DE102019202404B4 - Method for controlling the stopping behavior of an internal combustion engine - Google Patents

Abstract

Method for controlling the run-out behavior of an internal combustion engine (10), in whose exhaust pipe (70) a three-way catalytic converter (71) is arranged, characterized in that a length of a run-out of the internal combustion engine (10) is predicted (90) and the run-out behavior is then controlled so that an oxygen loading (B) of the three-way catalytic converter (71) at the end of the outlet is in a predeterminable range of the oxygen storage capacity of the three-way catalytic converter (71).

Description

The present invention relates to a method for controlling the stopping behavior of an internal combustion engine. The present invention further relates to a computer program that carries out each step of the method, as well as a machine-readable storage medium that stores the computer program. Finally, the invention relates to an electronic control device which is set up to carry out the method.

State of the art

The ability to store oxygen in a three-way catalytic converter in the exhaust system of an internal combustion engine has a significant influence on the conversion behavior of the catalytic converter. The temperature-dependent ability to store oxygen is indicated by the value OSC (Oxygen Storage Capacity). With an oxygen load of significantly more than 50% of the OSC, there is a risk of nitrogen oxide breakthroughs. Undesirable short-term deviations in the mixture control towards an excess of oxygen in the exhaust gas, in conjunction with an excessive oxygen load on the catalytic converter, can lead to such a high oxygen supply that the oxidation of incompletely burned components, such as hydrocarbons or carbon monoxide, can largely take place without a simultaneous reduction of nitrogen oxides.

With an oxygen load of significantly less than 50% of the OSC, there is a risk of hydrocarbon breakthroughs and carbon monoxide breakthroughs. Undesirable short-term deviations in the mixture control towards a lack of oxygen can be more difficult to compensate for when the oxygen load in the catalytic converter is low. Although nitrogen oxides are reduced, the oxygen load in the catalyst is also used up. Ultimately, however, the oxygen supply drops to such an extent that the unburned components can no longer be oxidized.

From the DE 11 2011 105 110 T5 is known a device for detecting imbalance anomalies in an air-fuel ratio between cylinders in a multi-cylinder internal combustion engine. A fuel injection amount at a predetermined target cylinder is increased to detect imbalance anomalies in an air-fuel ratio between cylinders based at least on a rotational change of the target cylinder after increasing the fuel injection amount. The increase in the fuel injection amount is carried out in the middle of the execution of the rich control after the fuel cutoff.

From the DE 10 2017 208 438 A1 a method for regeneration of a particle filter or a four-way catalytic converter in an exhaust system of an internal combustion engine is known. An increase in nitrogen oxide emissions during the regeneration of the particulate filter or the four-way catalytic converter should be prevented or at least minimized. If there is a request to switch off the combustion engine, the fuel injection and the ignition are switched off. Due to the mass inertia, the internal combustion engine comes to a standstill from the switch-off speed, with oxygen-rich fresh air being pumped into the exhaust duct in this phase. The oxygen contained in this fresh air is used to partially regenerate the particle filter or the four-way catalytic converter, with the particle mass discharged from the particle filter or the four-way catalytic converter being determined by a calculation model.

From the EN 10 2013 202 196 A1 A method for operating an internal combustion engine with a downstream exhaust system that has at least one catalyst device is known. A gas exchange device for controlling the intake side and the exhaust side of the internal combustion engine is provided. It is provided that in an operating mode in which the internal combustion engine is not supplied with fuel, the exhaust side of the internal combustion engine is closed and the opening of the intake side is adjusted to an earlier point in comparison with a regular operating mode.

From the DE 10 2010 030 873 A1 a method for cooling cylinders of an internal combustion engine with direct injection is known. After a stop request and before the internal combustion engine comes to a standstill and/or immediately after the internal combustion engine comes to a standstill, fuel is injected into the combustion chamber. In this way, air present in the combustion chamber is cooled.

Disclosure of the invention

The method is used to control the stopping behavior of an internal combustion engine in whose exhaust system a three-way catalytic converter is arranged. It can be used both when the internal combustion engine is switched off and in a fuel cut-off phase. A length of an outlet of the internal combustion engine is predicted. The run-out behavior is then controlled so that an oxygen loading of the three-way catalytic converter at the end of the run-out is in a predeterminable range, preferably in the range of 40% to 60% of the oxygen storage capacity of the Three-way catalytic converter. In order to ensure optimal exhaust gas pollutant conversion even with significant deviations from λ = 1, oxygen loading in this range should be aimed at in order to reduce these dangers. This prevents significantly worsened emissions downstream of the catalytic converter from occurring when the internal combustion engine is subsequently started due to an oxygen load on the catalytic converter that is too high or too low in conjunction with a mixture stoichiometry that is too lean or too rich.

When the internal combustion engine is running, the current oxygen loading of the catalytic converter can be modeled from the measured values of lambda sensors upstream and downstream of the catalytic converter and is therefore sufficiently known.

When the internal combustion engine is being fired, it is possible to set the oxygen load in the catalytic converter as optimally as possible by controlling or regulating the λ value. In overrun phases or while the engine is coasting down, this is possible by controlling/regulating the intake manifold pressure. The intake manifold pressure and the number of unfired work cycles determine the fresh air that is passed into or through the catalytic converter. In general, this means that a high intake manifold pressure causes a high air flow in the catalytic converter and the oxygen reservoir is filled. A low intake manifold pressure means a low to backward air flow in the catalytic converter, which means the oxygen load remains unchanged. Many work cycles lead to a large air flow, a few work cycles lead to a smaller air flow. The change in oxygen loading is therefore proportional to the product of the intake manifold pressure and the number of work cycles in the outlet.

If the oxygen load is below the range at the beginning of the run-out, the intake manifold pressure of the internal combustion engine is preferably reduced in the run-off in order to increase the oxygen load. Due to the length of the outlet known from prediction, the suction pipe pressure can be chosen to be as low as necessary. This means that the comfort of a motor vehicle driven by the internal combustion engine is not affected, or is only affected as little as necessary.

If the oxygen load is above the range at the beginning of the run-out, torque-neutral combustions, i.e. combustions with a late ignition angle, with a λ value of less than 1 and / or fuel injections without ignitions in the internal combustion engine are preferably carried out in the run-out in order to specifically increase the oxygen load reduce. Because the number of work cycles still to be performed is known from the prediction, it can be ensured that the unburned hydrocarbons from the fuel injections still reach the catalytic converter when it is at operating temperature. There they are oxidized to water and carbon dioxide, thereby reducing the oxygen load.

The prediction is carried out in particular by determining the speed when the internal combustion engine is running down based on the difference of square values of the speeds of the internal combustion engine occurring when the internal combustion engine is running down. The difference between these square values represents a reliable measure of the energy dissipation in the phase-out phase.

The speeds resulting when the internal combustion engine stops, e.g. B. at empirically predeterminable crankshaft positions, e.g. B. at 1440, ..., 720, 540, 360 and 180 ° CA before a certain ZOT, can be predicted based on a typical, predetermined and predeterminable stopping behavior. A typical run-down behavior can consist of the intake manifold pressure of the affected internal combustion engine being regulated to 650 mbar, with an inlet valve arranged on a combustion chamber of the internal combustion engine being activated to close at 120 ° CA before ZOT and with an exhaust valve arranged on the combustion chamber at 148 ° CA after ZOT is controlled to open.

The procedure for prediction is based in particular on the technical effect that the energy reduction of the kinetic energy as the internal combustion engine runs out is essentially constant. Since both the moment of inertia of the internal combustion engine is constant and the drag torque of the internal combustion engine usually does not change during coasting, the mentioned difference in the speed squares represents a reliable measure of the energy dissipation in the coasting phase. This energy dissipation measure is particularly important for the different crankshaft angles mentioned (° CA ) or the ignition distance from a top dead center (ZOT) or a multiple thereof constant.

The method can provide that the prediction is based on an evaluation angle that is as free of angle errors as possible. This can be achieved by only using angle values between matching teeth of a crankshaft sensor wheel.

The prediction can be made very early, i.e. H. e.g. B. a few thousand degrees crankshaft angle before the internal combustion engine actually comes to a standstill.

Thanks to the prediction, interventions that influence or shape the speed can also be carried out early in the run-out. Such interventions can be carried out on various system components that influence the stopping behavior of the internal combustion engine, e.g. B. a throttle valve, a high-pressure pump, a power generator or even an electric motor can be realized. This can be used in particular to specify a number of work cycles still to be performed by the internal combustion engine when it is running down.

For this purpose, in particular during the run-out, a change in a control variable of the internal combustion engine is carried out before the start of the run-out, which z. B. changes the efficiency of combustion, influences the speed of the internal combustion engine or the crankshaft, in particular in order to shape the speed curve over time in order to achieve a certain stopping behavior.

For known courses of the temporal stopping behavior, on the basis of a desired speed that is preferably present shortly before the end of the stopping, in particular on the basis of a desired speed that is present at a last exceeded ZOT at an empirically predeterminable or defined operating point of the internal combustion engine, e.g. B. at 175 rpm, a higher or earlier target speed can be calculated backwards, which automatically leads to the desired speed due to the aforementioned reduction in kinetic energy before the end of the coasting.

For this purpose, it is preferred that the change in the control variable of the internal combustion engine causes a change in the efficiency of the combustion before the internal combustion engine begins to run down and that a final fuel metering, e.g. B. a last injection, and / or a change in operating variables of the internal combustion engine relevant to combustion due to the last fuel metering, e.g. B. a throttle valve angle or a variable valve adjustment.

Furthermore, it can be provided that the change in the control variable of the internal combustion engine takes place by changing the metered amount of fuel and/or by changing the ignition angle.

The computer program is set up to carry out every step of the method, especially if it runs on the computing device or an electronic control device. It enables the implementation of different embodiments of the method on an electronic control device without having to make any structural changes. For this purpose it is stored on the machine-readable storage medium.

By installing the computer program on a conventional electronic control unit, this will, if necessary, block the regeneration of the exhaust particle sensor based on the process.

Brief description of the drawings

• 1 zeigt schematische eine Brennkraftmaschine, deren Auslauf mittels Verfahren gemäß Ausführungsbeispiel der Erfindung gesteuert werden kann.
• 2 zeigt typische Drehzahlverläufe der Brennkraftmaschine, in Abhängigkeit von Werten eines Kurbelwellenwinkels in einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens.
• 3 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens.

Exemplary embodiments of the invention are shown in drawings and are explained in more detail in the following description.

• 1 shows schematically an internal combustion engine, the run-down of which can be controlled using a method according to an exemplary embodiment of the invention.
• 2 shows typical speed curves of the internal combustion engine, depending on values of a crankshaft angle in an exemplary embodiment of the method according to the invention.
• 3 shows a flowchart of an exemplary embodiment of the method according to the invention.

Embodiments of the invention

1 shows schematically the structure of an internal combustion engine 10, in which the method according to the invention can be used. This internal combustion engine 10 has a combustion chamber 20, the volume of which is limited by a piston 21, which is coupled to a crankshaft 30 via a connecting rod 22 and carries out an up and down movement in a characteristic manner when the crankshaft 30 rotates. An electronic control unit 40 controls a throttle valve 51 arranged in an intake manifold 50, an injection valve 52, a spark plug 23 and the up and down movement of an intake valve 24, which is connected to a camshaft 60 via a first cam 61, and/or the Up and down movement of an exhaust valve 25, which is coupled to the camshaft 60 via a second cam 62.

The crankshaft 30 is connected to an electrical machine 32 via a mechanical coupling 31. In the present case, the electrical machine 32 is a conventional starter and the mechanical coupling 31 comprises a ring gear and a pinion with which the starter is meshed. A crankshaft angle sensor 33 is provided to detect the angular position of the crankshaft 30 and to transmit it to the control unit 40.

Air is sucked in through the intake pipe 50 and pushed out through an exhaust pipe 70. A three-way catalytic converter 71 is arranged in the exhaust pipe 70. A first lambda probe 72 is arranged upstream of the three-way catalytic converter 71 and a second lambda probe 73 is arranged downstream of the three-way catalytic converter 71. When the internal combustion engine 10 is fired, the oxygen loading of the three-way catalytic converter 71 is modeled from measured values from the two lambda sensors 72, 73.

Before the internal combustion engine 10 is switched off, a length of its run-out is predicted. For this purpose, it is assumed that the aforementioned energy reduction of the kinetic energy as the internal combustion engine 10 runs out is essentially constant. Since the moment of inertia of the internal combustion engine 10 is constant and the drag torque of the internal combustion engine 10 usually does not change or changes only very slightly during the coasting, the difference in the speed squares of the internal combustion engine 10 represents a reliable measure of the energy dissipation during the coasting. This energy dissipation measure is particularly for the mentioned different crankshaft angles (°CA) or the ignition distance from a top ignition dead center (ZOT) or a multiple thereof constant.

An exemplary embodiment of the method according to the invention provides that the predictive calculation of the speed is based on an evaluation angle that is as free of angle errors as possible. This is achieved by only using the angle values between matching teeth of a crankshaft sensor wheel, e.g. B. a ZOT tooth 17 to a ZOT tooth 17 of the same name.

In the exemplary embodiment, the respective predicted speed values are updated every 180° CA, i.e. H. the so-called update angle δ is 180°KW here. The speed is formed at the respective upper ignition dead points (ZOT) of the crankshaft 30.

When the internal combustion engine 10 is stopped, the energy dissipation ΔE is proportional to the drag torque MS of the internal combustion engine 10 and the mass moment of inertia θ of the masses of the internal combustion engine 10 involved in the stop. The formula then applies to the so-called stopping coefficient MS/Φ in the unit [Nm/kg m ² ]. 1: $$\text{MS}/\mathrm{\theta }=\mathrm{\pi }/10\cdot \mathrm{<figure-callout\; id="2"\; label="\Delta \; n"\; filenames="DE102019202404B4\_0009.png"\; state="\{\{state\}\}">\Delta </figure-callout>}{\text{n}}^{}{}^2/\mathrm{\Delta \varphi }\text{ZA}$$

Here MS denotes the drag torque in the unit [Nm], ΔϕZA the ignition distance in the unit [°KW], which in a four-cylinder internal combustion engine is, for example, the already mentioned 180°KW, and n the speed of the internal combustion engine 10 in the unit [U/ min].

In the case of a four-cylinder internal combustion engine 10, there are basically two options for predicting the speed n, namely the prediction of the speed n when the internal combustion engine 10 stops at the (subsequent) time when 180 ° CA (case 1) F1 is present or at the time when 720°CA (case 2) F2, as in 2 You can see where, depending on the crankshaft angle KW in the unit [°], the corresponding angular dependence of two ZOT teeth Z, namely tooth 17 and tooth 47, is shown, as well as the affected cylinders cyl 0, cyl 1, cyl 2 and cyl 3.

The corresponding prediction angle is referred to below as β and corresponds to the ignition distance itself in case 1 or to the ignition distance between one and the same cylinder in case 2, i.e. H. for a four-cylinder internal combustion engine 10, 4 x 180°KW = 720°KW applies.

In order to be able to predict the speed in case 1, ie at 180°CA, information from the previous angular range of 540°CA is required. This angular range is referred to below as the result angle γ and is calculated according to Formula 2 using the speed formation angle α: $$\mathrm{\gamma }=\mathrm{\alpha }+\mathrm{\beta }={360}^{\circ }\text{KW}+{180}^{\circ }\text{KW}={540}^{\circ }\text{KW}$$

In order to predict the speed in case 2, i.e. at 720°CA, information from the previous angle range of 1080°CA is required. This angle range, referred to as the result angle γ, is calculated according to formula 3: $$\mathrm{\gamma }=\mathrm{\alpha }+\mathrm{\beta }={360}^{\circ }\text{KW}+{720}^{\circ }\text{KW}={1080}^{\circ }\text{KW}$$

It should be noted that prediction using the prediction angle β = 720°CA is preferable if the necessary information from the past is already available, i.e. with a result angle of γ = 1080°CA when the internal combustion engine is running out of fuel, since any cylinder-specific differences in the drag torque cannot then be reflected in the prediction result. On the other hand, prediction using the prediction angle β = 180°CA is preferable if only little information from the past is available, i.e. with a result angle of β = 540°CA when the internal combustion engine is running out of fuel.

As in 3 is shown, the method starts 80 when the internal combustion engine 10 stops should be switched. Now a prediction 90 of the length of the outlet is made. In case 1, the described predicted speed n _i of the internal combustion engine 10 is first calculated for the current operating state of the internal combustion engine 10 in ZOT _i on the basis of the last angle error-free speed formation angle α = 360 ° KW 91 and temporarily stored 92. For a previous ZOT _i-1 , for the prediction angle β = 180 ° KW, the predicted speed n _i-1 has already been calculated 93 and also buffered 94 and is now read out 95. On the basis of the two speed values n _i and n _i-1, the constant is calculated 96 Energy dissipation measure DNQ _180°KW since the last operating state at β = 180°KW, ie the difference of the speed squares according to formula 4: $${\text{<figure-callout id="180" label="DNQ" filenames="DE102019202404B4\_0009.png" state="{{state}}">DNQ</figure-callout>}}_{{180}^{\circ }\text{KW}}=\mathrm{<figure-callout\; id="2"\; label="\Delta \; n"\; filenames="DE102019202404B4\_0009.png"\; state="\{\{state\}\}">\Delta </figure-callout>}{\text{n}}^{}{}^2{}_{{180}^{\circ }\text{KW}}={\text{n}}^2{}_{\text{i}-1}-{\text{n}}^2{}_{\text{i}}$$

This results in a result angle of γ = 540°KW, which corresponds to a past angle on which the prediction result is based. On the basis of the energy dissipation measure calculated in this way, the speed square n ² _i+1 is predicted for the next (different) ZOT _i+1 97, ie for β= 180°KW according to n ² _i+1 = n ² _i - DNQ _180°KW . By taking the root, the predicted speed n _i+1 for the next (different) ZOTi+1 is calculated 98. Furthermore, in the calculation 98 according to formula 5, further future predicted speeds n _i+j (with j = 2, 3, 4, ...) for further ZOTs, until the resulting speeds n _{i + j} no longer have achievable values less than zero: $$n_{i+j}=\sqrt{n_i^2-j\cdot \mathrm{<figure-callout\; id="180"\; label="D\; N\; Q"\; filenames="DE102019202404B4\_0009.png"\; state="\{\{state\}\}">D</figure-callout>}N{Q}_{}{}_{{180}^{\circ }KW}}$$

From this it is now determined 99 at which point in time the phase-out will end.

In case 2, in step 95 the predicted speed _n i is calculated and also buffered 94 for a previous matching ZOT _i-4 , ie for the prediction angle β = 720 ° KW on the basis of the last angle error-free speed formation angle α = 360 ° KW in step 93 _-4 read out. On the basis of the two speed values n _i and n _i-4, the constant energy dissipation measure DNQ _{720 ° KW} of the last prediction angle β = 720 ° KW is again calculated in step 96, ie the difference of the speed squares according to formula 6: $${\text{<figure-callout id="720" label="DNQ" filenames="DE102019202404B4\_0009.png" state="{{state}}">DNQ</figure-callout>}}_{{720}^{\circ }\text{KW}}=\mathrm{\Delta }{\text{n}}_{{2720}^{\circ }\text{KW}}={\text{n}}^2{}_{\text{i}-4}-{\text{n}}^2{}_{\text{i}}$$

In case 2, this results in the result angle being γ=1080°KW, which in turn corresponds to a past angle on which the prediction result is based. On the basis of the energy dissipation measure calculated in this way, the speed square n ² _i+4 is predicted 96 for the next identical or matching ZOT _i+4 , ie for β = 720°KW according to n ² _i+4 = n ² _i - DNQ _{720° KW} . By taking the root, the predicted speed n _i+4 for the next identical ZOT _i+4 is calculated 98. Furthermore, in the calculation 98 according to formula 7, further future predicted speeds n _i+j (with j = 8, 12, 16, ...) for further ZOTs, until the resulting speeds n _{i + j} no longer have achievable values less than zero: $$n_{i+j}=\sqrt{n_i^2-\frac{j}{4}\cdot \mathrm{<figure-callout\; id="720"\; label="D\; N\; Q"\; filenames="DE102019202404B4\_0009.png"\; state="\{\{state\}\}">D</figure-callout>}N{Q}_{}{}_{{720}^{\circ }KW}}$$

Here too, it is now determined at which point the phase-out will end.

The oxygen load B of the three-way catalytic converter 71 at the beginning of the run-out is now determined from the last measured values of the lambda sensors 71, 72. A test 82 is then carried out as to whether this is below, in or above a range of 40% to 60% of the oxygen storage capacity of the three-way catalytic converter 71. If it is below this, a pressure in the suction pipe 50 is reduced depending on the determined length of the outlet so that the oxygen load B during the outlet again reaches a value within the range 82. If it is in the range, no intervention takes place 83. If the oxygen load B is above the range, depending on the determined length of the run-out, torque-neutral combustions with a lambda value of less than 1 and/or fuel injections without ignitions are carried out in the internal combustion engine 10, so that the oxygen load B is again during the run-out reaches a value within the range 85.

In a further embodiment of the method, it is provided that the number of work cycles of the internal combustion engine 10 still to be performed during the run-down is specified in order to achieve the optimum run-down length for setting the oxygen loading B. For this purpose, the speed n during the run-down is changed by a change in the metered fuel quantity carried out before the start of the run-down of the internal combustion engine and/or by a change in the ignition angle of the internal combustion engine 10 in such a way that, on the basis of a predetermined, temporal run-down behavior of the speed n and on the basis of a desired speed present before the end of the run-down at a predefinable operating point of the internal combustion engine 10, a higher or temporally earlier target speed can be calculated backwards, which before the end of the run-out to the desired speed. The speed curve of the internal combustion engine 10 during the run-out is formed by the change in the efficiency of the combustion. To this end, the change in the efficiency of the combustion is brought about before the start of the run-out of the internal combustion engine 10. A final fuel metering and/or a change in the operating variables of the internal combustion engine 10 that are relevant for the combustion due to the last fuel metering takes place.

Claims (15)

Method for controlling the run-out behavior of an internal combustion engine (10), in the exhaust pipe (70) of which a three-way catalytic converter (71) is arranged, characterized in that a length of a run-out of the internal combustion engine (10) is predicted (90) and the run-out behavior is then controlled so that an oxygen loading (B) of the three-way catalytic converter (71) at the end of the outlet is in a predeterminable range of the oxygen storage capacity of the three-way catalytic converter (71). Procedure according to Claim 1 , characterized in that a pressure in an intake manifold pressure (50) of the internal combustion engine (10) is reduced in the outlet if the oxygen load (B) is below the range (83) at the beginning of the outlet. Procedure according to Claim 1 or 2 , characterized in that during the run-out, torque-neutral combustions with a lambda value of less than 1 and/or fuel injections without ignitions are carried out in the internal combustion engine (10) if the oxygen load (B) is above the range at the start of the run-out (85) . Procedure according to one of the Claims 1 until 3 , characterized in that the prediction (90) is carried out by determining the speed when the internal combustion engine is running down based on the difference of square values of the speeds of the internal combustion engine occurring when the internal combustion engine is running down. Procedure according to Claim 4 , characterized in that the difference in the square values is used as a measure of the energy dissipation of the internal combustion engine (10) when it is running down. Procedure according to Claim 4 or 5 , characterized in that when the internal combustion engine (10) coasts down, resulting speeds at predeterminable positions of its crankshaft (30) before a predeterminable top dead center with ignition of the crankshaft (30) are determined based on a predeterminable stopping behavior. Procedure according to one of the Claims 4 until 6 , characterized in that the predictive determination of the speed is based on an evaluation angle, for which only angle values between matching teeth of a sensor wheel of the crankshaft (30) are used. Procedure according to one of the Claims 1 until 7 , characterized in that a number of work cycles of the internal combustion engine (10) still to be performed is specified in the run-out. Procedure according to Claim 8 , characterized in that the specification is carried out by changing a speed of the internal combustion engine (10) when the internal combustion engine (10) coasts down by changing a control variable of the internal combustion engine (10) carried out before the internal combustion engine (10) begins to coast down in such a way that, on the basis of a predetermined, temporal stopping behavior of the speed and on the basis of a desired speed present before the end of the stopping at a predeterminable operating point of the internal combustion engine (10), a higher or earlier target speed can be calculated backwards, which leads to the desired speed before the stopping is completed. Procedure according to Claim 9 , characterized in that the speed curve of the internal combustion engine (10) is shaped by a change in the efficiency during combustion. Procedure according to Claim 10 , characterized in that the change in the control variable of the internal combustion engine (10) causes a change in the efficiency of the combustion before the internal combustion engine (10) begins to run down and that a last fuel metering and / or a change for the combustion due to the last fuel metering relevant operating variables of the internal combustion engine (10). Procedure according to one of the Claims 9 until 11 , characterized in that the change in the control variable of the internal combustion engine (10) takes place by changing a metered amount of fuel and / or by changing an ignition angle. Computer program that is set up to carry out each step of a method according to one of the Claims 1 until 12 to carry out. Machine-readable data carrier on which a computer program according to Claim 13 is stored. Electronic control device (40), which is set up to control the stopping behavior of an internal combustion engine (10) by means of a method according to one of Claims 1 until 12 to control.

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