EP1893869B1 - Procede de commande de bougies de prechauffage dans des moteurs diesel - Google Patents

Procede de commande de bougies de prechauffage dans des moteurs diesel Download PDF

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Publication number
EP1893869B1
EP1893869B1 EP06805737A EP06805737A EP1893869B1 EP 1893869 B1 EP1893869 B1 EP 1893869B1 EP 06805737 A EP06805737 A EP 06805737A EP 06805737 A EP06805737 A EP 06805737A EP 1893869 B1 EP1893869 B1 EP 1893869B1
Authority
EP
European Patent Office
Prior art keywords
engine
cold start
voltage
time
cold
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06805737A
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German (de)
English (en)
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EP1893869A1 (fr
Inventor
Bernd Stoller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BorgWarner Ludwigsburg GmbH
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Beru AG
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Publication date
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Publication of EP1893869A1 publication Critical patent/EP1893869A1/fr
Application granted granted Critical
Publication of EP1893869B1 publication Critical patent/EP1893869B1/fr
Not-in-force legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
    • F02P19/021—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs characterised by power delivery controls
    • F02P19/022—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs characterised by power delivery controls using intermittent current supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

Definitions

  • the invention is based on a method having the features specified in the preamble of claim 1. Such a method is in the article "The electronically controlled glow system ISS for diesel engines, published in the DE-Z MTZ Motortechnische Zeitschrift 61, (2000) 10, pp. 668-675 , known.
  • FIG. 1 shows the block diagram of a glow plug control unit 1 for carrying out the known method.
  • This control unit includes a microprocessor 2 with integrated digital-to-analog converter, a number of MOSFET power semiconductor 3 for switching on and off an equal number of glow plugs 4, an electrical interface 5 for connection to a motor control unit 6 and an internal power supply 7 for the microprocessor 2 and for the interface 5.
  • the internal power supply 7 has connection with the vehicle battery via the "terminal 15" of the vehicle.
  • the microprocessor 2 controls the power semiconductors 3, reads their status information and communicates via the electrical interface 5 with the engine control unit 6.
  • the interface 5 makes an adjustment of the signals required for communication between the engine control unit 6 and the microprocessor 2.
  • the power supply 7 supplies a stable voltage for the microprocessor 2 and for the interface 5.
  • a glow plug should maintain a constant temperature (steady-state temperature), for which approx. 1000 ° C is a typical value.
  • steady-state temperature modern glow plugs do not require the full voltage from the vehicle electrical system, but only a voltage of typically 5 volts to 6 volts.
  • the microprocessor 2 controls the power semiconductors 3 for this purpose by a method of pulse width modulation, with the result that the voltage from the electrical system, which is the power semiconductors 3 via the "terminal 30" of the vehicle is modulated so that the desired voltage is applied to the glow plugs in the time average.
  • the controller 1 supplies the glow plugs 4 with a higher heating voltage of e.g. 11 volts in order to reach as quickly as possible a temperature of the glow plugs in the amount of the steady-state temperature or - preferably - still some 10 ° C more.
  • the engine After a cold start, the engine is for a certain period of time in the so-called cold running phase, which is characterized by an idle speed, which is above the idle speed with warm engine.
  • the effective voltage applied to the glow plugs ie, the voltage applied as a result of pulse width modulation
  • the initial heating voltage eg 11 volts (the "initial value”
  • the steady-state temperature of the glow plugs can be kept at, for example, 1000 ° C, (the "Final value" of the voltage). Fluctuations in the vehicle electrical system voltage can be compensated by changing the switch-on time in the pulse width modulation.
  • the glow plugs are cooled to different degrees.
  • the electric power supplied to the glow plugs is adapted to the changing conditions. This is done in accordance with the specifications of the engine control unit 6 by raising or lowering the final value of the voltage applied to the glow plugs 4 on average over time.
  • the stepwise lowering of the voltage applied to the glow plugs 4 in the time average takes place in the cold running phase during a predetermined period of time according to empirical values which are stored in the microprocessor 2.
  • the period of time during which the effective stress is raised in the cold-running phase is at most as long as the cold-running phase itself, preferably shorter than this.
  • the time span is determined by the time until a preselected number of revolutions of the motor is reached.
  • the preselected number of revolutions of the engine is preferably preselected as a function of the engine temperature measured during cold starting, wherein the number of revolutions is expediently chosen to be greater, the colder the engine is during a cold start.
  • the dependence of the number of revolutions of the motor on, the motor temperature measured during the cold start is most easily specified linearly.
  • the engine temperature can be assumed to remain constant during the entire cold running phase to a good approximation. It is conveniently measured in the coolant of the engine.
  • the increase in the effective voltage during the cold-start phase of the engine is increased by an additional, time-varying, amount resulting from an empirically derived characteristic that depends on the temperature of the engine measured at the start of the engine, the additional one Amount of the increase in the effective voltage during the course of the cold-running phase indicates and is formed so that the increase of the effective voltage by the additional amount reduces or eliminates the difference between the effective voltage during the cold running phase and the effective voltage at the beginning of the cold-running phase.
  • the characteristic can for a selected diesel engine are obtained empirically, with different characteristics are recorded for different engine start temperatures. How many characteristics are recorded, depends on the accuracy, which is aimed for the constancy of the temperature of the glow plugs in the cold running phase.
  • the combustion behavior and the idling behavior of the engine are stabilized.
  • the idling becomes more even, the cold running phase with increased idle speed can be shortened.
  • the emission of unburned or incompletely combusted constituents of the fuel is reduced.
  • the engine is quieter. Especially with frost, the cold start behavior of the diesel engine is improved.
  • the additional amount by which the increase in the effective stress in the cold-running phase is preferably increased is best chosen to be small at the beginning of the cold-start phase, then to increase, to go through a maximum and at the latest at the end of the cold-running phase , preferably even before the conclusion of the cold-running phase, disappears.
  • FIG. 2 shows a flow chart for a software, with which the inventive method in a circuit according to FIG. 1 can be exercised.
  • the software is loaded into the memory of the microprocessor 2.
  • the microprocessor 2 calculates a boost 11 for the effective voltage applied to the glow plugs 4.
  • the increase 11 consists of three contributions.
  • a first contribution is taken from a boost matrix 12 stored in the microprocessor.
  • the boosting matrix is a characteristic diagram for determining the effective voltage with which the glow plugs 4 are driven, as a function of the rotational speed of the engine, if necessary also as a function of the fuel quantity injected in the time unit.
  • This data - speed and injected fuel quantity (see box 13 in FIG. 2 ) - are transmitted to the microprocessor 2 from the engine control unit 6 via the interface 5 as input data.
  • a second contribution 14 represents a correction of the contribution taken from the boosting matrix 12, which depends on the measured starting temperature of the engine (see box 10).
  • This article is to be taken as a function of the starting temperature of the motor of a stored in the microprocessor 2 characteristic.
  • the starting temperature of the engine can be supplied to the microprocessor 2 via the interface 5 either directly from a coolant thermometer or indirectly via the engine control unit 6 as an input variable.
  • a third contribution to the elevation 11 is taken from an empirically obtained and stored in the microprocessor 2 characteristic - see box 16.
  • several empirically derived characteristics for different engine starting temperatures are stored in the microprocessor 2. These curves contain contributions to increase 11 the effective voltage, which change over the course of the cold start phase, using as time base field 17 not the time itself, but the progressive number of revolutions the engine has performed since its launch. The change of the contribution according to the invention to increase 11 of the effective voltage thus takes place when preselected numbers of revolutions of the motor are reached.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (9)

  1. Procédé pour exciter des bougies de préchauffage dans des moteurs diesel par la modification de la tension électrique effective en vigueur aux bougies de chauffage, entre une valeur initiale et une valeur finale qui prévaut à la fin d'une phase de roulement à froid déterminée par un appareil de commande électronique du moteur et qui est inférieure à la valeur initiale, l'augmentation de la tension, c'est-à-dire la différence de tension à concurrence de laquelle la tension effective en vigueur aux bougies de préchauffage dans la phase de roulement à froid est supérieure à sa valeur finale, est soumise à une réduction progressive en passant d'une valeur maximale à la valeur zéro, caractérisé en ce que la tension électrique effective dans la phase de roulement à froid du moteur est augmentée pendant un laps de temps prédéfini qui est déterminé par le temps mis jusqu'à atteindre un nombre présélectionné de rotations du moteur.
  2. Procédé selon la revendication 1, caractérisé en ce que le nombre de rotations est prédéfini de manière permanente.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le nombre présélectionné de rotations du moteur est présélectionné en fonction de la température du moteur mesurée lors du démarrage à froid.
  4. Procédé selon la revendication 3, caractérisé en ce que l'ampleur de la sélection du nombre présélectionné de rotations est proportionnelle à la froidure du moteur lors du démarrage à froid.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la température du moteur est mesurée dans le liquide de refroidissement.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la tension électrique effective dans la phase de roulement à froid fait l'objet d'une augmentation à concurrence d'une valeur supplémentaire variable dans le temps, que l'on obtient à partir d'une courbe caractéristique obtenu par voie empirique qui dépend de la température du moteur mesurée lors du démarrage du moteur qui indique la valeur supplémentaire de l'augmentation de la tension effective au cours de la phase de roulement à froid et qui est obtenue de telle sorte que l'augmentation de la tension effective à concurrence de la valeur supplémentaire réduit ou fait disparaître la différence entre la tension effective dans la phase de roulement à froid et la tension effective au début de la phase de roulement à froid.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la valeur supplémentaire est sélectionnée de telle sorte qu'elle est faible au début de la phase de roulement à froid, avant d'augmenter, de passer par un maximum et de disparaître au plus tard au terme de la phase de roulement à froid.
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'augmentation de la tension effective est adaptée via des spécifications fournies par l'appareil de commande électronique du moteur, en fonction de la température du moteur et/ou de la vitesse de rotation du moteur respectivement de la quantité de carburant injectée par unité de temps et/ou de la charge du moteur respectivement du couple du moteur.
  9. Procédé selon la revendication 8, caractérisé en ce que la contribution supplémentaire pour l'augmentation de la tension est telle qu'elle ne dépend pas de la quantité de carburant injectée par unité de temps.
EP06805737A 2005-09-16 2006-09-16 Procede de commande de bougies de prechauffage dans des moteurs diesel Not-in-force EP1893869B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005044359A DE102005044359A1 (de) 2005-09-16 2005-09-16 Verfahren zum Ansteuern von Glühkerzen in Dieselmotoren
PCT/EP2006/009034 WO2007031341A1 (fr) 2005-09-16 2006-09-16 Procede de commande de bougies de prechauffage dans des moteurs diesel

Publications (2)

Publication Number Publication Date
EP1893869A1 EP1893869A1 (fr) 2008-03-05
EP1893869B1 true EP1893869B1 (fr) 2009-02-11

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ID=37546709

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06805737A Not-in-force EP1893869B1 (fr) 2005-09-16 2006-09-16 Procede de commande de bougies de prechauffage dans des moteurs diesel

Country Status (8)

Country Link
US (1) US7658174B2 (fr)
EP (1) EP1893869B1 (fr)
JP (1) JP5154421B2 (fr)
KR (1) KR100948991B1 (fr)
AT (1) ATE422612T1 (fr)
DE (2) DE102005044359A1 (fr)
ES (1) ES2321983T3 (fr)
WO (1) WO2007031341A1 (fr)

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DE102006021285B4 (de) * 2006-05-05 2023-05-17 Borgwarner Ludwigsburg Gmbh Verfahren zum Betreiben von Glühkerzen in Dieselmotoren
DE102007044003A1 (de) * 2007-06-28 2009-01-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern einer Nachglühtemperatur in einem Diesel-Verbrennungsmotor
ATE528501T1 (de) * 2008-05-21 2011-10-15 Gm Global Tech Operations Inc Verfahren und vorrichtung zum steuern von glühstiften in einem dieselmotor, insbesondere für motorfahrzeuge
JP4956486B2 (ja) * 2008-05-30 2012-06-20 日本特殊陶業株式会社 グロープラグ通電制御装置及びグロープラグ通電制御システム
EP2314922A4 (fr) * 2008-07-03 2013-05-01 Bosch Corp Procédé de commande d'actionnement pour bougie à incandescence
GB2471889B (en) * 2009-07-17 2014-03-26 Gm Global Tech Operations Inc A glow plug for a diesel engine
GB2472813B (en) * 2009-08-19 2014-02-05 Gm Global Tech Operations Inc Glowplug temperature control method and device for the reduction of emissions from a diesel engine
JP5852644B2 (ja) * 2011-05-19 2016-02-03 ボッシュ株式会社 グロープラグの駆動制御方法及びグロープラグ駆動制御装置
WO2013042488A1 (fr) * 2011-09-20 2013-03-28 ボッシュ株式会社 Procédé de diagnostic de bougie incandescente et dispositif de diagnostic de bougie incandescente
US9388787B2 (en) 2013-02-19 2016-07-12 Southwest Research Institute Methods, devices and systems for glow plug operation of a combustion engine
JP6271915B2 (ja) * 2013-08-28 2018-01-31 日本特殊陶業株式会社 燃焼圧センサ付きグロープラグ及びセンサ無しグロープラグを装着した内燃機関
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Also Published As

Publication number Publication date
DE102005044359A1 (de) 2007-03-29
WO2007031341A1 (fr) 2007-03-22
ES2321983T3 (es) 2009-06-15
US20080210186A1 (en) 2008-09-04
JP5154421B2 (ja) 2013-02-27
JP2009508050A (ja) 2009-02-26
KR100948991B1 (ko) 2010-03-23
US7658174B2 (en) 2010-02-09
ATE422612T1 (de) 2009-02-15
DE502006002830D1 (de) 2009-03-26
EP1893869A1 (fr) 2008-03-05
KR20080044799A (ko) 2008-05-21

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