Method for controlling and regulating the fuel pressure in the common rail of an internal combustion engine
Proposed is a method for controlling and regulating an internal combustion engine ( 1 ), in which the rail pressure (pCR) is controlled via a suction throttle ( 4 ) on the low pressure side as a first pressure-adjusting element in a rail pressure control loop. The invention is characterized in that a rail pressure disturbance variable (VDRV) is generated in order to influence the rail pressure (pCR) via a pressure control valve ( 12 ) on the high pressure side as a second pressure-adjusting element, by means of which fuel is redirected in a controlled manner from the rail ( 6 ) into a fuel tank ( 2 ), the rail pressure disturbance variable (VDRV) being calculated using a corrected target volume flow (Vk(SL)) of the pressure control valve ( 12 ).
1. A method for open-loop and closed-loop control of an internal combustion engine, comprising the steps of: automatically controlling rail pressure (pCR) in a closed-loop rail pressure control system by a suction throttle on a low-pressure side as a first pressure regulator; controlling a pressure control valve on a high-pressure side as a second pressure regulator, by which fuel is redirected from the rail into a fuel tank, to generate a rail pressure disturbance variable (VDRV) for influencing the rail pressure (pCR); computing the rail disturbance variable (VDRV) based on a corrected set volume flow (Vk(SL)) of the pressure control valve; computing the corrected set volume flow (Vk(SL)) from a static set volume flow (Vs(SL)) and a dynamic set volume flow (Vd(SL)); computing the dynamic set volume flow (Vd(SL)) of the pressure control valve by a dynamic correction unit as a function of a set rail pressure (pCR(SL)) and an actual rail pressure (pCR(IST); and computing the dynamic set volume flow (Vd(SL)) by computing a resultant control deviation (epRES) of the rail pressure (pCR) and, if the resultant control deviation (epRES) is less than zero (epRES<0), then setting the dynamic set volume flow (Vd(SL)) to a value of zero or, if the resultant control deviation (epRES) is greater than or equal to zero (epRES≧0), then setting the dynamic set volume flow (Vd(SL)) to a value of a product of the resultant control deviation (epRES) and a factor, wherein a position of the pressure control valve is controlled based on the corrected set volume flow (Vk(SL)).
2. The method in accordance with claim 1 , including computing the static set volume flow (Vs(SL)) of the pressure control valve as a function of a set injection quantity (QSL) and an engine speed (nMOT) by a set volume flow input-output map.
3. The method in accordance with claim 1 , including computing the resultant control deviation (epRES) by computing a control deviation (ep) of the rail pressure (pCR) as a difference between the set rail pressure (pCR(SL)) and the actual rail pressure (pCR(IST)), by computing a limited control deviation (epLIM) from the set rail pressure (pCR(SL)) by a characteristic curve, and by computing a difference between the limited control deviation (epLIM) and the control deviation (ep).
4. The method in accordance with claim 1 , including computing the factor by a characteristic curve as a function of the actual rail pressure (pCR(IST)).
5. The method in accordance with claim 1 , including using a dynamic rail pressure (pCR(DYN)) in the computation as an alternative to the actual rail pressure (pCR(IST)), where the actual rail pressure (pCR(IST)) is computed from the rail pressure (pCR) by a first filter, and the dynamic rail pressure (pCR(DYN)) is computed from the rail pressure (pCR) by a second filter.
6. The method in accordance with claim 3 , including setting the limited control deviation (epLIM) and/or the factor to a constant value (epKON, fKON).
7. The method in accordance with claim 1 , including computing the rail pressure disturbance variable (VDRV) by a pressure control valve input-output map.
8. The method in accordance with claim 1 , including computing the static set volume flow (Vs(SL)) of the pressure control valve as a function of a set torque (MSL) and an engine speed (nMOT) by a set volume flow input-output map.