DE102016211528A1 - Method and control unit for setting a load point of an internal combustion engine in dynamic engine operation - Google Patents

Abstract

A method is described for operating an internal combustion engine of a vehicle having an exhaust gas recirculation, short EGR, system, wherein the EGR system has an EGR dead time. The method includes, in response to a change in power demanded by the engine from an output power to a target power, driving an EGR valve of the AGS system during the EGR dead time to prepare an amount of recirculated exhaust gases to change to the required target performance. In addition, the method includes causing one or more load-influencing measures such that during the EGR dead time, the engine provides an intermediate power that deviates from the target power; or driving an electric machine of the vehicle such that during the EGR dead time, the electric machine provides the target power and the engine is in overrun.

Description

The invention relates to a method and a corresponding control unit for adjusting or adjusting the load point of an internal combustion engine with exhaust gas recirculation (EGR) in a dynamic operation of the internal combustion engine.

In a motor vehicle with an internal combustion engine exhaust gas recirculation (EGR) is used to reduce the consumption of the internal combustion engine, the tendency of the internal combustion engine to knock and / or the temperature of exhaust gases of the internal combustion engine. The consumption advantages result in the partial load range of the internal combustion engine from the Entdrosselung of the internal combustion engine, from the increase of the isentropic exponent of the working gases in the internal combustion engine and from improved material values of the working gases of the internal combustion engine. The increased heat capacity of the working gases leads to a reduction of the combustion temperatures in the internal combustion engine and thus reduces the occurrence of auto-ignition effects (and thus knocking). Furthermore, consumption-optimal operating points of the internal combustion engine can be set by the exhaust gas recirculation.

The external exhaust gas recirculation can be constructively implemented in different ways, in particular by high-pressure EGR or low-pressure EGR. In the case of high-pressure EGR, the exhaust gas is typically taken in the exhaust manifold of the internal combustion engine or turbocharged engines in front of the exhaust gas turbocharger and introduced either before or after the throttle and mixed with the charge air and to form the working gas. The recirculated exhaust gas is usually cooled before being added to the charge air. To regulate the recirculated exhaust gas mass, an EGR control valve is used, which can be positioned before or after the cooler of the EGR system. In the case of low-pressure EGR, the exhaust gas is taken to the turbine of the turbocharger, either before or after the close-coupled catalyst, and fed in front of the compressor of the turbocharger. As with the high-pressure EGR, the exhaust gas is cooled before being introduced. Control of the EGR rate (i.e., the fraction of exhaust gases in the working gas) is via an EGR control valve positioned before or after the EGR cooler.

The exhaust gas recirculation typically has a relatively high inertia with regard to the regulation of the recirculated exhaust gas mass. The cause of this inertia is the volume of space between the EGR control valve and the intake valves of the internal combustion engine and the amount of exhaust gases located in the volume space which must be converted by the internal combustion engine before the EGR control valve changes in the EGR control valve. Rate in the combustion chamber or cylinder of the internal combustion engine can be effective. The dead time of the EGR system increases with increasing volume of space. In particular, in the case of low-pressure EGR while the space volume and thus the EGR dead time or inertia can be relatively large.

The inertia of the exhaust gas recirculation can lead to problems at relatively fast operating point changes, especially in a load reduction, an internal combustion engine. At relatively high load, relatively high EGR rates are typically used, while at relatively low load, typically relatively low EGR rates are used. Due to the inertia of the exhaust gas recirculation, however, relatively high amounts of exhaust gases may still be present in the air supply line of the internal combustion engine directly following a load reduction. This can lead to a non-optimal operation of the internal combustion engine and possibly to combustion misfires of the internal combustion engine.

Out DE 10 2014 109 805 A1 an exhaust gas recirculation system is known, which has parallel to the air supply line of the internal combustion engine, a bypass line which is filled exclusively with fresh air. This bypass line branches off the air supply line upstream of the EGR introduction point and flows back into the air supply line downstream of the engine throttle valve. According to the air supply and the bypass line can be opened and closed by a control valve. In the case of a load reduction, the engine throttle valve of the air supply line can be closed and the control valve of the bypass line can be opened, whereby the internal combustion engine via the bypass line fresh air can be supplied relatively quickly and thus misfires of the engine can be prevented. This in DE 10 2014 109 805 A1 However, described EGR system requires additional hardware components such as a bypass line and a bypass valve and an increased control effort, and is therefore associated with additional costs.

The present document deals with the technical problem of providing a method and a control unit by means of which an exhaust gas recirculation internal combustion engine can be operated in a reliable and consumption-optimal manner even under load changes. It should be avoided structural change of the exhaust gas recirculation system.

The object is solved by the independent claims. Advantageous embodiments are described i.a. in the dependent claims.

In one aspect, a method of operating an internal combustion engine (eg, a diesel engine or a gasoline engine) of a vehicle (particularly a road vehicle) with an exhaust gas recirculation (EGR) system is described. The EGR system has an EGR dead time for adjusting an amount of exhaust gases in a working gas of the internal combustion engine. In this case, the EGR dead time depends on a volume of space of the EGR system for absorbing exhaust gases between an EGR valve and an input of the internal combustion engine. For example, the vehicle may include a turbocharger that is driven by exhaust gases of the internal combustion engine. The EGR system may then be configured such that exhaust gases downstream from the turbocharger are recirculated via an EGR valve to the input of the internal combustion engine. In such a case, the space volume between the EGR valve and thus the EGR dead time may be relatively large.

The EGR system may be operated to adjust the amount of exhaust gases in the working gas of the internal combustion engine as a function of the power demanded by the internal combustion engine. In this case, the amount of exhaust gases with increasing required power increase (and vice versa). Consequently, load changes may cause the working gas at the input of the internal combustion engine to have an incorrect amount of exhaust gases.

It can be detected that there is a (sudden) change in a power demanded by the engine (i.e., a load) from an output power to a target power. In this case, the change in the required power may depend on a change in a deflection of an accelerator pedal of the vehicle. The change in the required power may include a change in the torque required by the internal combustion engine.

The method includes driving the EGR valve during the EGR dead time after changing the requested power to change an amount of recirculated exhaust gases in preparation for the required target power. In this case, the target power may be smaller than the output power, and the EGR valve may be controlled to reduce the amount of recirculated exhaust gases. For example, the EGR valve may be closed during the EGR dead time. Alternatively, the EGR valve may already be driven during the EGR dead time to provide an amount of recirculated exhaust gases in the working gas of the internal combustion engine to provide the target power. Thus, the amount of recirculated exhaust gases during the EGR dead time can be prepared for the operation of the internal combustion engine with the target performance.

Additionally, the method includes causing one or more load-influencing measures such that during the (typically total) EGR dead time, the engine provides an intermediate power that deviates from the target power. In other words, the engine may be operated at an intermediate power deviating from the target power during the entire EGR dead time. For example, the intermediate power may be between the output power and the target power. In particular, the intermediate power may be closer to the output power than to the target power. If the target power is less than the output power, the intermediate power may be above the target power. It can thus take place a load point increase of the internal combustion engine. On the other hand, the intermediate power may be below the target power if the target power is higher than the output power. It can thus take place a load point reduction of the internal combustion engine.

An internal combustion engine may have a load limit below which the compatibility of EGR significantly (in particular leaps and bounds) decreases. This load limit can be relatively small. At the load limit, the EGR rate should be reduced for stable operation of the internal combustion engine (leaps and bounds). For target powers below the load limit, the intermediate power may be at the load limit of the internal combustion engine.

The one or more load-influencing measures may e.g. comprising: increasing or reducing the load of a component mechanically driven by the internal combustion engine, in particular a pump and / or an electric machine operated as a generator, of the vehicle; increasing or reducing a running resistance of the vehicle (e.g., by applying friction brakes); and / or increasing or reducing mechanical losses in a drive train of the vehicle (e.g., by slipping operation of a clutch). In particular, measures can be taken with a reduced target performance to additionally load the engine and thus to raise the load point of the internal combustion engine.

Alternatively, the method includes driving at least one electric machine of the vehicle so that during the (typically total) EGR dead time after changing the required power, the electric machine provides the target power and the engine is in overrun. Thus, the exhaust gases trapped in the volume space of the EGR system can be efficiently directed out of the volume of space through the combustion chamber of the internal combustion engine.

The method may further include, after expiration of the EGR dead time, operating the internal combustion engine so that the internal combustion engine provides the target performance. In other words, the internal combustion engine can be operated with the target power only after the EGR dead time (based on the time of the change of the required power) has elapsed. Following the EGR dead time, the EGR valve may then be energized to provide a quantity of recirculated exhaust gases in the working gas of the internal combustion engine to provide the target power. Thus, after expiry of the EGR dead time consumption-optimal operation can be guaranteed.

The method allows consumption-efficient and reliable operation of an internal combustion engine with EGR (without structural changes in the EGR system) even in the event of sudden load changes.

The vehicle may include an electrical energy store (e.g., a battery) for storing electrical energy. The one or more load-influencing measures may include driving the electric machine to provide or subtract at least a portion of the residual power (the residual power corresponding to the difference between intermediate power and target power). The electrical energy store can be set up to provide electrical energy for the operation of the electrical machine and / or to store electrical energy generated by the electrical machine. The method may then include determining charge state data related to a state of charge of the electrical energy store. The electric machine may then be driven in response to the state of charge data to provide or decrease the residual power (and possibly charge the energy store) or to provide the target power (and discharge the energy store). Thus, a consumption-optimized load point adjustment of the internal combustion engine can take place.

In another aspect, a control unit for a vehicle including an internal combustion engine having an EGR system is described. The EGR system includes an EGR dead time for adjusting an amount of exhaust gases in a working gas of the internal combustion engine, wherein the EGR dead time is from a volume of space of the EGR system for receiving exhaust gases between an EGR valve and an input of the internal combustion engine depends.

The control unit is configured to control an amount of recirculated exhaust gases in preparation for the requested destination in response to a change in power required by the engine from an output power to a target power to drive the EGR valve during the EGR dead time To change the performance. The control unit is further configured to initiate one or more load-influencing measures such that during the EGR dead time, the internal combustion engine provides an intermediate power that deviates from the target power (and is typically between the output power and the target power For example, the intermediate power may correspond to the output power Alternatively, at least one electric machine of the vehicle may be driven so that during the EGR dead time, the electric machine provides the target power and the engine is in overrun.

According to a further aspect, a vehicle (in particular a road motor vehicle, for example a passenger car, a truck or a motorcycle) is described, which comprises the control unit described in this document and / or the EGR system described in this document.

In another aspect, a software (SW) program is described. The SW program may be set up to be executed on a processor (e.g., on a controller of a vehicle) and thereby perform the method described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program that is set up to run on a processor and thereby perform the method described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. Show

1 an exemplary EGR system of a vehicle; and

2 a flowchart of an exemplary method for controlling an internal combustion engine with exhaust gas recirculation.

As explained above, the present document deals with the cost-efficient, reliable and consumption-optimal operation of an internal combustion engine with exhaust gas recirculation during a load change.

1 shows exemplary components of a vehicle 100 , In particular shows 1 an internal combustion engine 103 , where exhaust gases 122 combustion via an outlet 132 from a combustion chamber of the internal combustion engine 103 reach. In the figures, the arrows represent the exhaust gases by a solid line 122 represents a share of the exhaust gases 122 Can via an EGR (exhaust gas recirculation) cooler 104 to an entrance 131 of the internal combustion engine 103 to be led back. The amount of recirculated exhaust gases (ie, the EGR rate) may be via an EGR valve 102 be set. The EGR valve 102 can by a control unit 101 of the vehicle 100 by means of one or more control signals 121 to be controlled. control signals 121 are shown in the figures as arrows with dash-dotted line. Exhaust gas recirculation may be advantageous in both diesel engines and gasoline engines to reduce emissions and / or fuel consumption.

The non-recirculated portion of the exhaust gases 122 Can be used to charge an exhaust turbocharger 105 drive. The turbocharger 105 sucks air 123 on that in a charge air cooler 107 cooled and the internal combustion engine 103 can be supplied. The intake air 123 is represented in the figures by arrows with dotted lines.

The exhaust gases 122 of the internal combustion engine 103 can have a catalyst 106 guided and out of the vehicle 100 be directed. This is typically right in front of the catalyst 106 a lambda probe 113 , which is set up, sensor data relating to the oxygen content of the exhaust gases 122 to determine which in the catalyst 106 stream. The catalyst 106 can then depend on the sensor data of the lambda probe 113 to be controlled.

As in 1 This can be done through the EGR cooler 104 warmed up cooling water 124 be used to the internal combustion engine 103 to heat, for example, a warm-up phase of the internal combustion engine 103 to reduce. 1 further shows a cooling water circuit of the vehicle 100 , The cooling water 124 (Shown in the figures as arrows with dashed lines) is in the EGR cooler 104 heated. Furthermore, the cooling water 124 on the internal combustion engine 103 passed to the internal combustion engine 103 to cool or warm in a warm-up phase. The excess heat of the cooling water 124 can have a coolant cooler 108 to the environment of the vehicle 100 be delivered. Alternatively or additionally, the heat of the cooling water 124 via a heating heat exchanger 109 to an interior or to a passenger compartment of the vehicle 109 be delivered. Via a thermostat and a cooling water valve 112 For example, the supply of the cooling water to the coolant radiator 108 and / or the heater core 109 and / or the internal combustion engine 103 to be controlled. By one or more water pumps 110 . 111 can be a flow of cooling water 124 through the cooling water circuit of the vehicle 100 be effected.

This in 1 illustrated EGR system is a high-pressure exhaust gas recirculation system, in which exhaust gases 122 be recycled at a relatively high pressure. Alternatively, a low-pressure exhaust gas recirculation can take place, in which the exhaust gas 122 before (see dashed line variant shown 151 ) or after (see dashed line variant shown 152 ) the catalyst 106 is removed and then before the compressor (the turbocharger 150 ) is added to the fresh air again. The exhaust 122 can also work with a low pressure EGR system with a radiator 104 cooled and / or via an EGR valve 102 be dosed. The measures described in this document are applicable to high pressure and low pressure EGR systems.

At the entrance 131 of the internal combustion engine 103 a collector may be arranged in which a gas mixture or a working gas from recirculated exhaust gases 122 and fish air 123 arises. The working gas becomes the internal combustion engine 103 fed to a combustion chamber of the internal combustion engine 103 to provide a fuel-gas mixture for a combustion process. In this case, the amount of fuel supplied via injection nozzles of the internal combustion engine 103 set.

A consumption-optimal combustion process requires a precise proportion of exhaust gases 122 in the working gas, this proportion being the position of the EGR valve 102 and thus can be adjusted via the EGR rate. As stated at the beginning, the required quantity of exhaust gases depends on this 122 from the operating point of the internal combustion engine 103 from. Typically, the required amount of exhaust gas increases 122 with that of the internal combustion engine 103 to be provided mechanical power, ie with the load of the internal combustion engine 103 , at. Consequently, a change in the load of the internal combustion engine requires 103 typically a change in the EGR rate. Due to the between the EGR valve 102 and the collector trapped mass of exhaust gases 122 can the exhaust gas content in the working gas at the entrance 131 of the internal combustion engine 103 however, typically will not be changed until after a certain delay, ie after an EGR dead time. In other words, a changed setting of the EGR valve 102 affects typically (at a certain predefined level) after an EGR dead time on the composition of the working gas at the entrance 131 of the internal combustion engine 103 out. As a result, the internal combustion engine can 103 after a (abrupt) change of the load typically are not operated with an optimally assembled working gas until the end of the EGR dead time, resulting in increased fuel consumption and / or combustion misfires of the internal combustion engine 103 can lead.

The control unit 101 can be set up, a (sudden) change in the drive of the vehicle 100 required power of the internal combustion engine 103 to detect. In particular, it can be detected that the required drive power (leaps and bounds) changes from an output power to a target power. The output power may be at an output operating point and the target power may be at a target operating point of the internal combustion engine 103 correspond.

In response to a load change, the EGR valve may 102 to adjust the EGR rate for the target power. As the internal combustion engine 103 is still exposed to the EGR rate for the output power for the period of EGR dead time, the control unit 101 be further set up, one or more load-influencing components 150 of the vehicle 100 to control for the period of EGR dead time, the load change of the internal combustion engine 103 at least partially compensate. In particular, the one or more load-influencing components 150 of the vehicle 100 be at least partially compensated for the difference between the target power and output power, so that the internal combustion engine 103 for the EGR dead time period can continue to operate at (or near) the output operating point. Only after expiry of the EGR dead time can then the internal combustion engine 103 be transferred to the target operating point. Thus, in an efficient manner and without structural changes of the EGR system, a consumption-optimal and reliable operation of an internal combustion engine 103 be ensured at load changes.

The internal combustion engine 103 Thus, it can be kept at a higher torque, for example in a load shedding, than is needed to fulfill a driver's request (ie to fulfill a requested drive torque). The height of this load point shift of the internal combustion engine 103 can be chosen such that the internal combustion engine 103 is operated temporarily in torque ranges, in which a high level of EGR compatibility is ensured (ie in which working gases with a relatively high proportion of exhaust gases 122 from the combustion engine 103 can be reliably processed). During this load point shift following a load shedding, the EGR valve may 102 getting closed. Once the air ducts are filled only with fresh air, the load point shift can be stopped and the torque of the engine can be lowered to the driver's level.

The torque difference between the torque of the driver's request (ie the target torque) and the load point displacement torque (eg the output torque) resulting from this load point shift must be within the drive train of the vehicle 100 be compensated. For example, by connecting a generator 150 The excess torque can be converted into electrical energy. The generated electrical energy can be used, for example, to charge a battery and / or in the electrical system of the vehicle 100 be used. Alternatively or additionally, by connecting mechanically driven load-controllable components 150 the internal combustion engine 103 additional load to be imposed. Examples of such components 150 are: a mechanically driven load-controllable refrigerant compressor; a mechanically driven load-controllable engine oil pump; a mechanically driven load-controllable transmission oil pump (eg for a manual transmission or transfer case); a mechanically driven load-controllable fuel pump (eg a high-pressure pump); a mechanically driven load-controllable water pump; a mechanically driven load-controllable vacuum pump; and / or one or more further mechanically driven load-controllable units, which are connected to the drive train.

Alternatively or additionally, measures can be taken which lead to an increase in the driving resistances or powertrain resistances and thus require a higher torque on the motor side. Exemplary measures are: a brake intervention; the extension of a spoiler; the opening of the switchable air flap system in front of a radiator of the vehicle 100 ; adjusting a slipping operation of an electrically operated clutch of a manual transmission (eClutch); adjusting a slipping operation of the lockup clutch; adjusting a slipping operation of a clutch of an automatic transmission; driving a hydrodynamic converter; adjusting a slipping operation of a clutch of a transfer case; Etc.

The load point or operating point of the internal combustion engine 103 can be shifted so that the internal combustion engine 103 during the period of the EGR dead time with deactivated Injection is dragged (while the exhaust 122 through the combustion chamber of the internal combustion engine 103 from the EGR system). The torque required to provide the target power may then be provided by an (electric) generator of the vehicle 100 (Eg by a low voltage (eg 48V) generator) are provided (with electrical energy from an electrical system / from an electrical energy storage (eg a battery) of the vehicle 100 ). Even with such a load shift, the EGR valve 102 getting closed. Once the route between EGR initiation and cylinder of the internal combustion engine 103 free of residual exhaust gases 122 is or until a tolerable level of residual exhaust gases has set, the internal combustion engine 103 be brought back into the fired operation and the load point shift can be ended.

2 shows a flowchart of an exemplary method 200 for operating an internal combustion engine 103 of a vehicle 100 with an exhaust gas recirculation (EGR) system. This may in particular be a low-pressure EGR system. As part of the control of the EGR system, the amount of recirculated exhaust gases 122 typically to the power delivered or to the torque delivered by the internal combustion engine 103 adapted to maximize consumption-optimal operation of the internal combustion engine 103 to ensure. In particular, the amount of recirculated exhaust gases 122 or the amount of exhaust gases 122 in the working gas of the internal combustion engine 103 be increased with increasing power or with increasing torque.

The EGR system has an EGR dead time to adjust the amount of exhaust gases 122 in the working gas of the internal combustion engine 103 on. The EGR dead time depends on a volume of space of the EGR system for absorbing exhaust gases 122 on, wherein the volume of space from the EGR valve 102 to the entrance 131 of the internal combustion engine 103 extends. This volume of space may be relatively large, especially in low pressure EGR systems. Since the EGR dead time typically increases with increasing volume space, the EGR dead time may be relatively high, especially for low pressure EGR systems.

Due to the adjustment of the amount of recirculated exhaust gases 122 It can be at power jumps of the internal combustion engine 103 from an output power to a target power (or torque jumps from an output torque to a target torque), at a target power lower than the output power, the amount of recirculated exhaust gases 122 is too large, or that at a target power that is higher than the output power, the amount of recirculated exhaust gases 122 is too low. Due to the EGR dead time, this situation can result in increased or reduced exhaust gas levels for some time in the internal combustion engine 103 exist, and so the operation and / or consumption of the internal combustion engine 103 affect.

The procedure 200 includes, in response to a change of the of the internal combustion engine 103 required power from the output power to the target power (or in response to a torque jump), the driving 201 of the EGR valve 102 during the EGR dead time, the amount of recirculated exhaust gases 122 to change in preparation for the required target achievement. In particular, the EGR valve 102 are already activated during the EGR dead time after changing the required power to the amount of recirculated exhaust gases at a reduction of the requested power 122 reduce the amount of recirculated exhaust gases at an increase in the requested power 122 to increase. Thus, the above-mentioned volume-volume of the EGR system can affect the power change of the internal combustion engine 103 be prepared (and is typically ready for the change in performance at the end of the EGR dead time).

In addition, the process includes 200 the cause 202 of one or more load-influencing measures, such that during the EGR dead time the internal combustion engine 103 produces an intermediate power that deviates from the target power (eg, above the target power when the target power is less than the output power). In particular, the intermediate power of the EGR power limit of the internal combustion engine 103 correspond. Possibly. can the internal combustion engine 103 while the EGR dead time continues to change after the required power has been changed, the output power (and therefore consumption-optimal) will continue to be operated. For this purpose, load-influencing measures can be effected, which the internal combustion engine 103 load (if the target power is less than the output power) or offload (if the target power is greater than the output power).

Alternatively, the method 200 include driving 202 at least one electric machine 150 (eg a low voltage (possibly 48V) electric motor) of the vehicle 100 so that during the EGR dead time the at least one electric machine 150 the target performance and the internal combustion engine 103 is in overrun mode. In other words, the internal combustion engine 103 can be operated for the EGR dead time after changing the required power in overrun to a corresponding volume of the above volume of gas exhaust gas through the combustion chamber of the engine 103 to lead. The target performance to be achieved can then by one or more electrical machines 150 of the vehicle 100 be provided.

After expiry of the EGR dead time (directly after the change in the required power), the internal combustion engine can then start 103 operated in an optimal manner to provide the target performance.

By the load point shifts of an internal combustion engine described in this document 103 may be dropouts of the internal combustion engine 103 be avoided in load reduction. This makes it possible, especially in relatively high load ranges of the internal combustion engine 103 to use relatively high EGR rates to fuel the internal combustion engine 103 continue to reduce. In this case, constructive measures (eg the provision of a bypass line) can be dispensed with. The described load point shift can be done in a cost-efficient manner by existing components of a vehicle 100 be implemented.

When using a generator or an electric motor, the load point shift of the internal combustion engine 103 depending on the state of charge of an electrical energy storage of the vehicle 100 be adjusted. At relatively low states of charge can be performed by the operated as a generator electric machine, a load point shift to higher load ranges to generate electrical energy for charging the energy storage. On the other hand, at relatively high charge states, the electric motor a negative load point shift of the engine 103 cause, in the electrical energy to drive the electric motor (ie the electric machine) and thus the internal combustion engine 103 is removed from the energy store. This is the fuel consumption of the engine 103 lowered to zero.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 102014109805 A1 [0006, 0006]

Claims (10)

Procedure ( 200 ) for operating an internal combustion engine ( 103 ) of a vehicle ( 100 ) with an exhaust gas recirculation, short EGR, system; the EGR system having an EGR dead time for adjusting an amount of exhaust gases ( 122 ) in a working gas of the internal combustion engine ( 103 ) of a volume of space of the EGR system for receiving exhaust gases ( 122 ) between an EGR valve ( 102 ) and an entrance ( 131 ) of the internal combustion engine ( 103 ) depends; the method ( 200 ) in response to a change in one of the internal combustion engine ( 103 ) required power from an output power to a target power, 201 ) of the EGR valve ( 102 ) during the EGR dead time to recover an amount of recirculated exhaust gases ( 122 ) to change in preparation for the required target performance; and - induce ( 202 ) of one or more load-influencing measures, such that during the EGR dead time the internal combustion engine ( 103 ) produces an intermediate power that deviates from the target power; or driving ( 202 ) at least one electrical machine ( 150 ) of the vehicle ( 100 ), so that during the EGR dead time the at least one electric machine ( 150 ) provides the target performance and the internal combustion engine ( 103 ) is in overrun mode. Procedure ( 200 ) according to claim 1, wherein - the target power is less than the output power; and the EGR valve ( 102 ) is controlled to the amount of recirculated exhaust gases ( 122 ) to reduce. Procedure ( 200 ) according to claim 2, wherein the EGR valve ( 102 ) - closed during the EGR dead time; and - after the EGR dead time is triggered, to control a quantity of recirculated exhaust gases ( 122 ) in the working gas of the internal combustion engine ( 103 ) to provide the target performance. Procedure ( 200 ) according to any one of the preceding claims, wherein the process ( 200 ), after expiry of the EGR dead time, operating the internal combustion engine ( 103 ), so that the internal combustion engine ( 103 ) provides the target performance. Procedure ( 200 ) according to one of the preceding claims, wherein - the vehicle ( 100 ) comprises an electrical energy store for storing electrical energy; A residual power corresponds to the difference between intermediate power and target power; The one or more load-influencing measures controlling the electrical machine ( 150 ) to provide or reduce at least part of the residual benefit; - The electrical energy storage is set up, electrical energy for the operation of the electrical machine ( 150 ) and / or from the electrical machine ( 150 ) to store generated electrical energy; and - the method ( 200 ), - determining charge state data with respect to a state of charge of the electrical energy store; and - depending on the state of charge data, driving the electric machine ( 150 ) to provide or decrease the Residual Performance; or - to provide the target achievement. Procedure ( 200 ) according to one of the preceding claims, wherein the one or more load-influencing measures comprise one or more of: - increasing or reducing the load of a mechanically by the internal combustion engine ( 103 ) driven component ( 150 ), in particular a pump and / or an electric machine operated as a generator ( 150 ), of the vehicle ( 100 ); Increasing or reducing a driving resistance of the vehicle ( 100 ); and / or - increasing or reducing mechanical losses in a drive train of the vehicle ( 100 ). Procedure ( 200 ) according to one of the preceding claims, wherein - the change of the required power from a change in a deflection of an accelerator pedal of the vehicle ( 100 ) depends; and / or - the change in the required power, a change of one of the internal combustion engine ( 103 ) Required torque includes. Procedure ( 200 ) according to one of the preceding claims, wherein the EGR system is operated such that the amount of exhaust gases ( 122 ) in the working gas of the internal combustion engine ( 103 ) - as a function of that of the internal combustion engine ( 103 ) is adjusted; and - in particular increases with increasing demanded power. Procedure ( 200 ) according to one of the preceding claims, wherein - the vehicle ( 100 ) a turbocharger ( 105 ), which by exhaust gases ( 122 ) of the internal combustion engine ( 103 ) is driven; and - the EGR system is designed such that exhaust gases ( 122 ) downstream of the turbocharger ( 105 ) to the entrance ( 131 ) of the internal combustion engine ( 103 ) are returned. Control unit ( 101 ) for a vehicle ( 100 ), which has an internal combustion engine ( 103 ) with an exhaust gas recirculation, short EGR, system comprises; the EGR system having an EGR dead time for adjusting an amount of exhaust gases ( 122 ) in a working gas of the internal combustion engine ( 103 ) having; wherein the EGR dead time is determined by a volume of volume of the EGR system for receiving exhaust gases ( 122 ) between an EGR valve ( 102 ) and an entrance ( 131 ) of the internal combustion engine ( 103 ) depends; the control unit ( 101 ) in response to a change in one of the internal combustion engine ( 103 ) required power from an output power to a target power, - the EGR valve ( 102 ) during the EGR dead time to recover an amount of recirculated exhaust gases ( 122 ) to change in preparation for the required target performance; and - cause one or more load-influencing measures, so that during the EGR dead time the internal combustion engine ( 103 ) produces an intermediate power that deviates from the target power; or at least an electric machine ( 150 ) of the vehicle ( 100 ), so that during the EGR dead time the electric machine ( 150 ) provides the target performance and the internal combustion engine ( 103 ) is in overrun mode.

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