Method for the control and regulation of a V-type internal combustion engine
Disclosed is a method for the control and regulation of a V-type internal combustion engine ( 1 ), comprising an independent common rail system on the A side and an independent common rail system on the B-side, in which the rotational speed of the internal combustion engine ( 1 ) is regulated in a speed control loop and a nominal torque as an adjusted variable of the rotational speed governor is limited during the starting procedure to a starting torque for representing a nominal injection null set.
1. A method for open-loop and closed-loop control of a V-type internal combustion engine with an independent A-side common rail system having only one A-side common rail and A-side injectors in fluid communication with the only one A-side common rail and an independent B-side common rail system having only one B-side common rail and B-side injectors in fluid communication with the only one B-side common rail, the A-side injectors being separate from the B-side injectors, the method comprising the steps of: automatically controlling speed of the internal combustion engine in a closed-loop speed control system; and limiting a set torque, as a correcting variable of a speed controller, during a start-up process to a starting torque to produce a zero set injection quantity so that injection to both sides remains blocked as long as the A-side actual pressure and the B-side actual rail pressure are less than a starting rail pressure, the method further including enabling a positive set injection quantity when a verified engine speed is present, both an A-side rail pressure sensor and a B-side rail pressure sensor are operating correctly, and both the A-side actual rail pressure and the B-side actual rail pressure exceed the starting rail pressure.
2. The method in accordance with claim 1 , including enabling the positive set injection quantity by limiting the set torque to an operating torque as a maximum torque, which is computed at least as a function of actual speed.
3. The method in accordance with claim 2 , including enabling the positive set injection quantity if a verified engine speed is present and the B-side actual rail pressure exceeds the starting rail pressure when the A-side rail pressure sensor is defective and the B-side rail pressure sensor is operating correctly.
4. The method in accordance with claim 2 , including enabling the positive set injection quantity if a verified engine speed is present and the A-side actual rail pressure exceeds the starting rail pressure when the B-side rail pressure sensor is defective and the A-side rail pressure sensor is operating correctly.
5. The method in accordance with claim 2 , including enabling the positive set injection quantity if, in case of a defective A-side rail pressure sensor and a defective B-side rail pressure sensor, a verified engine speed is present.
6. The method in accordance with claim 1 , including computing the set injection quantity by an efficiency input-output map as a function of the limited set torque and actual speed.
7. The method in accordance with claim 6 , including providing the efficiency input-output map in such a form that for a first data point of the set torque, a set injection quantity of zero, the zero set injection quantity, is computed, independently of the actual speed.
8. The method in accordance with claim 7 , including setting a set total torque, which is computed as a sum of the set torque and friction torque, is set as the input variable of the efficiency input-output map instead of the limited set torque.
9. The method in accordance with claim 1 , including computing energization time for actuating injectors by an injector input-output map at least as a function of the set injection quantity.