Method for controlling rail pressure
Proposed is a method for closed loop rail pressure control of a V-type internal combustion engine with an asymmetrical firing order, wherein an actual rail pressure is computed from the measured rail pressure; a system deviation is determined by means of the actual rail pressure and a set rail pressure; and wherein a correcting variable for actuating a pressure actuating element, in particular a suction throttle, for regulating the rail pressure is computed. The invention is characterized by the fact that the actual rail pressure is computed from the measured rail pressure by means of an averaging filter in that below a limit speed (nLi) the rail pressure is averaged over a constant time and in that above the limit speed (nLi) the rail pressure is averaged over a working cycle of the internal combustion engine.
1. A method for closed loop rail pressure control of a V-type internal combustion engine with an asymmetrical firing order, wherein an actual rail pressure is computed from the measured rail pressure; a system deviation is determined by means of the actual rail pressure and a set rail pressure; and wherein a correcting variable for actuating a pressure actuating element, in particular a suction throttle, for regulating the rail pressure is computed, wherein the actual rail pressure is computed from the measured rail pressure with an averaging filter, and wherein the rail pressure is averaged over a constant time below a limit speed, and the rail pressure is averaged over a working cycle of the internal combustion engine above the limit speed, wherein the suction throttle is actuated based upon the computed correcting variable.
2. A method, as claimed in claim 1 , wherein, the actual rail pressure is computed using a low-pass filter.
3. A method, as claimed in claim 1 , wherein the rail pressure of the common rail system on a first side is regulated using a first-side closed loop rail pressure control circuit; and the rail pressure of the common rail system on a second side is regulated using a second-side closed loop rail pressure control circuit; and both closed loop rail pressure control circuits are automatically controlled independently of each other; and a common set rail pressure is established as the reference input variable for both closed loop rail pressure control circuits.
4. A method, as claimed in claim 3 , wherein the common set rail pressure is computed as a function of:
a set torque or
the set injection quantity and the engine speed.
5. A method, as claimed in claim 3 , wherein the first side is an A-side of the engine, and the second side is a B-side of the engine.
6. The method of claim 1 , further comprising determining the limit speed based upon a system dynamic response pattern, wherein a rail pressure variation above the limit speed does not occur below the limit speed.
7. The method of claim 1 , wherein the limit speed is an engine speed.
8. The method of claim 7 , wherein the limit speed is 1000 revolutions per minute (RPM).
9. The method of claim 1 , wherein averaging the rail pressure over the working cycle of the internal combustion engine above the limit speed uses a smaller averaging period than averaging the rail pressure over the constant time below the limit speed.
10. A method for closed loop rail pressure control of a V-type internal combustion engine with an asymmetrical firing order, comprising:
determining (a) an actual rail pressure from a measured rail pressure, (b) a system deviation from at least the actual rail pressure and a set rail pressure, and (c) a correcting variable for actuating a suction throttle configured to regulate the rail pressure;
wherein the actual rail pressure is determined from the measured rail pressure with an averaging filter, the averaging filter averaging rail pressure over a constant time below a limit speed, the averaging filter averaging rail pressure over a working cycle of the internal combustion engine above the limit speed; and
actuating the suction throttle based upon at least the determined correcting variable.
11. A method, as claimed in claim 10 , wherein, the actual rail pressure is computed using a low-pass filter.
12. A method, as claimed in claim 10 , wherein the rail pressure of the common rail system on a first side is regulated using a first-side closed loop rail pressure control circuit; and the rail pressure of the common rail system on a second side is regulated using a second-side closed loop rail pressure control circuit; and both closed loop rail pressure control circuits are automatically controlled independently of each other; and a common set rail pressure is established as the reference input variable for both closed loop rail pressure control circuits.
13. A method, as claimed in claim 12 , wherein the common set rail pressure is computed as a function of:
a set torque, or
the set injection quantity and the engine speed.
14. A method, as claimed in claim 12 , wherein the first side is an A-side of the engine, and the second side is a B-side of the engine.
15. The method of claim 10 , further comprising determining the limit speed based upon a system dynamic response pattern, wherein a rail pressure variation above the limit speed does not occur below the limit speed.
16. The method of claim 15 , wherein the limit speed is an engine speed.
17. The method of claim 15 , wherein the limit speed is 1000 revolutions per minute (RPM).
18. The method of claim 10 , wherein averaging the rail pressure over the working cycle of the internal combustion engine above the limit speed uses a smaller averaging period than averaging the rail pressure over the constant time below the limit speed.