CN104454201A - Method and device for lambda adjustment and ignition angle adjustment - Google Patents

Abstract

The invention relates to a method for lambda regulation and ignition angle regulation of combustion in an internal combustion engine having at least one cylinder, wherein an optimum air-fuel ratio or an optimum ignition angle is determined by a feature with which the torque can be determined and this feature is based on an analysis of the crankshaft speed in an internal combustion engine. The invention also proposes a corresponding device, in particular an engine control unit having at least one regulating unit and a memory unit, for carrying out the method. According to the invention, it is proposed here that the injected fuel quantity or the ignition angle is varied between different values as a control variable from one combustion cycle to the directly or indirectly following combustion cycle and that the change of said characteristic as a function of rotational speed is evaluated. Used for torque estimation. With the described method and device, in particular in single-cylinder internal combustion engines, it is possible to increase the efficiency or maximum output or to reduce pollutant emissions or to achieve the best possible compromise between all criteria.

Description

Method and device for lambda regulation and ignition angle regulation

technical field

The invention relates to a method for lambda regulation and ignition angle regulation of combustion in an internal combustion engine having at least one cylinder, wherein an optimum air-fuel ratio or an optimum ignition angle is determined by means of which An estimated value for the torque can be determined and the characteristic is based on an analysis of the rotational speed of the crankshaft in the internal combustion engine.

Furthermore, the invention relates to a device, in particular an engine control unit, for carrying out the method.

Background technique

In order to reduce emissions in vehicles with gasoline engines, 3-way catalytic converters are usually used as exhaust gas purification devices, which reform the exhaust gases sufficiently only when the air-fuel ratio λ is set with high precision. For this purpose, the air-fuel ratio λ is measured by means of an exhaust gas sensor mounted upstream of the exhaust gas purification system.

In two-wheeled applications with internal combustion engines with cylinders, especially in inexpensive motorcycles such as mopeds or mopeds, there is the problem that lambda adjustment or ignition angle adjustment is often not possible due to the absence of a sensor system, as is usually the case. In vehicles with gasoline engines, this is generally and also legally prescribed with regard to compliance with emission regulations.

In this case, the adjustment of the corresponding ignition angle is usually carried out, for example, by means of use on one or more of the said use vehicles. The resulting used ignition angles are optimized for parameters such as consumption, emissions, drivability, and the like. In series use, however, the operating-relevant engine parameters fluctuate considerably from vehicle to vehicle. Furthermore, identifiable fluctuations are also obtained during the service life of one or the same vehicle. For optimum combustion efficiency and thus also for fuel consumption, a fixed phasing position of about 8° behind top dead center (OT) of the piston is required in the combustion stroke at a crankshaft angle of about 50% of the fuel volume. If this optimum phasing of the combustion is not observed due to fluctuations in the fixed crankshaft angle, disadvantages arise especially with regard to consumption.

When fluctuations occur due to different operating phases of the internal combustion engine or due to fluctuations in the fuel combustion value and no effective lambda regulation is provided, as is often the case in the above-mentioned applications, when observing Similar problems arise with respect to emission limits.

Several methods are known for PKW (car) applications, such as injection quantity correction, combustion position estimation or interruption detection. However, due to the superposition of the effects of the cylinders, the analysis options are strongly limited.

For example, DE 10 2009 002 096 A1 discloses a method and a device for operating an internal combustion engine with at least two cylinders, in which the fuel stored in the tank can be stored in different fuel qualities and/or in different mixtures It operates with fuel mixtures that exist in different proportions, and wherein different fuel qualities and/or fuel mixtures of different composition require different air-fuel ratios for stable combustion and/or have different evaporation properties. According to this invention, it is proposed that in the post-start phase of the internal combustion engine in at least one first cylinder, the fuel quantity supplied to the cylinder is changed in a cylinder-specific manner to a lean or rich air-fuel mixture and correspondingly changed in at least one second cylinder. into a rich or lean air-fuel mixture. Furthermore, it is proposed to subsequently analyze the difference in the smooth running of the two cylinders, wherein the influence of the changes on the difference in the smooth running of the two cylinders is analyzed and a fuel adaptation or determination of the fuel composition for all cylinders is carried out therefrom.

In a two-wheel application, that is to say when using or using an internal combustion engine with only one cylinder, the superposition of the effects of several cylinders is eliminated, so that the rotational speed-based method can be evaluated more simply.

In the applicant's unpublished internal document registration numbers R.343279, R.340722 and R.340723, different methods and devices for implementing these methods are described, which on the one hand describe lambda estimation, torque estimation or Ignition angle characteristic curves are created which serve to minimize fuel consumption and pollutant emissions, in particular in the aforementioned applications.

R.343279 describes a method and a suitable device for implementing the method for establishing an ignition angle characteristic curve for an internal combustion engine with at least one cylinder, wherein in the operation of the engine repeated at regular intervals for each The torque of combustion in an internal combustion engine is derived from a characteristic which is based on an analysis of the crankshaft speed of the internal combustion engine. It is proposed here that at the start-up operating point on the basis of a starting value for the ignition angle, the value of the ignition angle is varied according to the system around the starting value, and that the value of the ignition angle is entered into the characteristic map as the optimal ignition angle value, in The maximum torque is formed in this characteristic curve. Based on the speed-dependent characteristic of the torque or power of the internal combustion engine, the method provides an online optimization of the ignition angle.

The application document with internal document registration number R.340722 describes a method and a device for implementing the method for estimating the absolute value of the torque of combustion in an internal combustion engine having at least one cylinder, wherein the torque is derived from the following characteristics, the The characteristic is based on an analysis of the rotational speed of the crankshaft of the internal combustion engine and is determined from at least one range before the combustion, in particular at the beginning or before the compression phase, and after the combustion in at least one range, in particular at the end of the combustion phase in at least one cylinder of the internal combustion engine Alternatively, the characteristic is calculated from the rotational speed values ascertained later.

The parallel application document with internal document registration number R.340723 describes a method and a device for implementing the method for estimating the air-fuel ratio for combustion in an internal combustion engine having at least one cylinder, wherein the air-fuel ratio is determined by the compression It is calculated from at least one value of the rotational speed in at least one region of the phase and at least one value of the rotational speed in at least one region of the combustion phase of at least one cylinder of the internal combustion engine. In this case, the calculation of the characteristic is carried out with a step-by-step change in the quantity of fuel supplied to the internal combustion engine.

Contents of the invention

The object of the present invention is to provide, as a further development, a method for rotational speed-dependent lambda and/or ignition angle regulation on the basis of the applicant's previously mentioned, as yet unpublished document, with which an increase in efficiency, output and/or To reduce emissions of harmful substances or at least to achieve the best possible compromise of these standards.

Furthermore, it is the object of the invention to provide a corresponding device for carrying out the method.

The method-related task is solved by the fact that the injected fuel quantity or the ignition angle as a control variable varies between different values from one combustion cycle to the following combustion cycle directly or indirectly, for example after every n-th cycle. changes, and analyzes changes in speed-based characteristics for torque estimation. It is of course also possible to calculate the torque estimate from the combustion pressure instead, if the target vehicle is equipped with a combustion chamber pressure sensor. By changing from one cycle to another, three important advantages are obtained. On the one hand, operating point changes are prevented and/or automatically taken into account, for example when the fuel charge or the rotational speed changes, which represent disturbance variables for the ignition angle control and the lambda control. On the other hand, only a characteristic change is required for the torque estimation, which in turn contributes to an increased robustness against disturbance variables. Analyzing the absolute value of a speed-based characteristic for torque estimation is flawed and will vary in particular from vehicle to vehicle. The method described offers an important improvement over the measures described in document R.340722. Finally, a direct control variable can be derived by changing it from one cycle to another, which is used to satisfy the optimization criterion. Overall, the desired optimal state can be set faster and more robustly. Compared to purely piloting parameters, for example without using additional sensors, such as oxygen sensors, the method according to the invention offers the advantage that the air-fuel ratio and the ignition angle can be optimized with respect to different criteria. As a result, efficiency, output and/or pollutant emissions can be increased or at least one best possible compromise of these criteria can be achieved.

Since, besides the lambda value and the ignition angle, the rotational speed and the actual air volume also have an influence on the resulting torque, it is important to always compare the resulting torque for different ignition angles or for Torque for different lambda values. It is therefore proposed to use the resulting torque with the injected fuel quantity and thus with the lambda value and with the ignition angle or the position of the combustion center of gravity determined therefrom for the rotational speed-dependent function for lambda control and ignition angle control. A relationship in which the resulting change in torque is determined from the value of lambda at a nearly constant ignition angle or from the ignition angle at a nearly constant value of lambda.

In a preferred method variant, it is provided that the control variables, ie the injection quantity and the ignition angle, are varied cyclically around a predetermined reference value, wherein the control variables are respectively caused to alternate with defined and usable values towards the reference value based on the reference value. In one direction and then in the other direction, the torque difference between the torques of two directly or indirectly following cycles is evaluated as the control variable. The cyclic variation of the manipulated variable provides a cyclically varying torque, wherein the torque variation depends on the respective absolute value or reference value of the manipulated variable.

In a particularly advantageous variant of the method, it is provided that a controller is implemented with the torque difference as the control variable and defines the prevailing variable in the engine control unit, with which the adaptation value is stored at least part of the time depending on the regulated state in the In the characteristic curves of the ignition angle and/or injection quantity.

This control does not have to be permanently active, but can be switched on or off depending on the operating point and/or the driving situation, as provided by the method variants.

The great variability of the method according to the invention consists in that, depending on the control target, different values for the prevailing variable are specified. This makes it possible to adapt the regulation to various optimization tasks, such as pure ignition angle optimization, lambda regulation to a predeterminable target lambda value or combined ignition angle and lambda regulation.

It is advantageous here that, for ignition angle optimization as the control target, a torque difference of zero is specified as the dominant variable. As a result, the ignition angle can be adjusted, the maximum torque being generated for this operating point. This ignition angle optimization thus offers a very good solution for increasing the efficiency of the internal combustion engine.

In order to regulate lambda to a predeterminable target value, a torque difference different from zero can be predetermined as the control variable for the lambda value as the regulating target, or on the basis of other influencing parameters such as temperature, air quantity, ignition angle or The relation of the position of the center of gravity of the internal combustion engine predetermines a dominant variable other than the torque difference. A defined lambda value, for example lambda=1, can thus be adjusted. Efficiency and emissions of internal combustion engines without or with non-functional or ready-to-operate oxygen sensors can be improved by means of such a control strategy.

In the case of combined ignition angle and lambda control, it is advantageous to carry out an alternate control with alternating dominant variables, as described above, where the reference value of one of the control variables changes beyond the available value due to the current control intervention. When the limit value is exceeded, the control intervention just activated is terminated and the corresponding further controller is activated, or if the limit value is not exceeded, it is activated and deactivated alternately according to a defined logic. As a result, not only the lambda value and thus the efficiency of the internal combustion engine, but also its pollutant emissions can be optimized very effectively.

In another method variant, it is provided that in the combined ignition angle control and lambda control for setting the maximum torque it is assumed that the torque difference used as the dominant variable is zero or a torque difference different from zero. The latter is advantageous when optimizing emission characteristics. By means of the control strategy, a maximum power can be achieved in a predetermined throttle position, or a good compromise between power and emissions can also be achieved.

If, as the preferred method variant proposes in the combined ignition angle and lambda control, the maximum efficiency used as a control variable depends on the achievable torque (T) and the injected fuel quantity (m _fuel ) If the gradient function y=f(Δm _fuel /ΔT) is formed, the adjustment can be realized in the minimum unit fuel consumption.

A particularly preferred method variant provides that in the optimization or regulation described above, the adjusted and/or optimized control variable is stored in a characteristic map for, for example, the rotational speed, the air quantity and optionally the torque as a function of the operating point. , so that said value is provided even when the regulation for optimal regulation of the internal combustion engine is not active.

It is particularly advantageous if the method variants provided for lambda regulation and ignition angle regulation are carried out while the internal combustion engine is idling. Since comparatively constant conditions exist in this operating phase of the internal combustion engine, a rapid and error-free optimization of the parameters can be achieved here.

A particularly preferred use of the method, as described above in its various variants, is proposed for use in internal combustion engines for motorcycles having at most one cylinder. Without the unnecessary expenditure of additional sensor systems, it is possible to use only different parameters of the purely pilot control in this field of application, as mentioned at the outset, usually in the force position, which in the case of changing ambient conditions or due to the occurrence of batch control changes of the internal combustion engine Disadvantages for achieving the highest possible efficiency or for reducing emissions of pollutants are associated with the components. Furthermore, in such applications, for example in motorcycles or mopeds, an additional sensor system is often dispensed with for reasons of cost. Accordingly, with the method according to the invention, considerable improvements can be achieved in terms of power increase and reduction of pollutants.

The object relating to the device is achieved in that the engine control unit has at least one regulating unit with which the method described above can be carried out together with its variants and has at least one memory unit, in particular at least one characteristic diagram A memory in which optimized control variables can be stored in relation to the operating point after the control has been carried out. In this case, the engine control unit with its components can be an integrated component of a superordinate engine control unit. In this case, the functionality of the regulating method can be implemented therein at least partially on the basis of software.

Description of drawings

The invention is explained in more detail below on the basis of an exemplary embodiment shown in the drawing. The accompanying drawings show:

Figure 1 is the relationship between torque and ignition angle,

Figure 2 is the relationship between torque and lambda value,

Figure 3 is the relationship between the torque estimate and the lambda value,

Figure 4 shows the lambda adjustment and its effect on the relative fuel quantity,

Figure 5 is the lambda adjustment and its effect on the indicated mean pressure,

Figure 6 is the general structure of the conditioning unit, and

FIG. 7 is a graph of various parameters versus time as an example of lambda regulation according to the strategy of the invention.

Detailed ways

FIG. 1 schematically shows the torque 11 as a function of the ignition angle 12 for a constant lambda value 13 in a diagram 10 .

FIG. 2 schematically shows the torque 11 as a function of the lambda value 13 for a constant ignition angle 12 in a further diagram 10 .

The speed-dependent function for lambda control and ignition angle control uses the resulting torque 11 (T) with the injected fuel quantity corresponding to the lambda value 13 and the ignition angle 12 or the resulting center of gravity of the combustion positional relationship. Since, in addition to the lambda value 13 and the ignition angle 12, the rotational speed 16(n) and the actual air quantity also have an influence on the resulting torque 11, it is important that the resulting torque 11 for different ignition angles 12 and/or The torques 11 of different lambda values 13 are always compared while the operating point remains the same.

By varying the ignition angle 12 or the lambda value 13 from cycle to cycle or by varying between different defined values after every nth combustion cycle, it can be ensured that the operating point is kept sufficiently constant or automatically taken into account. Changes in operating points.

The cyclic variation of the control variable, ie the injection quantity and thus the lambda value 13 and the ignition angle 12 , takes place in each case around predetermined reference values. Based on the reference value, the manipulated variable is varied alternately by a defined value in one direction and then in the other direction. The cyclic variation of the manipulated variable provides a cyclically transformed torque 11 , the torque variation being dependent on the respective absolute value or reference value of the manipulated variable. The difference between two successive torques 11 and thus the torque difference 18 (ΔT, see FIG. 7 ) due to a change in the corresponding manipulated variable is used as a representative feature or as a controlled variable.

To determine the torque difference 18 , the characteristic difference described in R.340722 for the torque estimate is used. It is proposed here that estimated torque 14 (MWF _imep ) is determined as a characteristic for the work performed due to the combustion process. MWF here stands for "mechanical work characteristic". Estimated torque 14 (MWF _imep ) here stands for the torque estimated via rotational speed 16 , and imep (English) or pmi (German) stands for indicated mean pressure 25 . The estimated torque 14 (MWF _imep ) is directly related to the indicated mean value 25 , as also described in R.340722. It is proposed here to use at least one first value of the rotational speed from at least one first angular adjustment range of the crankshaft and at least one second value from the rotational speed of at least one second angular adjustment range of the crankshaft in each case for calculating the characteristic, wherein The at least first and at least second angular adjustment ranges of the crankshaft are symmetrical to each other with respect to the angular adjustment of the piston in the middle top dead center (OT). It is particularly advantageous to use an estimated torque 14 (MWF _imep ) calculated from the energy difference at 180° after OT and 180° before OT.

In FIGS. 3 , 4 and 5 , the described method and, for example, the dependence of the lambda value 13 are shown graphically in a further graph 10 . The curve of estimated torque 14 (MWF _imep ) as a function of lambda value 13 is shown in FIG. 3 . Here, a representative change 24 around a reference value 21 (rK _ref ) for the relative fuel quantity is shown, wherein the relative fuel quantity 20 (rK) surrounds the reference value 21 for the relative fuel quantity ( rK _ref ) varies between a maximum value 22 (rK _odd ) for the relative fuel quantity and a minimum value 23 (rKeven) for the relative fuel quantity, as it is shown in graph 10 in FIG. 4 . In this case, the characteristic change 24 is typically achieved within the limits of rK _odd =110% rK _ref and rK _even =90% rK _ref . The influence of the variation of the relative fuel quantity 20 (rK) as a function of the cycle number 19 on the indicated mean pressure 25 (imep or pmi) is shown in diagram 10 in FIG. 5 .

Using the torque difference 18 (ΔT) as the manipulated variable or the definition of the prevailing variable allows a very simple implementation of a controller by means of which the characteristic torque difference 18 can be adjusted by the method described. For this purpose, the regulation does not have to be permanently active, but is switched on and off depending on the operating point and/or the driving situation. Depending on the state of the regulation, adaptation values are stored in suitable characteristic curves for ignition angle 12 and/or injection, with which the adaptation can be achieved without keeping the regulation continuously active.

Regulation strategies and possible regulation goals as well as their achievable uses are explained in detail below.

Furthermore, FIG. 6 schematically depicts the general structure of the regulator in an adjustment diagram 30 as it is used according to the invention for ignition angle regulation and lambda regulation, respectively. A controller is shown in which an estimated cyclic torque difference 38ΔT _{(t) is derived from a time-dependent prevailing variable 31w(t )} at the inlet side of the controller and a control deviation 32e(t) obtained therefrom is input A regulator unit 42 and a detection unit 48 for detecting the setpoint state of the regulation. As an output signal of the controller unit 42 , a controller reference manipulated variable 34u _R(t) is provided, which is first entered into a memory unit 49 for storing the optimal manipulated variable depending on the operating point and secondly Combined with the signal from generating unit 43 , a cyclically varying controlled variable change and thus cyclically changed controlled variable 35 u _Z(t) are produced in the summing unit. Control variable 33 u(t) is generated from this signal in activation unit 44 . The engine speed 39n _mot(t) and the throttle valve angle 40φ _throttle(t) and the estimated air volume 41m _air(t) are derived on the one hand by the vehicle-specific control system 45 , which are ascertained input into memory unit 49. This value is also fed back into the activation unit 44 . Furthermore, the operating point-dependent controlled variable 36 u _S(t) of the activation unit 44 stored in the memory unit 49 can be switched on at the inlet side. An estimated torque 37T _{(t ) is derived in the estimation unit 46 from the high-resolution engine speed 39n mot (t} ), which is fed to the memory unit 49 on the one hand and to the calculation unit 47 on the other hand for calculating the estimated cycle torque The difference is 38ΔT(t).

In the unit for activating regulation (activation unit 44 ), it is determined by logic whether the driving situation is suitable for adjusting ignition angle 12 and/or adjusting lambda value 13 . If the control is deactivated, the activation is deactivated in the controller unit 42 and the control variable, here the operating point-dependent control variable 36u _S(t) is retrieved from the memory unit 49 . In the memory unit 49 , which can be designed as a characteristic map memory, values from the first application or also the already mentioned optimal or adjusted values can be stored. The preservation of the value can be influenced by evaluating the extent to which the set setpoint state is, which evaluation takes place in the detection unit 48 . Depending on the control target, different values are predetermined for the dominant variable 31w _(t) . Possible adjustment targets are explained below.

A distinction is made here between the following control targets:

●Ignition angle optimization,

● adjust lambda to the specified target value, and

Combined ignition angle adjustment and lambda adjustment with the following variants

-Adjust to the maximum torque

-Adjust to the minimum unit fuel consumption

- Adjustment to the best possible compromise between power, fuel consumption and emissions.

In a pure ignition angle optimization, the ignition angle 12 is varied only periodically. At this operating point with maximum torque 11 , ignition angle 12 is set in this way, if prevailing variable 31w _(t) is set to 0 (torque difference=0). If the operating point is changed by a control intervention, ie by adjusting the manipulated variable or the reference ignition angle, this operating point change is non-critical, since a more stable point occurs. In such an ignition angle optimization, of course, knock limits must be observed. A scheme for adhering to such bounds has been described in R.343279. In conclusion, the described ignition angle optimization scheme provides a very good solution for improving the efficiency.

In pure lambda regulation or mixing regulation, the injection quantity is only varied cyclically around a reference value. By means of the characteristic curve of the lambda efficiency curve shown in FIG. 3 , different characteristic torque differential values can be specified by the described control method. The specification of the maximum torque has, for example, a value of 0 in ignition angle optimization. Depending on other influencing parameters such as temperature, air volume, ignition angle 12 or the position of the center of gravity of the combustion (MFB50%), other prevailing variables 31w _(t) can also be specified to set a defined value for λ, for example λ=1. The efficiency and emissions of vehicles without or with active and/or already operating oxygen sensors can be improved by means of a control strategy which can be implemented in this way. Control variable 33u _(t) is the injection quantity here.

The methods described above are carried out alternately in the combined ignition angle control and lambda control. If the reference value of one of the manipulated variables 33u _(t) changes beyond a limit value due to a control intervention, the control intervention is terminated and the corresponding other controller is activated. If the limit value is not exceeded, the logic unit is alternately activated and deactivated according to the determined logic.

A method variant of the combined control variant of ignition angle 12 and lambda value 13 is the control of maximum torque 11 . Prevailing variable 31w _(t) is thus equal to zero not only for ignition angle 12 but also for lambda value 13 . Alternatively, it can also be advantageous, for example for emissions reasons, to provide any other torque difference. By means of the strategy (Ansatz), a maximum power or a good compromise between power and emissions can be achieved with a predetermined throttle valve setting. As in pure ignition angle optimization, knock limits must also be observed here.

A further method variant of the combined control variant of ignition angle 12 and lambda value 13 enables the highest possible efficiency to be set. In this case, as control variable y, based on the calculation of the specific fuel consumption, the variation of the function of the obtained torque difference 11T and the injected fuel quantity m _fuel according to the following relationship is used for lambda regulation, ,

The optimization of the ignition angle 12 is carried out analogously to a pure ignition angle optimization.

FIG. 7 shows, in a further diagram 10 , an exemplary result of the lambda control according to the invention when the internal combustion engine is operated without an oxygen sensor. Time 15 of the curve according to lambda value 13 shows a torque difference 18 in Nm, a correction factor 17 and a rotational speed 16 . The following results are marked in the upper part of the graph 10: activation 26 of the cycle-to-cycle change, negative jumps 27 in the reference injection quantity corresponding to a rise in the lambda value 13, activation of lambda adaptation 28, in the reference injection quantity Positive jumps 29 corresponding to a decrease in the lambda value 13 and repeated negative and positive jumps 27 , 29 in the reference injection quantity. It has been shown here that the target value can be adjusted correspondingly after an induced detuning of the air-fuel mixture by the method according to the invention.

In all the optimization and control cases described, there is the option of storing the adjusted or optimized control variable 33 u _(t) in an operating point-dependent characteristic map and thus storing it at a subsequent point in time, which The characteristic map is developed from the rotational speed 16 , the air volume and optionally the torque 11 .

It can be particularly advantageous if the method described above is carried out in its variants during the operation of the internal combustion engine, since relatively constant conditions prevail here in particular.

The method is particularly advantageous for engines with only one or two cylinders, since there is no or only a slight superposition of the rotational speed caused by the processes in the individual cylinders. In multi-cylinder engines, a cyclic variation of the controlled variable 33 u(t) per cylinder is also conceivable in a manner similar to the one described. Instead, however, it is also possible in an alternative embodiment to vary control variable 33 u(t) between the individual cylinders.

Claims (15)

1. for having the method that λ regulates and firing angle regulates of the burning in the internal-combustion engine of at least one cylinder, wherein best air fuel ratio or the firing angle (12) of the best are determined by following characteristics, utilize described feature can determine the estimated value of moment of torsion (11) and described feature based on the analysis of the rotating speed of bent axle in combustion motor, it is characterized in that, as adjustable parameter (33), the fuel quantity sprayed into or firing angle (12) change different values from a burn cycle to the next burn cycle of directly or indirectly following and the change analyzed based on the described feature of rotating speed for carrying out moment of torsion estimation.

2. by method according to claim 1, it is characterized in that, for what regulate for λ adjustment and firing angle, based on the function of rotating speed, use the relation of moment of torsion (11) and the described fuel quantity sprayed into obtained, and thus with the relation of λ value (13), and with the relation of described firing angle (12) or consequent burning position of centre of gravity, wherein determine the change of obtained moment of torsion according to described λ value (13) when described firing angle (12) is almost constant, or determine the change of obtained moment of torsion according to described firing angle (12) when described λ value (13) is almost constant.

3. by the method described in claim 1 or 2, it is characterized in that, implement described adjustable parameter (33), i.e. straying quatity and firing angle (12) respectively around the circulation change of the reference value of regulation, wherein make described adjustable parameter (33) based on described reference value respectively alternately towards a direction and subsequently towards other direction with regulation and available value for changes in amplitude, wherein as adjustable parameter, analyze two difference in torque (18) directly or between the moment of torsion (11) of indirect circulation of successively following.

4. by the method according to any one of Claim 1-3, it is characterized in that, perform the regulator that has as the difference in torque (18) of adjustable parameter and the definition to leading parameter (31), matching value is kept in the characterisitic family for described firing angle (12) and/or described straying quatity according to the state regulated by described regulator at least part of time.

5., by method according to claim 4, it is characterized in that, connect or disconnect described regulator according to operating point and/or travel situations.

6. by method according to claim 4, it is characterized in that, according to the adjustment target different value for described leading parameter (31) given in advance.

7., by method according to claim 6, it is characterized in that, as adjustment target in order to firing angle optimization, given in advance be zero difference in torque as leading parameter.

8. by method according to claim 6, it is characterized in that, as regulate target in order to λ is adjusted to for λ value (13) can be given in advance desired value, the difference in torque (18) being different from zero given in advance is as dominating parameter (31) or being different from the leading parameter (31) of described difference in torque (18).

9. by the method according to any one of claim 6 to 8, it is characterized in that, in order to the firing angle combined regulates and λ adjustment, implement to have alternately by the leading parameter (31) described in claim 7 or 8, the adjustment that replaces, wherein when making the reference value of one of described adjustable parameter (33) change exceed available limiting value due to current adjustment intervention, terminate the adjustment intervention that just now activated and activate corresponding other regulator, if or there is no over-limit condition, then intersection according to the rules would alternately activate and deactivation.

10. by method according to claim 9, it is characterized in that, for regulate Maximum Torque (11), the firing angle of combination regulates and during λ regulates, is assumed to null value by being used as to dominate the difference in torque (18) of parameter (31) or being different from the difference in torque (18) of zero.

11. by method according to claim 9, it is characterized in that, in the firing angle of combination regulates and λ regulates, in order to regulate the maximal efficiency as adjustable parameter, use the function that the gradient that forms to by attainable moment of torsion (11) and the fuel quantity that sprays into is relevant.

12., by method according to any one of claim 1 to 11, is characterized in that, adjustable parameter (33) that is regulated and/or that optimize are kept in the characterisitic family relevant to operating point in optimization situation or adjustment situation.

13., by the method according to any one of claim 1 to 12, is characterized in that, implement to arrange to be used for the method flexible program that λ regulates and firing angle regulates when idling of IC engine.

14., by the purposes of method described in claim 1 to 13, are used in the internal-combustion engine of the motorcycle being up to a cylinder.

15. for having the device that λ regulates and firing angle regulates of the burning in the internal-combustion engine of at least one cylinder, wherein air fuel ratio or firing angle (12) can be determined by following characteristics by means of control unit of engine, utilize described feature can determine the estimated value of moment of torsion (11) and described feature based on the analysis of the rotating speed of bent axle in combustion motor, it is characterized in that, described control unit of engine has regulon (42), utilize described regulon can implement by the method described in claim 1 to 13, and described control unit of engine has at least one storage unit (49), especially at least one characterisitic family storage, the adjustable parameter of the best relevant to operating point can be stored in which memory after realizing regulating.