Method for operating an internal combustion engine, in particular a motor vehicle

Abstract

Method for operating an internal combustion engine (10), in particular of a motor vehicle, wherein the internal combustion engine (10) has an adjustable component through which a gas flows and by whose position the gas flowing through is influenced, wherein an effective flow area of ​​the component is determined with the aid of a model, and in that the position of the component is controlled and / or regulated as a function of the effective flow area, characterized in that an effective flow-through actual area (FistRKL) and an effective flow-through desired area (FsoIIRKL) are modeled, and in that the position of the control flap (15) is controlled as a function thereof.

Description

Prior ArtThe invention relates to a method for operating an internal combustion engine, in particular of a motor vehicle, according to the preamble of claim 1.FIG. 1 schematically shows an internal combustion engine 10. An air-exhaust mixture is supplied to a cylinder 11 via an intake pipe 12. Furthermore, fuel is supplied to the cylinder 11 in a manner not shown. The air-exhaust mixture and the fuel are burned in the cylinder 11. The resultant exhaust gas is discharged into an exhaust pipe 13.The intake pipe 12 houses a regulating flap 15. The position of the regulating flap 15 can be varied by an actuator 16 as a function of a signal RKL.Between the butterfly valve 15 and the cylinder 11, an exhaust gas recirculation pipe 17 opens into the intake pipe 12, and the other end of the exhaust gas recirculation pipe 17 is connected to the exhaust pipe 13. An exhaust gas recirculation valve 18 is accommodated in the exhaust gas recirculation pipe 17. The position of the exhaust gas recirculation valve 18 can be changed by an actuator 19 as a function of a signal EGR.In the exhaust pipe 13, a turbine 21 is provided downstream of the connection with the exhaust gas recirculation pipe 17. The turbine 21 is coupled to a compressor 22. The compressor 22 is assigned to the intake pipe 12, namely upstream of the regulating flap 15.In the intake pipe 12, an air mass sensor 24 is present upstream of the regulating flap 15 and upstream of the compressor 22. This air mass flow sensor 24 is suitable for measuring the air mass flow in the intake pipe 12 and for emitting it in the form of an actual air mass flow signal LMSist.A control unit 30 is assigned to the internal combustion engine 10.According to FIG. 1, the air mass flow actual signal LMSist is fed to the control unit 30. Furthermore, the control unit 30 is provided with an air mass flow setpoint signal LMSsoll. This air mass flow setpoint signal LMSsoll can be generated inside or outside the control unit 30. As a function of the actual air mass flow signal LMSact and the desired air mass flow signal LMSsoll, the control unit 30 generates the signal RKL with which the position of the regulating flap 15 is changed. For this purpose, a PI controller or a PID controller is included in the control unit 30.The above explanations relating to FIG. 1 are also given in DE 196 20 039 A1.DE 103 49 490 A1 relates to a method and a device for estimating and regulating a cylinder air charge in which throttle valve flows or EGR flows are used directly for controlling an effective flow area for a throttle valve or EGR valve.DE 103 18 243 A1 relates to a method and a device for operating an internal combustion engine, in which an exhaust gas turbocharger is provided for compressing the air supplied to the internal combustion engine. In this case, a drive power of a turbine of the exhaust gas turbocharger in an exhaust system of the internal combustion engine is changed by varying a turbine geometry.DE 199 44 178 A1 relates to a method for controlling the throttle valve in the intake pipe of an internal combustion engine as a function of a predeterminable setpoint air mass flow.DE 100 09 182 A1 describes methods for controlling or regulating the torque of an internal combustion engine by controlling or regulating the position of a throttle valve present in the intake manifold, in which a quotient of the setpoint air mass flow and the pressure quotient is formed at the level of the throttle valve in order to determine the throttle valve angle.DE 100 31 552 C2 discloses an electronic control device for selectively controlling different types and operating modes of internal combustion engines.DE 198 02 106 A1 relates to an exhaust gas recirculation device, in particular for a diesel engine.A disadvantage of the control and / or regulation of the internal combustion engine 10 described with reference to FIG. 1 is that the amplification of the described control loops can change, if appropriate, depending on the respectively present operating point of the internal combustion engine 10. This then requires gain scheduling in the control circuits described. The effort involved in adapting or applying the amplification of the control loops to the respectively present operating point in this case is very high.Furthermore, in the control and / or regulation of the internal combustion engine 10 described with reference to FIG. 1, environmental influences acting on the internal combustion engine 10 can only be compensated with the aid of further applications. This also increases the effort of the known control and / or regulation.Object and Advantages of the InventionIt is an object of the invention to provide a method for operating an internal combustion engine, in particular a motor vehicle, which requires less effort.This object is achieved in a method of the type mentioned at the beginning according to the invention with the aid of the features of the characterizing part of claim 1. In the case of a computer program or a storage medium or a control device of the type mentioned at the beginning, the object is achieved accordingly according to the invention.According to the invention, the effectively throughflowed surface of that component is modeled which is flowed through by the gas and by the position of which the gas flowing through is influenced. This surface through which effective flow takes place is used for controlling and / or regulating the position of the component.In this way, it is achieved that the said surface of the component through which the flow effectively passes and thus the said control and / or regulation is substantially independent of the current operating point of the internal combustion engine.The component through which the gas flows can be, for example, the regulating flap or the exhaust gas recirculation valve or the turbine of the exhaust gas turbocharger of the internal combustion engine.In these cases, an effectively throughflow area of the regulating flap is modeled or an effectively throughflow area of the exhaust gas recirculation valve is modeled or an effective throughflow area of the turbine is modeled. These surfaces through which flow effectively takes place are then used for controlling and / or regulating the regulating flap or the exhaust gas recirculation valve or the exhaust gas turbocharger.This procedure has the advantage that the aforementioned surfaces of the regulating flap or of the exhaust gas recirculation valve or of the turbine, which are effectively flown through, depend to the greatest extent only on the position of the respectively associated actuator. The surfaces through which the flow is effective are, however, almost independent of the current operating point of the internal combustion engine. The said surfaces through which flow effectively takes place are therefore subjected to virtually no change on account of a changed operating point of the internal combustion engine. The gain scheduling mentioned at the beginning therefore does not have to be carried out in the control and / or regulation according to the invention.The same also applies to environmental influences which act on the internal combustion engine. The effect of such environmental influences on the surface of the regulating flap or of the exhaust gas recirculation valve or of the turbine through which flow is effective is very slight. In any case, these environmental influences are substantially reduced in comparison with the procedure according to the prior art in the invention.At the same time, the invention provides the possibility of compensating changes in the behavior of the respective control circuits in a simple manner, for example on account of what is known as a "bottoming". Such a sottling cannot be compensated for in practice in a procedure according to the prior art.DESCRIPTION OF THE EMBODIMENTSFurther features, possible applications and advantages of the invention are evident from the following description of exemplary embodiments of the invention, which are illustrated in the figures of the drawing. All features described or shown form the subject matter of the invention, either alone or in any combination, independently of their summary in the patent claims or their reference, and independently of their formulation or representation in the description or in the drawing. FIG. 1 shows a schematic block diagram of an exemplary embodiment of an internal combustion engine according to the invention. FIGS. 2 aand 2 b show schematic block diagrams of exemplary embodiments of methods according to the invention for operating the internal combustion engine of FIG. 1.The control and / or regulation of the internal combustion engine 10 with the aid of the control unit 30 has already been explained with reference to FIG. 1. These explanations are also based on the following description of FIGS. 2 aand 2 b. The explained linking of the air mass flow actual signal LMSact and the air mass flow desired signal LMSsoll or of the exhaust gas mass flow actual signal AMSact and of the exhaust gas mass flow desired signal AMSsoll via a PI controller or a PID controller is, however, embodied differently in the following explanations.FIG. 2a shows a method with which the signal RKL is generated, with which the position of the regulating flap 15 is changed. The method of FIG. 2 ais executed by the control unit 30. The signals explained below are present within the control unit 30 or are supplied to the control unit 30.The actual air mass flow signal LMSist is fed to a block 33 of FIG. 2a. As has already been explained, this actual air mass flow signal LMSist is made available by the air mass flow sensor 24.Furthermore, an actual pressure curve DVist, an air pressure actual signal DList and an air temperature actual signal TList are supplied to block 33 of FIG. 2 a.The actual pressure profile DVist is determined at the junction of the exhaust gas recirculation pipe 17 into the intake pipe 12. This actual pressure curve DVis thus the pressure curve at that point of the intake pipe 12 at which the supplied air and the recirculated exhaust gas are mixed with one another. The actual pressure profile DVistcan be determined, for example, with the aid of one or more pressure sensors assigned to the intake pipe 12. It is likewise possible to derive the actual pressure profile from other operating variables of the internal combustion engine with the aid of a corresponding modeling.The actual air pressure signal DListrepresents the pressure which is present in the intake pipe 12 upstream of the regulating flap 15 in the direction of flow, that is to say upstream of the regulating flap 15. It is likewise possible to derive the compressed air actual signal DListfrom other operating variables of the internal combustion engine 10 with the aid of a corresponding modeling.The air temperature actual signal TListrepresents the temperature that the air has upstream of the control flap 15 in the direction of flow, i.e. upstream of the control flap 15.The block 33 of FIG. 2a represents a model of the regulating flap 15. In particular, this is an inverse model of this regulating flap 15.With the aid of this model of block 33, an output variable is determined from the input variables explained above, which represents the actual area FistulaKLL of the regulating flap 15 through which the flow is effective. This actual area FistRKLis thus that cross-sectional area of the regulating flap 15 through which the air in the intake pipe 12 can actually flow. As mentioned, this actual area FistulaKLLis not actually measured, but estimated by means of the model of the block 33.In FIG. 2 a, a block 34 is also present, to which the air mass flow setpoint signal LMSsoll, the actual pressure profile DVist, the air pressure actual signal DList and the air temperature actual signal TList are fed.As already mentioned, the air mass flow setpoint signal LMSsoll is generated within the control unit 30 or is otherwise supplied to the control unit 30. With regard to the actual pressure profile DVist, the actual air pressure signal DList and the actual air temperature signal TList, reference is made to the explanations relating to the block 33.Similarly to block 33, block 34 also represents a model of the regulating flap 15. In particular, the block 34 represents an inverse model of this regulating flap 15. Preferably, the models of blocks 33, 34 match.According to FIG. 2 a, the block 34 generates an output variable depending on the input variables explained, which corresponds to the effectively flowed through setpoint surface FnominalKLLof the regulating flap 15. This setpoint area FnominalRKL thus represents that cross-sectional area of the regulating flap 15 which is intended to be available to the air flowing in the intake pipe 12. As already mentioned, this desired area FdesKLLis not directly predefined, but rather is obtained from the explained input variables with the aid of the model of block 34.The actual area FistRKL of the regulating flap 15 through which effective flow takes place and the desired area FnominalRKL of the regulating flap 15 through which effective flow takes place are fed to a block 35 according to FIG. 2 a. This block 35 is a PI controller or a PID controller. Depending on the actual area FistRLand the target area FsollRL, the block 35 generates the signal RKL, with which the position of the regulating flap 15 is then changed.Preferably, a desired actual value comparison of the actual surface FistKLL and the desired surface FnominalKLL can be provided for this purpose. Alternatively, however, it is also possible for the setpoint area FnominalRKLto act directly on the position of the regulating flap 15, in particular via a characteristic curve, while the signal RKLgenerated by the block 35 as a function of the actual area FistRKLis superimposed on this direct control.The PI controller or the PID controller of the block 35 thus carries out a control of the effectively throughflow area of the regulating flap 15. The actual surface FistRKL is controlled to the desired surface FnominalRKL. The signal RKL represents the manipulated variable.It is essential that in the method of FIG. 2a, the actual air mass flow signal LMSactualand the desired air mass flow signal LMStargetare not used directly for regulating the regulating flap 15. Instead, models are provided, with the aid of which the actual area FistRL, through which the effective flow is effected, and the desired area FnominalKLL, through which the effective flow is effected, of the regulating flap 15 are determined. These latter surfaces are then used for regulating the regulating flap 15.It is pointed out that the blocks 33, 34 can also be supplied with input variables other than those explained. It is therefore possible for the actual surface FistRKL, through which the effective flow takes place, and the setpoint surface FnominalRKL, through which the effective flow takes place, to also be determined with the aid of different models. Likewise, instead of the measured or modeled actual variables, otherwise calculated setpoint variables can also be used.According to FIG. 1, an exhaust gas mass flow actual signal AMSact and an exhaust gas mass flow setpoint signal AMSsetpoint are fed to the control unit 30. As a function of the exhaust gas mass flow actual signal AMSact and the exhaust gas mass flow setpoint signal AMSsoll, the control unit 30 generates the signal EGR, with which the position of the exhaust gas recirculation valve 18 is changed. For this purpose, a PI controller or a PID controller is included in the control unit 30.Instead of the actual exhaust gas mass flow signal AMSactand the target exhaust gas mass flow signal AMSsoll, it is also possible to use other operating variables of the internal combustion engine 10, with which it is possible to characterize the operating conditions in the exhaust gas recirculation pipe 17. For example, it is possible to measure the pressure in the intake pipe 12 with the aid of a pressure sensor. The pressure sensor can preferably be arranged directly in front of the cylinder 11. An actual pressure signal can be derived from the measured pressure. Accordingly, a pressure target signal can be generated. From the actual pressure signal and the desired pressure signal, the position of the exhaust gas recirculation valve 18 can then be changed again via a PI regulator or a PID regulator.FIG. 2 b shows a method which is provided to generate the signal EGR with which the position of the exhaust gas recirculation valve 18 is changed. The method of FIG. 2 bmay be used alternatively or in addition to the method of FIG. 2 a.In FIG. 2 b, a block 37 is provided to which the actual exhaust gas mass flow signal AMSact is fed. As has been explained, this exhaust gas mass flow actual signal AMSactmay be generated within the control unit 30 or may be otherwise supplied to the control unit 30. Likewise, it has already been explained that other signals, for example pressure signals, can also be used if appropriate instead of the actual exhaust gas mass flow signal AMSist.Furthermore, the actual pressure curve DVist is supplied to the block 37 with an exhaust gas pressure actual signal DAist and an exhaust gas temperature actual signal TAist.With regard to the actual pressure profile DVist, reference is made to the corresponding explanations in connection with FIG. 2 a.The exhaust gas pressure actual signal DAistrepresents the so-called exhaust gas back pressure, which is present in the exhaust gas recirculation pipe 17 or in the exhaust gas pipe 13 upstream of the exhaust gas recirculation valve 18 in the flow direction of the exhaust gas. This exhaust gas back pressure can be measured, for example, with the aid of a pressure sensor assigned to the exhaust gas recirculation pipe 17. It is likewise possible for the exhaust gas pressure actual signal DAist to be determined with the aid of corresponding models from other operating variables of the internal combustion engine 10.The actual exhaust gas temperature signal TAist corresponds to the temperature of the recirculated exhaust gas. The actual exhaust gas temperature signal TAactcan thus be measured by a temperature sensor arranged within the exhaust gas recirculation pipe 17. It is likewise possible for the exhaust gas temperature actual signal TAist to be derived from other operating variables of the internal combustion engine 10 with the aid of corresponding models.Block 37 of FIG. 2 brepresents a model of the exhaust gas recirculation valve 18. In particular, this is an inverse model of the exhaust gas recirculation valve 18.Depending on the input variables explained, block 37 generates an actual area FistAGRof exhaust gas return valve 18 through which effective flow takes place. As already mentioned, said actual area FistulaAGRis not measured, but rather is determined with the aid of the model of the block 37.In FIG. 2 b, a block 38 is also present.The exhaust gas mass flow setpoint signal AMSsoll is fed to this block 38. As has been explained, this exhaust gas mass flow setpoint signal can be generated within the control unit 30. It is likewise possible for the exhaust gas mass flow setpoint signal to be supplied to the control unit 30 in another way. Furthermore, it has been explained that instead of the exhaust gas mass flow setpoint signal AMSsoll, other operating variables of the internal combustion engine 10 can also be used, for example pressure signals.Furthermore, the actual pressure curve DVist, the exhaust gas pressure actual signal DAist and the exhaust gas temperature actual signal TAist are supplied to the block 38. With regard to these aforementioned signals, reference is made to the explanations concerning the block 37 of FIG. 2 b.Similarly to block 37, block 38 is also a model of the exhaust gas recirculation valve 18.As a function of the input variables explained, the block 38 generates a setpoint area FnominalAGRof the exhaust gas recirculation valve 18 through which effective flow takes place. As has been explained, the specified setpoint area FnominalAGRof the exhaust gas recirculation valve 18 is not directly predefined, but rather is determined with the aid of the model of the block 38.The actual area FistAGR of the exhaust gas recirculation valve 18 through which effective flow takes place and the desired area FnomAGR of the exhaust gas recirculation valve 18 through which effective flow takes place are fed to a block 39. The block 39 is a PI controller or a PID controller. Depending on the actual area FistEGRand the target area FsollEGR, the block 39 generates the signal EGR, with which the exhaust gas recirculation valve 18 is activated and its position is changed.Preferably, a desired-actual value comparison is carried out for this purpose. Alternatively, however, a control with the desired area FdesAGRand a superimposed control with the actual area FistAGRmay also be provided.With the aid of block 39, a regulation of the effectively throughflow area of exhaust gas return valve 18 is thus realized. The actual surface FistAGR is controlled to the target surface FsollAGR. The signal EGR generated by the block 39 represents the manipulated variable in this regulation.It is essential that in the method of FIG. 2 b, the actual exhaust gas mass flow signal AMSist and the desired exhaust gas mass flow signal AMSsoll are not used directly for regulation. Instead, the actual area FistAGR, through which effective flow takes place, and the desired area FnomAGR, through which effective flow takes place, of the exhaust gas recirculation valve 18 are determined with the aid of models. This actual surface FistAGR and the target surface FsollAGR are then used for regulating the position of the exhaust gas recirculation valve 18.Furthermore, the turbine 21 of FIG. 1 is provided with a variable turbine geometry. In this case, the area provided by the turbine 21 for conveying gas can therefore be changed. This is carried out as a function of a setting signal, not shown. The control signal is preferably influenced as a function of that actual pressure in the intake pipe 12 which is present downstream of the compressor 22, and of an associated setpoint pressure. A pressure sensor can be provided for measuring the actual pressure. The desired pressure can be predefined in another manner. Overall, the combination of turbine 21 and compressor 22 thus represents a variable exhaust gas turbocharger.Comparable to FIGS. 2 a, 2 b, a model is also present for the turbine 21 of the described variable exhaust gas turbocharger.This model is acted upon by input variables, among other things by the said actual pressure. From these input variables, the model generates an output variable which corresponds to the actual area of the turbine 21 through which the flow is effective. This actual area is that cross-sectional area of the turbine 21 through which the exhaust gas can actually flow.Accordingly, the model generates an output variable depending on input variables, inter alia depending on the stated setpoint pressure, which corresponds to the setpoint area of the turbine 21 through which the effective flow takes place. This target surface is that surface of the turbine 21 which is to be available to the exhaust gas flowing through.The actual area of the turbine 21 through which the effective flow takes place and the desired area of the turbine 21 through which the effective flow takes place are fed to a PI regulator or a PID regulator.For example, with the aid of a setpoint-actual value comparison, the already mentioned actuating signal is derived from the actual surface and the setpoint surface, with which the turbine 21 is controlled and with which its variable turbine geometry is changed. Alternatively, a control with the desired surface and a superimposed regulation of the actual surface of the turbine 21 can also be provided.In the method described above, the pressure downstream of the compressor 22 is therefore not used directly for regulating the variable turbine geometry of the turbine 21. Instead, models are provided, with the aid of which the actual area of the turbine 21 through which the effective flow is carried out and the setpoint area of the turbine 21 through which the effective flow is carried out are determined. These latter surfaces are then used to control the variable turbine geometry of the turbine 21.The control of the regulating flap 15, the control of the exhaust gas recirculation valve 18 and the control of the variable turbine geometry of the turbine 21 are described above. These regulations can be present individually and thus independently of one another.For example, only the explained regulation of the regulating flap 15 can be present. In this case, the exhaust gas recirculation pipe 17, the turbine 21 and the compressor 22 can be omitted. Likewise, only the regulation of the variable turbine geometry of the turbine 21 can be present. In this case, the exhaust gas recirculation pipe 17 can also be omitted.However, it is also possible for the described regulations to be present in any combination with one another. Thus, in particular, the regulation of the regulating flap 15 and the regulation of the exhaust gas recirculation valve 18 can be present jointly. In this case, the turbine 21 and the compressor 22 can be omitted. It is understood that each of the described individually or in combination can also be combined with other types of regulations.Furthermore, it is possible that the explained actual values and setpoint values are not present as individual variables, respectively, but that instead of the setpoint value a setpoint trajectory with its derivatives is present, and that instead of the actual value an actual trajectory is present. In this connection reference is made to German patent application DE... (Bosch, Role Number 306468).The control device 30 can be designed as an analog circuit. Preferably, however, the control device 30 has a microprocessor or the like, to which a storage medium is assigned. A computer program is stored on the storage medium, which is suitable for carrying out the explained functions of the control unit 30.

Claims

Method for operating an internal combustion engine (10), in particular of a motor vehicle, wherein the internal combustion engine (10) has an adjustable component through which a gas flows, and through the position of which the gas flowing through is influenced, wherein an effectively flowed-through surface of the component is determined with the aid of a model, and that the position of the component is controlled and / or regulated as a function of the effectively flowed-through surface, characterized in that an effectively flowed-through actual surface (FistKLL) and an effectively flowed-through setpoint surface (FsoIIRKL) are modeled, and in that the position of the regulating flap (15) is regulated as a function thereof.Method according to Claim 1, wherein the internal combustion engine (10) has an intake pipe (12), to which a regulating flap (15) is assigned, the position of which can be changed, characterized in that the area of the regulating flap (15) through which the effective flow takes place is determined with the aid of a model (33, 34), and in that the position of the regulating flap (15) is controlled and / or regulated as a function of the area through which the effective flow takes place.Method according to Claim 1, in which an air mass flow actual signal (LMSact) and an air mass flow setpoint signal (LMSset) are determined, characterized in that the actual surface (FactRKL) through which the effective flow is effected and the setpoint surface (FsetRKL) through which the effective flow is effected are modeled as a function of operating variables of the internal combustion engine (10), In particular, depending on the air mass flow actual signal (LMSact) and / or the air mass flow desired signal (LMSsoll) and / or an actual pressure profile (DVact) in the intake pipe (12) and / or an air pressure actual signal (DLact) of the pressure in the intake pipe (12) upstream of the regulating flap (15) and / or an air temperature actual signal (TLact) of the temperature of the air flowing through upstream of the regulating flap (15).Method according to Claim 1, wherein the internal combustion engine (10) has an exhaust gas recirculation pipe (17) which opens into an intake pipe (12) and to which an exhaust gas recirculation valve (18) is assigned, the position of which can be changed, characterized in that the area of the exhaust gas recirculation valve (18) through which the effective flow is determined with the aid of a model (37, 38), and in that the position of the exhaust gas recirculation valve (18) is controlled and / or regulated as a function of the area through which the effective flow is made.Method according to Claim 4, characterized in that an actual area (FistAGR) through which effective flow takes place and a setpoint area (FnomAGR) through which effective flow takes place are modeled, and in that the position of the exhaust gas recirculation valve (18) is regulated as a function thereof.Method according to Claim 5, characterized in that the actual surface (FistAGR) through which effective flow takes place and the desired surface (FsollAGR) through which effective flow takes place are modeled as a function of operating variables of the internal combustion engine (10), in particular as a function of an actual pressure profile (DVist) in the intake pipe (12) and / or an exhaust gas pressure actual signal (DAist) of the exhaust gas back pressure in the exhaust gas recirculation pipe (17) and / or an exhaust gas temperature actual signal (TAist) of the temperature of the recirculated exhaust gas in the exhaust gas recirculation pipe (17).Method according to Claim 1, wherein the internal combustion engine (10) has an intake pipe (12) to which a compressor (22) is assigned, and wherein the internal combustion engine (10) has an exhaust pipe (13) to which a turbine (21), which is coupled to the compressor (22), is assigned, and the turbine geometry of which can be changed, characterized in that the area of the turbine (21) through which the effective flow is determined with the aid of a model, and in that the turbine geometry of the turbine (21) is controlled and / or regulated as a function of the area through which the effective flow is made.Method according to Claim 7, characterized in that an actual area through which effective flow takes place and a desired area through which effective flow takes place are modeled, and in that the turbine geometry of the turbine (21) is regulated as a function thereof.Method according to Claim 8, characterized in that the actual area through which the effective flow takes place and the setpoint area through which the effective flow takes place are modeled as a function of operating variables of the internal combustion engine (10), in particular as a function of an actual pressure and a setpoint pressure downstream of the compressor (22).Computer program for a control device (30), characterized in that it is programmed for use in a method according to one of Claims 1 to 9.Storage medium for a control device (30), characterized in that a computer program is stored on it, which is programmed for use in a method according to one of Claims 1 to 9.Control device (30), in particular for an internal combustion engine (10), characterized in that it is designed for use in a method according to one of Claims 1 to 9.

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