which the temperature of the gas sensor enables a reliable and accurate determination of the gas proportion.

[0035] The second parameter 44 is obtained using function block 42, or more precisely, using the output value 46 of model 48. This second parameter also quantitatively characterizes the proportion of gases contained in the exhaust gas of the internal combustion engine 10, i.e., NOx emissions, as exemplarily described here as well. Model 48 receives different input parameters, such as the crankshaft speed of the internal combustion engine 10, the amount of fuel injected into the combustion chamber 12, the exhaust gas recirculation rate, etc. This is indicated by arrow 50. Here, not only the first parameter but also the second parameter can be, for example, NOx concentration or NOx mass flow.

[0036] In function block 52, a third parameter 54 is formed, representing the difference between the first parameter 40 and the second parameter 44. Using the third parameter 54, a correction parameter 56 is finally obtained by multiplying the correction parameter by the output value 46 of model 48 in function block 58, thereby correcting the output value 46 and obtaining the second parameter 44. The determination of the correction parameter 56 is implemented using an observer structure 60, which can include, for example, a Romberg observer or a Kalman filter. In function block 62, the third parameter is multiplied by an observer gain factor, provided in function block 64, which pertains to the observer structure 60. The observer gain factor 64 can have a constant value, but it can also depend on the pre-given operating conditions of the internal combustion engine 10 and thus enable the weighting function of the observer structure 60.

[0037] Furthermore, integrator 66 belongs to observer structure 60; however, the integrator is activated only when one or more pre-defined release conditions 70 exist in function block 68. The release conditions can be one or more from the following groups: • The gas sensor 30 is in a first operating state, i.e., it has such a high and sufficiently high operating temperature that the signal provided by the gas sensor can be considered reliable; • The speed of the internal combustion engine 10 is within a predetermined range. The predetermined range is typically a “middle” speed range, which is therefore spaced downwards from the no-load speed and upwards from the maximum speed of the internal combustion engine 10; • The load (torque) of the internal combustion engine 10 is within a predetermined range. This also applies here; the predetermined range is typically an “intermediate” load range, which is therefore spaced downwards from the no-load load and upwards from the full load. • The exhaust gas recirculation rate is within a predetermined range. More specifically, the predetermined range is typically an “intermediate” range, within which an intermediate amount of exhaust gas is recirculated from the exhaust gas region 16 to the air supply region 14 via the exhaust gas recirculation line 32; • The exhaust gas mass flow is within a pre-defined range. More specifically, this pre-defined range is typically an "intermediate" range, within which the exhaust gas mass flow is neither minimum nor maximum; • The duration of steady-state operation of the internal combustion engine 10 is less than the limit value. In the event of an excessively long steady-state operation phase at the same operating point, the release is therefore revoked to prevent over-evaluation of each operating state when determining the correction parameter 56; • The second parameter 44 is greater than the limit value. When the second parameter 44 obtained using model 48 is relatively small, the release is therefore also revoked because there is a danger in such a range that the offset of the NOx-gas sensor 30 becomes dominant and therefore the correction of the output value 46 of model 48 by the observer structure 60 is meaningless.

[0038] When integrator 66 stops due to one or more unmet release conditions 70, this does not mean that the output value 46 is not corrected at all; rather, it only means that the correction parameter 56 remains constant at the last obtained value. Conversely, if integrator 66 is activated due to a satisfied release condition 70, the correction parameter 56 is at least substantially always refitted or continuously adjusted.

[0039] Figure 3 and Figure 4 The curves showing the time-varying values ​​of the first parameter 40 (solid line), the second parameter 44 (dashed line), and the correction parameter 56 are shown, as well as the operating state Stat of the gas sensor 30 from time point 0, i.e., ON or OFF. In addition, the internal combustion engine 10 is started from a cold start. Figure 3 It shows the initial use with the help of Figure 2 The time-varying curve of the observer structure 60 after correction. Figure 4 This shows the use of [method / technology] in the following steps. Figure 2 The time-varying curve of the observer structure 60 under the condition of correction.

[0040] Time period dt1 is the period immediately following the cold start of the internal combustion engine 10, during which the gas sensor 30 is not yet in the first operating state ON, in which the gas sensor provides a reliable signal. During this phase dt1 (“Application Phase”), only the second parameter 44 is available for monitoring and storing NOx emissions. Time period dt2 (“Learning Phase”) is the period during which the gas sensor 30 is in the first operating state ON, and therefore the integrator 66 is released at least with respect to the operating state Stat of the gas sensor 30. It can be seen that the calibration parameter 56 in… Figure 3 The value gradually decreased from 1, and... Figure 4 The value of 0.8 is essentially constant here, which is self-evident and only exemplarily defined, or converges to. This is achieved by feeding the third parameter 54 back to the second parameter 44 via the observer structure 30 and the correction parameter 56.

[0041] It can be seen that the second parameter 44, obtained by means of the output value 56 of the calibration model 48 by means of the calibration parameter 56, can be used as a parameter to quantitatively characterize the proportion of gas (NOx) contained in the exhaust gas of the internal combustion engine 10, at least during the time period dt1, i.e. when the gas sensor 30 is not in the first operating state ON.

[0042] Furthermore, though not shown in the figure, it is theoretically feasible to reduce the degree of correction of the output value 46 of model 48 when at least one release condition is not met. This can be achieved, for example, by influencing the integrator 66, but it can also be achieved by influencing the observer gain factor 64. In a similar manner, the degree of correction of the output value 46 of model 48 can depend on the current operating point of the internal combustion engine 10, and thus, for example, on the current speed and current load of the internal combustion engine 10.

[0043] The first operating state of the gas sensor 30 can also be caused by running the heating device 31 before starting the internal combustion engine 10, i.e. Figure 3 and Figure 4 The time point 0 in the curve graph. Here, the operation of the heating device 31 can be made dependent on pre-given conditions, such as suspicion that the drift of the gas sensor 30 and / or the internal combustion engine 10 exceeds the limit value, or the expiration of the pre-given operating time of the internal combustion engine 10. If such suspicion exists or the pre-given operating time of the internal combustion engine 10 expires, then the heating device 31 can be operated, for example, when the user of the motor vehicle equipped with the internal combustion engine 10 unlocks the vehicle or opens the driver's door. In this case, the gas sensor 30 has already provided a reliable value during the time period dt1, and then it is also possible to perform correction or detect the quality of correction by means of the observer structure 30 during this particularly important time period.

Claims

1. A method for operating an internal combustion engine (10), in, When the gas sensor is in the first operating state (ON), a first parameter (40) is obtained using the signal from the gas sensor (30). This first parameter quantitatively characterizes the proportion of gas contained in the exhaust gas of the internal combustion engine (10), and Among them, the second parameter (44) is obtained by using the output value (46) of the model (48). The second parameter also quantitatively characterizes the proportion of gas contained in the exhaust gas of the internal combustion engine (10). Its features are, At least temporarily during the first operating state (ON) of the gas sensor (30), the third parameter (54) is determined, the third parameter representing the difference between the first parameter (40) and the second parameter (44). The correction parameter (56) is obtained from the third parameter (54) at least temporarily and at least substantially continuously. The second parameter (44) is obtained by correcting the output value (46) of the model (48) using the correction parameter (56), thereby reducing the value of the third parameter (54), and At least when the gas sensor (30) is not in the first operating state (ON), the second parameter (44) obtained by correcting the output value (46) of the model (48) is used as a parameter to quantitatively characterize the proportion of gas contained in the exhaust gas of the internal combustion engine (10).

2. The method according to claim 1, characterized in that, The correction parameters (56) are obtained when using an observer structure (60), particularly a Romberg observer or a Kalman filter.

3. The method according to at least one of the preceding claims, characterized in that, The output value (46) of the model (48) is corrected by multiplying (58) with the correction parameter (56).

4. The method according to at least one of the preceding claims, characterized in that, The correction parameter (56) is at least substantially continuously determined only when at least one release condition (70) is met, and the correction remains constant when at least one release condition (70) is not met.

5. The method according to at least one of the preceding claims, characterized in that, When at least one release condition (70) is not met, the degree of correction of the output value (46) of the model (48) is reduced.

6. The method according to at least one of claims 4 or 5, characterized in that, The release condition (70) is from one of the following groups: the gas sensor (30) is in a first operating state (ON); the speed of the internal combustion engine (10) is within a predetermined range; the load of the internal combustion engine (10) is within a predetermined range; the exhaust gas recirculation rate is within a predetermined range; the exhaust gas mass flow is within a predetermined range; The duration of steady-state operation of the internal combustion engine (10) is less than the limit value; the second parameter is greater than the limit value.

7. The method according to at least one of the preceding claims, characterized in that, The degree of correction of the output value (46) of the model (48) depends on the current operating point of the internal combustion engine (10).

8. The method according to at least one of the preceding claims, characterized in that, When at least one pre-given condition exists, the gas sensor (30) is brought into a first operating state by running the heating device (31) before starting the internal combustion engine (10), wherein the pre-given condition is from one of the following groups: suspected drift of the gas sensor (30) and / or the internal combustion engine (10) is greater than a limit value; or the pre-given operating time of the internal combustion engine (10) has expired.

9. A computer program product comprising commands that, when executed by a computer, cause the computer to perform the method according to at least one of the preceding claims.

10. A controller (36) for controlling and / or regulating the operation of an internal combustion engine (10), the controller comprising at least one processor, at least one memory, and at least one computer program product according to claim 9 stored in the memory.

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