EP2292921A1 - Procédé destiné au fonctionnement d'une bougie de préchauffage - Google Patents

Procédé destiné au fonctionnement d'une bougie de préchauffage Download PDF

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Publication number
EP2292921A1
EP2292921A1 EP10005477A EP10005477A EP2292921A1 EP 2292921 A1 EP2292921 A1 EP 2292921A1 EP 10005477 A EP10005477 A EP 10005477A EP 10005477 A EP10005477 A EP 10005477A EP 2292921 A1 EP2292921 A1 EP 2292921A1
Authority
EP
European Patent Office
Prior art keywords
combustion chamber
chamber pressure
value
effective voltage
crankshaft
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.)
Granted
Application number
EP10005477A
Other languages
German (de)
English (en)
Other versions
EP2292921B1 (fr
Inventor
Olaf Toedter
Ulrich Stephan
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
Original Assignee
BorgWarner Beru Systems GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BorgWarner Beru Systems GmbH filed Critical BorgWarner Beru Systems GmbH
Publication of EP2292921A1 publication Critical patent/EP2292921A1/fr
Application granted granted Critical
Publication of EP2292921B1 publication Critical patent/EP2292921B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02P19/026—Glow plug actuation during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02P19/023—Individual control of the glow plugs

Definitions

  • the invention relates to a method for operating a glow plug with the engine running, wherein an effective voltage is generated from a vehicle electrical system voltage and applied to the glow plug.
  • the object of the present invention is to show a way in which costs can be saved in motor vehicles with diesel engines.
  • a plurality of measured values of the combustion chamber pressure prevailing in the cylinder are measured during a working cycle of the cylinder, and in each case the angular position of the crankshaft is determined for the individual measured values.
  • a parameter of the combustion process is determined, the ascertained value of the parameter is compared with a desired value and the effective voltage is set to a minimum value required to reach the desired value.
  • the angular position of the crankshaft at a maximum of the combustion chamber pressure can be used.
  • the service life of a glow plug can be substantially extended without the quality of the combustion being impaired.
  • the temperature of the glow plug can be reduced to the minimum value required for optimum combustion by reducing the effective voltage. A possibly too great reduction can be recognized and corrected almost immediately.
  • the thermal load of the glow plug can be reduced in this way to a minimum and the life can be increased accordingly.
  • a motor-condition dependent minimum temperature of the glow plug is required. While a too low temperature of the glow plug leads to a considerable deterioration of the combustion behavior, exceeding the minimum temperature has no or only a negligible influence on the quality of the combustion.
  • an operating temperature of the glow plugs is set, which corresponds to the minimum temperature required in the worst case and therefore most of the time is unnecessarily high.
  • the desired value of the parameter of the combustion process can be fixed and stored, for example, as a fixed constant in the memory of a glow plug control device.
  • the desired value is predetermined as a function of the engine speed and / or as a function of the engine load.
  • the desired value of the parameter of the combustion process can be specified by the glow plug control unit of an engine control unit.
  • the glow plug control unit determines the target value as a function of the engine speed itself. This is possible without much effort since the glow plug control unit determines the angular position of the crankshaft for the individual measured values of the combustion chamber pressure and therefore has the information required for determining the rotational speed. From the engine speed and / or the engine load, the target value can be determined for example by means of a characteristic curve or a characteristic field.
  • crankshaft angle at which the combustion chamber pressure is maximum can be used as a parameter of the combustion process. Since individual measured values are inevitably subject to measurement errors and therefore often show considerable fluctuation, in some cases the exact position of the maximum can only be determined from the available measured values with considerable inaccuracy. To counter this problem can be used as a parameter, for example Also, the ratio between two integrals of the combustion chamber pressure over different crankshaft angle ranges can be used.
  • the integral of the combustion chamber pressure from a first crankshaft angle for example, the beginning of the duty cycle or the maximum pressure
  • a second crankshaft angle for example, the crankshaft angle, at which an ignition of the fuel mixture should optimally take place
  • the parameter from the combustion chamber pressure is thus determined by a first integral of the combustion chamber pressure between two predetermined crankshaft angles is calculated, a second integral between two predetermined crankshaft angles is calculated and the parameter is calculated as a quotient of the two integrals.
  • the upper integration limit of the first integral may match the lower integration limit of the second integral, but this is not mandatory.
  • the lower integral limit of the first integral the beginning of the duty cycle or any later value of the crankshaft angle may be used. Accordingly, as the upper integration limit of the second integral, the end of the duty cycle or a smaller value of the crankshaft angle may be used.
  • An integral of the combustion chamber pressure can be calculated numerically with little effort, for example by summing the pressure measured values lying between the respective integration limits.
  • the characteristic of the combustion process can be calculated, for example, as the ratio between values of the combustion chamber pressure at predetermined values of the crankshaft angle and the ratio of integrals of the combustion chamber pressure over predetermined crankshaft angle ranges.
  • a parameter of the combustion process can also be determined by differentiation of the course of the combustion chamber pressure, for example, a maximum of the first derivative of the combustion chamber pressure after the crankshaft angle can be used as the parameter.
  • various variables describing the combustion for example the heat conversion of the combustion
  • Typical variables for characterizing the heat conversion of a combustion are, for example, AQ5, AQ50 or AQ90.
  • the numerical value in each case indicates the percentage of the heat conversion effected up to the relevant crankshaft angle.
  • the size AQ50 is thus the crankshaft angle at which 50% of the heat conversion has occurred during a work cycle.
  • the value of the parameter can be regulated to a setpoint value, thus improving combustion.
  • the engine is a diesel engine or another self-igniting Combustion engine.
  • the engine is a crankshaft that is coupled to the pistons that are movable in the engine cylinders and converts their reciprocating motion into a rotational movement.
  • the engine has at least one, usually 2, 4 or more cylinders.
  • the value of the effective voltage can be set individually for the individual glow plugs of the cylinders.
  • a plurality of measured values of the combustion chamber pressure prevailing in the cylinder are measured during a working cycle of the cylinder, and the angular position of the crankshaft is determined in each case for the individual measured values.
  • the glow plug used is preferably a pressure-measuring glow plug, which measures the combustion chamber pressure with an integrated sensor and can therefore provide measured values of the combustion chamber pressure to a glow plug control device.
  • a suitable Druckmessglühkerze is for example from the DE 10 2005 026 074 A1 known.
  • the combustion chamber pressure is measured continuously or quasi-continuously, so that the measured values follow one another in time.
  • at least 20, particularly preferably at least 50, in particular at least 100, measured values of the combustion chamber pressure are preferably measured.
  • the glow plug control device is informed of the instantaneous position of the angular position at least once. For example, it is sufficient to inform the glow plug control device in each case the zero crossing of the crankshaft, so tell if the angular position of the crankshaft is 0 ° or has another predetermined value.
  • a glow plug control device can then assign values of the crankshaft angle to the measured values of the combustion chamber pressure determined between two such signals of a crankshaft sensor.
  • Curve 1 indicates the course of the combustion chamber pressure in bar as a function of the crankshaft angle in degrees. From the course of combustion chamber pressure, a parameter of the combustion process is determined. As a parameter of the combustion process, for example, the angular position of the crankshaft can be used, which occurs when the combustion chamber pressure reaches its maximum during the work cycle Has. In the illustrated example, the combustion chamber pressure at a crankshaft angle of about 17.5 ° maximum.
  • the determined value of the parameter is compared with a desired value and the effective voltage is set to a minimum value required to reach the desired value. If the determined value of the characteristic value corresponds to the predetermined desired value, the effective voltage is lowered. If it has been determined at a later working cycle that the effective voltage has been lowered too far and therefore the value of the characteristic now deviates from the desired value, the effective voltage is increased. In this way, the rms voltage can be set to a minimum value required to reach the setpoint.
  • the effective voltage can be lowered when the maximum of the combustion chamber pressure occurs at a crank angle smaller than or equal to a target value, and the effective voltage is increased when the maximum of the combustion chamber pressure occurs at a crank angle greater than the target value.
  • the effective voltage is changed in steps less than 5%, more preferably less than 2%; in particular, less than 1%, the vehicle electrical system voltage.
  • the effective voltage is reduced by shortening the duration of the voltage pulses relative to the intervals between them.
  • the respectively current determined value can be compared with the desired value or a statistical evaluation of the values determined for a predetermined number of preceding cycles can be carried out.
  • the statistical Means of the determined values of the characteristic are compared with a desired value.
  • the set point may be set to a glow plug control device by an engine control unit in dependence on the engine speed and the engine load.
  • Curve 2 indicates the proportion of fuel already burned in the work cycle, that is to say the degree of energy conversion. At the beginning of the work cycle, the proportion is 0, since no fuel has been burned. At the end of the working cycle, the proportion is 1, since the fuel is then completely burned.
  • the curve 2 or its value at a given crankshaft angle can therefore also be used as a parameter of the combustion.

Landscapes

  • 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)
EP10005477A 2009-07-14 2010-05-27 Procédé destiné au fonctionnement d'une bougie de préchauffage Not-in-force EP2292921B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009032959A DE102009032959B4 (de) 2009-07-14 2009-07-14 Verfahren zum Betreiben einer Glühkerze

Publications (2)

Publication Number Publication Date
EP2292921A1 true EP2292921A1 (fr) 2011-03-09
EP2292921B1 EP2292921B1 (fr) 2012-01-18

Family

ID=43037935

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10005477A Not-in-force EP2292921B1 (fr) 2009-07-14 2010-05-27 Procédé destiné au fonctionnement d'une bougie de préchauffage

Country Status (6)

Country Link
US (1) US8374767B2 (fr)
EP (1) EP2292921B1 (fr)
JP (1) JP2011021603A (fr)
KR (1) KR20110006612A (fr)
AT (1) ATE542048T1 (fr)
DE (1) DE102009032959B4 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2976628B1 (fr) * 2011-06-14 2013-07-05 Renault Sa Procede de commande d'un moteur thermique diesel et d'une bougie de prechauffage associee
DE102015009202A1 (de) * 2015-02-12 2016-08-18 Mtu Friedrichshafen Gmbh Zylinderdruckmodul für eine Brennkraftmaschine, Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995006203A1 (fr) * 1993-08-25 1995-03-02 Ford Motor Company Limited Mise sous tension d'elements chauffants electriques
DE102005026074A1 (de) 2005-06-07 2006-12-14 Robert Bosch Gmbh Glühstiftkerze mit einem integrierten Brennraumdrucksensor
FR2897656A1 (fr) * 2006-02-23 2007-08-24 Renault Sas Procede et systeme de commande d'une bougie de prechauffage, a alimentation a basse tension electrique, d'un melange air/carburant de moteur diesel
DE102006025834A1 (de) * 2006-06-02 2007-12-06 Beru Ag Verfahren zum Steuern einer Glühkerze in einem Dieselmotor

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3221213A (en) * 1963-04-11 1965-11-30 John R Mckinney Position-indicating apparatus and ignition system employing same
JP2627152B2 (ja) * 1987-08-28 1997-07-02 富士重工業株式会社 点火時期制御装置
US6227157B1 (en) * 1999-05-10 2001-05-08 Caterpillar Inc. Engine glow plug systems and methods
US6804997B1 (en) * 2003-08-14 2004-10-19 Kyle Earl Edward Schwulst Engine timing control with intake air pressure sensor
JP2007113485A (ja) * 2005-10-20 2007-05-10 Hitachi Ltd 内燃機関の制御方法及び制御装置
US7703438B2 (en) * 2006-06-16 2010-04-27 Ford Global Technologies, Llc System and method for facilitating homogeneous charge compression ignition
JP4826962B2 (ja) * 2008-02-28 2011-11-30 トヨタ自動車株式会社 内燃機関の制御装置ならびに制御方法
DE102008023143A1 (de) * 2008-05-09 2009-11-12 Daimler Ag Regelungseinrichtung und Verfahren zum Regeln der Verbrennung einer Verbrennungskraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995006203A1 (fr) * 1993-08-25 1995-03-02 Ford Motor Company Limited Mise sous tension d'elements chauffants electriques
DE102005026074A1 (de) 2005-06-07 2006-12-14 Robert Bosch Gmbh Glühstiftkerze mit einem integrierten Brennraumdrucksensor
FR2897656A1 (fr) * 2006-02-23 2007-08-24 Renault Sas Procede et systeme de commande d'une bougie de prechauffage, a alimentation a basse tension electrique, d'un melange air/carburant de moteur diesel
DE102006025834A1 (de) * 2006-06-02 2007-12-06 Beru Ag Verfahren zum Steuern einer Glühkerze in einem Dieselmotor

Also Published As

Publication number Publication date
DE102009032959A1 (de) 2011-03-17
DE102009032959B4 (de) 2012-04-05
US20110015848A1 (en) 2011-01-20
JP2011021603A (ja) 2011-02-03
EP2292921B1 (fr) 2012-01-18
US8374767B2 (en) 2013-02-12
KR20110006612A (ko) 2011-01-20
ATE542048T1 (de) 2012-02-15

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