Abstract: A method for controlling a V-type internal combustion engine with a separate common rail system on an A side and a separate common rail system on a B side of the internal combustion engine, in which a set injection quantity is computed at least as a function of an actual speed relative to a set speed. An injection time for controlling an A-side injector is computed by an injector map as a function of the set injection quantity and as a function of an A-side actual rail pressure. The injection time for controlling a B-side injector is computed by the same injector map as a function of the set injection quantity and as a function of a B-side actual rail pressure.

Abstract: A method for automatically controlling the pressure of a common rail system on an A side and a common rail system on a B side of a V-type internal combustion engine, in which the rail pressure (pCR(A)) of the common rail system on the A side is automatically controlled by an A-side closed-loop pressure control system, and the rail pressure (pCR(B)) of the common rail system on the B side is automatically controlled by a B-side closed-loop pressure control system. The automatic control of each side is independent of the other. A common set rail pressure is set as a reference input for both closed-loop pressure control systems. A set injection quantity is computed by a speed controller as a function of an actual speed relative to a set speed, and a common disturbance variable is computed as a function of the set injection quantity. Both the correcting variable of the A-side pressure controller and the correcting variable of the B-side pressure controller are corrected by the common disturbance variable.

Abstract: A method for controlling a V-type internal combustion engine with a separate common rail system on an A side and a separate common rail system on a B side of the internal combustion engine, in which a set injection quantity is computed at least as a function of an actual speed relative to a set speed. An injection time for controlling an A-side injector is computed by an injector map as a function of the set injection quantity and as a function of an A-side actual rail pressure. The injection time for controlling a B-side injector is computed by the same injector map as a function of the set injection quantity and as a function of a B-side actual rail pressure.

Abstract: A method for automatically controlling the pressure of a common rail system on an A side and a common rail system on a B side of a V-type internal combustion engine, in which the rail pressure (pCR(A)) of the common rail system on the A side is automatically controlled by an A-side closed-loop pressure control system, and the rail pressure (pCR(B)) of the common rail system on the B side is automatically controlled by a B-side closed-loop pressure control system. The automatic control of each side is independent of the other. A common set rail pressure is set as a reference input for both closed-loop pressure control systems. A set injection quantity is computed by a speed controller as a function of an actual speed relative to a set speed, and a common disturbance variable is computed as a function of the set injection quantity. Both the correcting variable of the A-side pressure controller and the correcting variable of the B-side pressure controller are corrected by the common disturbance variable.

Abstract: Proposed is a method for controlling an internal combustion engine (1) with a common-rail injection system and a high-pressure control loop. In this method, a pump with an intake throttle (3) is controlled by means of an electronic control device (4) using a PWM signal with a first frequency. The invention provides that a critical speed is calculated from the angular distance between injections and the first frequency of the PWM signal. A speed range is then determined as a function of the critical speed. For engine speed values that fall outside this speed range, the PWM signal is set to the first frequency. For engine speed values that fall within the speed range, the PWM signal is set to a second frequency. Switching the PWM signal reduces the pressure oscillations in the rail (6).

Abstract: In a method of controlling rotational speed for an internal combustion-generator unit, a filtered rotational speed is monitored with respect to rotational speed oscillations. When such oscillations are detectd, their frequency is compared with a first limit value, and as a function of the comparison, a first mode or a second mode is set. In the first mode, the filter is altered and, in the second mode, parameters of a rotational-speed controller are adapted to eliminate the oscillations.

Abstract: In a method of controlling rotational speed for an internal combustion-generator unit, a filtered rotational speed is monitored with respect to rotational speed oscillations. When such oscillations are detectd, their frequency is compared with a first limit value, and as a function of the comparison, a first mode or a second mode is set. In the first mode, the filter is altered and, in the second mode, parameters of a rotational-speed controller are adapted to eliminate the oscillations.

Abstract: The invention relates to a speed filter for an internal combustion engine. Said filter contains a calculation rule (BV(i)), which is used to completely or partially eliminate a speed oscillation of the i-th order, thus improving the dynamics and the robustness of the speed control loop.

Abstract: Proposed is a method for controlling an internal combustion engine (1) with a common-rail injection system and a high-pressure control loop. In this method, a pump with an intake throttle (3) is controlled by means of an electronic control device (4) using a PWM signal with a first frequency. The invention provides that a critical speed is calculated from the angular distance between injections and the first frequency of the PWM signal. A speed range is then determined as a function of the critical speed. For engine speed values that fall outside this speed range, the PWM signal is set to the first frequency. For engine speed values that fall within the speed range, the PWM signal is set to a second frequency. Switching the PWM signal reduces the pressure oscillations in the rail (6).

Abstract: A diagnostic function for an internal-combustion engine whose power is set by way of a power-determining signal that is determined from a first signal from a determination device, and a second signal determined by a torque controller, based on engine torque. A selection device sets either the determination device or the torque controller to be dominant for the power determining signal. When the values of the engine torque are not plausible, an error mode is set. With the setting of the error mode, the dominance is retained when the determination device is dominant. When the torque controller is dominant, a change of the dominance takes place.

Abstract: The invention relates to a system for regulating an internal cumbustion engine (1). Said system regulates the maximum combustion pressure by modifying the start of the injection process. The aim of the invention is to improve the operational reliability of the internal combustion engine (1). To this end, the invention provides that the maximum combustion pressure (pMAX(i)) is diagnosed by the detection of a freak value. This then determines a first or second mode and sets a diagnosis value depending on the modi. The invention also provides that the output of the injection start regulator is limited by a limiting mechanism.

Abstract: A common rail injection system for an internal combustion engine, wherein upon detection of a defective rail sensor system the transition from the normal operation to the emergency operation is determined reliably by means of a transition function. The transition function is determined beforehand from the characteristics of a system deviation as a function of time during normal operation. In so doing, the system deviation is calculated from the a variance comparison of the rail pressure. The result of this defect transition process is a more noise-proof and more continuous transition from the normal operation to the emergency operation.

Abstract: A control system for protecting an internal combustion engine from overloading. The output of the internal combustion engine is adjusted with an output-determining signal according to an input signal which characterizes the desired output. According to the invention, a differential torque is calculated from the current motor torque and a maximum permissible motor torque. The differential torque in turn determines an authoritative second signal. A first signal that is determined from an input signal characterizing the desired output and the second signal are directed to a selector which selects the first or second signal as the signal that determines the output.

Abstract: The invention proposes a speed filter (11) for an internal combustion engine. The speed filter (11) comprises a calculation rule (BV(i)), which is used to eliminate a torsional vibration of the ith order completely or partially. The dynamics as well as the robustness of the speed control loop are increased in this way.

Abstract: In a method of controlling a drive unit, particularly an internal-combustion engine generator unit, in addition to first and second controlling devices, a third controlling device is provided for computing a third injection quantity. One of the controlling devices is set as dominant for controlling the rotational speed. From an operator determined charge definition, a charge injection quantity is computed, and is compared with the injection quantity of the dominant controlling device. As a function of the comparison, the dominance of the controlling device is retained or the charge definition is set to be dominant for a power-determining signal.

Abstract: In a method of controlling a drive unit, particularly an internal-combustion engine generator unit, in addition to first and second controlling devices, a third controlling device is provided for computing a third injection quantity. One of the controlling devices is set as dominant for controlling the rotational speed. From an operator determined charge definition, a charge injection quantity is computed, and is compared with the injection quantity of the dominant controlling device. As a function of the comparison, the dominance of the controlling device is retained or the charge definition is set to be dominant for a power-determining signal.

Abstract: A diagnostic function for an internal-combustion engine whose power is set by way of a power-determining signal that is determined from a first signal from a determination device, and a second signal determined by a torque controller, based on engine torque. A selection device sets either the determination device or the torque controller to be dominant for the power determining signal. When the values of the engine torque are not plausible, an error mode is set. With the setting of the error mode, the dominance is retained when the determination device is dominant. When the torque controller is dominant, a change of the dominance takes place.

Abstract: The invention relates to a system for regulating an internal combustion engine (1). Said system regulates the maximum combustion pressure by modifying the start of the injection process. The aim of the invention is to improve the operational reliability of the internal combustion engine (1) To this end, the invention provides that the maximum combustion pressure (pMAX(i)) is diagnosed by the detection of a freak value. This then determines a first or second mode and sets a diagnosis value depending on the modi.