Abstract: 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 (4A, 4B) 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 (11A, 11B) 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 (11A, 11B) from the rail (6A, 6B) into a fuel tank (2).

Abstract: The invention relates to a method for the open-loop control and the closed-loop control of an internal combustion engine (1), the rail pressure (pCR) being controlled in a closed loop mode in the normal operating state and an emergency operation mode being activated once a defective rail pressure sensor (9) is detected, in which emergency operation the rail pressure (pCR) is controlled in an open loop mode. The invention is characterized in that in the emergency operation mode, the rail pressure (pCR) is gradually increased until a passive pressure relief valve (11) is activated which redirects fuel from the rail (6) to the fuel tank (2) when it is open.

Abstract: A method for open-loop and closed-loop control of an internal combustion engine (1) in which the rail pressure (pCR) is controlled via a low pressure-side suction throttle (4), as the first pressure-adjusting element in a rail pressure control loop. A rail pressure disturbance variable (VDRV) is generated to influence the rail pressure (pCR) via a high-pressure side pressure control valve (12), as the second pressure-adjusting element, by which fuel is redirected from the rail (6) into the fuel tank (2). The position of the high-pressure side pressure control valve (12) is determined by a PWM signal (PWMDV), which, when normal mode is set, is calculated as a function of the resulting target volume flow and, when protective mode is set, is temporarily set to a maximum value.

Abstract: The invention relates to a control and regulation method for an internal combustion engine having a common rail system, wherein a rail pressure is regulated in normal operation in that a first actual rail pressure is determined via a first filter from the rail pressure, an offset is calculated from a target rail pressure and the first actual rail pressure, a variable is calculated via a pressure regulator from the offset and a PWM signal having a first PWM frequency (f1) for activation of a control process is determined in dependence on the variable.

Abstract: 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.

Abstract: Proposed is a method for controlling and regulating an internal combustion engine (1) having a common rail system and having a passive pressure limiting valve (11) for discharging fuel out of a rail (6) into the fuel tank (2), in which method, in a first stage, the pressure limiting valve (11) is set as open when the rail pressure, proceeding from a steady-state rail pressure, exceeds a first threshold value and subsequently falls below a second threshold value within a first critical time, wherein the first threshold value characterizes a higher pressure level than the steady-state rail pressure and the second threshold value characterizes a lower pressure level than the first threshold value, and in which method the opening duration of the opened pressure limiting valve (11) is monitored.

Abstract: Proposed is a method for monitoring a passive pressure limiting valve (11) via which fuel is discharged from the rail (6) of a common rail system into the fuel tank (2), in which method, upon the detection of a defective rail pressure sensor (9), a switch is made from a rail pressure regulation mode into an emergency mode, wherein in the emergency mode, the rail pressure is successively increased until the pressure limiting valve (11) reacts, in which method, in the emergency mode, the pressure limiting valve (11) is set as open when the starting phase of the internal combustion engine has additionally been detected as having ended, and in which method, in addition, the opening duration of the pressure limiting valve (11) is monitored.

Abstract: A method for automatically controlling an internal combustion engine, where, during normal operation in a first controller mode, a charge air temperature controller is set as dominant for a map-controlled thermostatic valve for automatically controlling the charge air temperature (TLL), or, during normal operation in a second controller mode, a coolant temperature limit controller is set as dominant for the map-controlled thermostatic valve for automatically controlling the coolant temperature (TKM). If a charge air temperature sensor fails, the second controller mode is set with the coolant temperature limit controller dominant, and if a coolant temperature sensor fails, the first controller mode is set with the charge air temperature controller dominant.

Abstract: The invention relates to a method for the open-loop control and the closed-loop control of an internal combustion engine (1), the rail pressure (pCR) being controlled in the normal operating state in a closed loop control mode via an intake throttle (4) on the lower pressure side as the first pressure control member in a rail pressure control loop and at the same time a rail pressure disturbance variable being applied to the rail pressure (pCR) via a pressure control valve (12) on the high pressure side as the second pressure control member. For this purpose, a pressure control valve volume flow (VDRV) is redirected from the rail (6) to a fuel tank (2) via the pressure control valve (12) on the high pressure side, and an emergency operation mode is activated once a defective rail pressure sensor (9) is detected, in which emergency operation the pressure control valve (12) on the high pressure side and the intake throttle (4) on the low pressure side are actuated depending on the same set point value.

Abstract: The invention relates to a method for the open-loop control and the closed-loop control of an internal combustion engine (1) comprising an A-side and a B-side common rail system, the rail pressure (pCR(A)) of the common rail system on the A side being controlled via an A-side rail pressure control loop in a closed loop mode and the rail pressure (pCR(B)) of the common rail system on the B side being controlled via a B-side rail pressure control loop in a closed loop mode independently of each other.

Abstract: The invention relates to a method for the open-loop control and the closed-loop control of an internal combustion engine (1), the rail pressure (pCR) being controlled in a closed loop mode in the normal operating state and an emergency operation mode being activated once a defective rail pressure sensor (9) is detected, in which emergency operation the rail pressure (pCR) is controlled in an open loop mode. The invention is characterized in that in the emergency operation mode, the rail pressure (pCR) is gradually increased until a passive pressure relief valve (11) is activated which redirects fuel from the rail (6) to the fuel tank (2) when it is open.

Abstract: 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.

Abstract: 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 (4A, 4B) 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 (11A, 11B) 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 (11A, 11B) from the rail (6A, 6B) into a fuel tank (2).

Abstract: Proposed is a method for open-loop and closed-loop control of an internal combustion engine (1) in which the rail pressure (pCR) is controlled via a low pressure-side suction throttle (4), as the first pressure-adjusting element in a rail pressure control loop. The invention is characterized in that a rail pressure disturbance variable (VDRV) is generated to influence the rail pressure (pCR) via a high-pressure side pressure control valve (12), as the second pressure-adjusting element, by means of which fuel is redirected from the rail (6) into the fuel tank (2). The position of the high-pressure side pressure control valve (12) is determined by a PWM signal (PWMDV), which, when normal mode is set, is calculated as a function of the resulting target volume flow and, when protective mode is set, is temporarily set to a maximum value.

Abstract: Proposed is a method for open-loop and closed-loop control of an internal combustion engine (1), the rail pressure (pCR) being controlled via a low pressure-side suction throttle valve (4) as the first pressure-adjusting element in a rail pressure control loop. The invention is characterized in that a rail pressure disturbance variable is generated to influence the rail pressure (pCR) via a high pressure-side pressure control valve (12) as the second pressure-adjusting element, by means of which fuel is redirected from the rail (6) into a fuel tank (2).

Abstract: 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 re-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).

Abstract: The invention concerns a method for automatically controlling an internal combustion engine, wherein, in a first controller mode, a charge air temperature controller is set as dominant for a map-controlled thermostatic valve, and, in a second controller mode, a coolant temperature limit controller is set as dominant for the map-controlled thermostatic valve. Upstream of a recooler, a coolant flow is divided into a recooler coolant flow and a bypass coolant flow as a function of the position of the map-controlled thermostatic valve. Downstream of the recooler, the temperature of the charge air cooler coolant flow is determined from the combined fractions of the recooler coolant flow and the bypass coolant flow to control the charge air temperature (TLL) or to control the coolant temperature (TKM).

Abstract: A method for automatically controlling the charge air temperature of an internal combustion engine, in which a coolant flow upstream of a recooler is distributed as a function of the position of a characteristic diagram-type thermostat valve between a recooler coolant flow and a bypass coolant flow. The temperature of the charge air cooler coolant flow is determined downstream of the recooler by the reunited coolant flows, i.e., the recooler coolant flow and the bypass coolant flow. The charge air temperature is determined by the temperature of the charge air cooler coolant flow.

Abstract: The invention relates to a control and regulation method for an internal combustion engine (1) having a common rail system wherein the rail pressure (pCR) is regulated in normal operation in that an offset of the rail pressure (pCR) is calculated and a PWM signal (PWM) is determined for activating the control process via a pressure controller based on the offset, wherein a load rejection when the rail pressure (pCR) exceeds a limit and wherein upon recognition of the load rejection, the rail pressure (pCR) is controlled in that the PWM signal (PWM) is temporarily set to a PWM value that is higher compared to normal operation via a PWM parameter. The invention is characterized in that the threshold for activation of the temporary PWM parameter is calculated in dependence on the gradient of a power-determining signal.

Abstract: The invention relates to a control and regulation method for an internal combustion engine having a common rail system, wherein a rail pressure is regulated in normal operation in that a first actual rail pressure is determined via a first filter from the rail pressure, an offset is calculated from a target rail pressure and the first actual rail pressure, a variable is calculated via a pressure regulator from the offset and a PWM signal having a first PWM frequency (f1) for activation of a control process is determined in dependence on the variable.