Method for the control and regulation of an internal combustion engine
Disclosed is a method for the control and regulation of an internal combustion engine ( 1 ), comprising an independent common rail system on the A-side and an independent common rail system on the B-side. During normal operation, the rail pressure (pCR(A), pCR(B)) is controlled in each common rail system via a low pressure-side suction throttle ( 4 A, 4 B) as the first pressure-adjusting element in a rail pressure control loop and, at the same time, the rail pressure (pCR(A), pCR(B)) is subjected to a rail pressure disturbance variable via a high pressure-side pressure control valve ( 11 A, 11 B) as a second pressure-adjusting element, by means of which a pressure control valve volume flow is redirected via the high pressure-side pressure control valve ( 11 A, 11 B) from the rail ( 6 A, 6 B) into a fuel tank ( 2 ). The method is characterized in that a first emergency operation is implemented for the common rail system in question when a defective rail pressure sensor ( 8 A, 8 B) and a non-defective pressure control valve ( 11 A, 11 B) have been detected in said common rail system, while a second emergency operation is implemented for the common rail system in question when a defective rail pressure sensor ( 8 A, 8 B) and simultaneously a defective pressure control valve ( 11 A, 11 B) have been detected in said common rail system, and wherein the normal operation is implemented for the other, non-defective common rail system.
1. A method for open-loop and closed-loop control of an internal combustion engine with an independent A-side common rail system and an independent B-side common rail system, the method comprising the steps of, in a normal operating mode, automatically controlling rail pressure in each common rail system by a suction throttle on a low-pressure side as a first pressure regulator in a closed-loop rail pressure control system; simultaneously acting on the rail pressure with a rail pressure disturbance variable by way of a pressure control valve on a high-pressure side as a second pressure regulator by a pressure control valve volume flow being redirected from the rail into a fuel tank by the pressure control valve on the high-pressure side; setting a first emergency operating mode for an affected of the common rail systems if a defective rail pressure sensor and a nondefective pressure control valve are detected in the affected common rail system; setting a second emergency operating mode for the affected common rail system if a defective rail pressure sensor and simultaneously a defective pressure control valve are detected in the affected common rail system; and wherein normal operating mode continues to be set for the other, nondefective of the common rail systems.
2. The method in accordance with claim 1 , wherein in the first emergency operating mode, the pressure control valve on the high-pressure side and the suction throttle on the low-pressure side are activated in the affected common rail system as a function of a common setpoint value.
3. The method in accordance with claim 2 , wherein the setpoint value corresponds to a set emergency operation volume flow, which is computed by an emergency operation input-output map as a function of a set injection quantity and engine speed.
4. The method in accordance with claim 3 , wherein the emergency operation input-output map is realized in a form that in an entire operating range of the internal combustion engine, a pressure control valve volume flow is redirected from the rail into the fuel tank.
5. The method in accordance with claim 1 , wherein in the second emergency operating mode, the suction throttle is activated in the affected common rail system so that the rail pressure is successively increased until a passive pressure control valve responds.
6. The method in accordance with claim 5 , including, when the second emergency operating mode is set for the A-side common rail system, setting the set rail pressure of the correctly operating B-side common rail system to an emergency operation rail pressure, or when the second emergency operating mode is set for the B-side common rail system, setting the set rail pressure of the correctly operating A-side common rail system to the emergency operation rail pressure.
7. The method in accordance with claim 1 , wherein in the normal operating mode, a switch is made, as a function of firing order, from the A-side actual rail pressure to the B-side actual rail pressure as an input variable of an injector input-output map for computing energization time of an injector; wherein when the first emergency operating mode for the A-side common rail system is set, while the B-side common rail system is operating correctly, a set input-output map rail pressure is set as the input variable instead of the A-side actual rail pressure; and wherein when the first emergency operating mode for the B-side common rail system is set, while the A-side common rail system is operating correctly, the set input-output map rail pressure is set as the input variable instead of the B-side actual rail pressure.
8. The method in accordance with claim 7 , including, when the second emergency operating mode for the A-side common rail system is set, setting a rail pressure mean value as the input variable for the injector input-output map, and when the second emergency operating mode for the B-side common rail system is set, setting the rail pressure mean value as the input variable for the injector input-output map.
9. The method in accordance with claim 7 , wherein the second input variable of the injector input-output map is the set injection quantity, which is computed by a speed controller as its correcting variable.
10. The method in accordance with claim 7 , wherein the set injection quantity corresponds to an accelerator pedal position.