EP1950495A2 - Procédé de fonctionnement d'un appareil de chauffage à combustible pour véhicule - Google Patents

Procédé de fonctionnement d'un appareil de chauffage à combustible pour véhicule Download PDF

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Publication number
EP1950495A2
EP1950495A2 EP08000301A EP08000301A EP1950495A2 EP 1950495 A2 EP1950495 A2 EP 1950495A2 EP 08000301 A EP08000301 A EP 08000301A EP 08000301 A EP08000301 A EP 08000301A EP 1950495 A2 EP1950495 A2 EP 1950495A2
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EP
European Patent Office
Prior art keywords
height
altitude
combustion air
fuel
heating power
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
EP08000301A
Other languages
German (de)
English (en)
Other versions
EP1950495B1 (fr
EP1950495A3 (fr
Inventor
Jürgen Mack
Patric Schlecht
Oliver Sauter
Oliver Schmidt
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.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher GmbH and Co KG
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.)
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Publication date
Application filed by J Eberspaecher GmbH and Co KG filed Critical J Eberspaecher GmbH and Co KG
Publication of EP1950495A2 publication Critical patent/EP1950495A2/fr
Publication of EP1950495A3 publication Critical patent/EP1950495A3/fr
Application granted granted Critical
Publication of EP1950495B1 publication Critical patent/EP1950495B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N1/00—Regulating fuel supply
    • F23N1/02—Regulating fuel supply conjointly with air supply
    • F23N1/022—Regulating fuel supply conjointly with air supply using electronic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N2241/00—Applications
    • F23N2241/14—Vehicle heating, the heat being derived otherwise than from the propulsion plant

Definitions

  • the present invention relates to a method of operating a fuel-powered vehicle heater.
  • Fuel-powered vehicle heaters such as those used as auxiliary heaters or heaters in automobiles, generally include a combustor area with a combustor. In this combustion chamber, fuel is fed through a fuel delivery assembly. A combustion air conveying arrangement conveys the combustion air required for combustion into the combustion chamber. A mixture of fuel and combustion air generated in the combustion chamber is ignited, and the resulting heat is transferred to a medium to be heated in a heat exchanger area, for example, the air to be taken into a vehicle interior or an engine coolant or the like.
  • the fuel delivery assembly and the combustion air delivery assembly are under the control of a drive device that controls the operation of the combustion air delivery assembly and the fuel delivery assembly based on various operating parameters and specifications.
  • the vehicle heater can be operated in different heating power levels. For example, operation in a small heating power stage, operation in an intermediate heating power stage and operation in a high heating power stage may be provided.
  • operation in a small heating power stage operation in an intermediate heating power stage and operation in a high heating power stage may be provided.
  • the combustion air conveyor assembly and the fuel delivery arrangement ensured that in each case a suitable amount of fuel and a suitable amount of combustion air are conveyed into the combustion chamber.
  • the CO content and the soot number do not exceed certain limit values. This requires, above all, that the correct quantity of combustion air and thus a corresponding proportion of oxygen be provided in association with the fuel quantities provided or required for the various heating power levels. If this is not the case, for example, the combustion becomes too rich, which means combustion in the case of lack of oxygen, then the CO value and the smoke number increase.
  • such vehicle heaters are designed to be optimized for pollutant emissions at ambient or slightly above ambient conditions. If a vehicle heater designed in this way is then brought to a higher altitude, for example when crossing a mountain pass, this results from the decreasing air pressure as the altitude increases, so that, with unchanged activation of the combustion air conveying arrangement, for example, with a rotational speed of a delivery wheel predetermined for a certain heating power level less air actually or oxygen is conveyed into the combustion chamber and thus the previously described state can occur to fat combustion.
  • such a vehicle heating device may furthermore be equipped with a height-sensing arrangement which provides height information representing the altitude of a vehicle heater or a vehicle equipped therewith. Based on this height information can then be taken at the various Thompson advantageouss syndromen ensure that an adjustment of the fuel delivery and / or the Verbrennungs Kunststoff devisan Aunt takes place, so that, for example, at a greater altitude when crossing a mountain pass, the fuel quantity fed into the combustion chamber is reduced and the decrease in air pressure or the air density and Thus, the promoted in the combustion chamber oxygen content is taken into account.
  • this object is achieved by a method for operating a fuel-operated vehicle heater, which vehicle heater comprises: a burner area with a combustion chamber, a fuel delivery arrangement for conveying fuel into the combustion chamber, a combustion air delivery arrangement for conveying combustion air into the combustion chamber, a drive device for actuating the fuel delivery arrangement and the combustion air conveying assembly to convey fuel and combustion air into the combustion chamber, a height sensing arrangement for detecting height information representing altitude of the vehicle heater, the driving device driving the fuel delivery assembly and the combustion air delivery assembly such that for a plurality of different selectable heating power stages the fuel delivery assembly and the combustion air delivery assembly in FIG for each given way we operated wherein the drive device further adjusts the operation of the fuel delivery assembly and / or the combustion air delivery assembly based on the altitude information, and wherein the driver locks one or more heater power levels against selection depending on the altitude information.
  • the altitude information used to carry out an operating adjustment that is to say, for example, to adjust the fuel delivery rate or to adjust the combustion air delivery rate. Rather, it is also ensured in dependence on the altitude information that heating power levels, which in certain Altitudes at their selection can cause problems, be locked against selection, ie can not be set. For example, if the vehicle heater to be operated due to low heat demand in the lowest heating power level and should continue the height-dependent operating adjustment done by reducing the fuel flow, when the vehicle moves to a higher altitude, so there could be a problem that due to the then reduced Fuel supply for the already required low heating power generated in the combustion chamber amount of air / fuel mixture is no longer sufficient to reliably ensure maintenance of the combustion operation. This means that the combustion can suspend or parts of the air / fuel mixture are discharged unburned, which has a detrimental effect on the emission levels.
  • the problem is counteracted by the fact that such a critical heating power stage is also locked in critical altitudes and therefore this problem can not occur.
  • the altitude-dependent operating adaptation comprises the activation of the fuel delivery arrangement for reducing the fuel delivery rate, at least the heating power stage with the lowest heating power is blocked against selection.
  • the altitude-dependent operating adjustment comprises the activation of the combustion air conveying arrangement for increasing the combustion air delivery rate, at least the heating power stage with the highest heating power is disabled against selection.
  • the blocking against selection takes place only when the height-dependent operating adaptation reaches or exceeds a predetermined limit.
  • the invention further proposes that first the change in the heating power level is made and then only the height-dependent operating adjustment is changed. This can be done, for example, by changing the height-dependent operating adaptation by selecting the height-dependent operating adaptation provided in association with the newly selected heat output stage. This means, therefore, that the previously set or predetermined operating adaptation for the previously selected heating power stage is deleted or no longer taken into account during the transition to a new heating power stage, and an operating adjustment measure predetermined for the newly selected heating power stage is undertaken.
  • a height-dependent operating adjustment of the combustion air conveyor arrangement takes place at substantially unchanged operation of the fuel delivery system. It can then be further provided that a height-dependent operating adjustment of the fuel delivery arrangement takes place when the combustion air conveying arrangement reaches a limit operating state.
  • This limit operating state can be represented by a limiting rotational speed of, for example, a drive motor of the combustion air conveying arrangement or of a delivery wheel of the same.
  • the height-dependent operating adjustment of the fuel delivery arrangement may comprise a height-dependent correction of the delivery frequency of a fuel pump of the fuel delivery arrangement.
  • a height-dependent operating adaptation of the combustion air conveying arrangement may comprise a height-dependent correction of the delivery speed of a delivery wheel of the combustion air delivery arrangement.
  • Such a height-dependent correction can be carried out, for example, by multiplying a height correction factor by a desired delivery frequency or nominal delivery rate specified in association with a respective heat output stage. In this way, a corrected nominal delivery frequency or a corrected nominal delivery rate is obtained, on the basis of which the respective system assembly, that is to say the combustion air delivery arrangement or the fuel delivery arrangement, can then be actuated.
  • a vehicle heater is generally designated 10.
  • the vehicle heater 10 includes a burner section 12 having a combustion chamber 14 formed in a combustion chamber housing
  • Fuel delivery assembly 16 effective metering pump liquid fuel is generally conveyed from a fuel reservoir 18 into the combustion chamber 14.
  • the combustion chamber 14 may be lined with porous evaporator medium, into which the liquid fuel is fed. By capillary action, the liquid fuel is distributed in the inner volume region of the porous evaporator medium and is then evaporated at its surface exposed to the combustion chamber 14.
  • a combustion air delivery system generally designated 20, includes a delivery wheel 22 which, driven by an electric motor 24, injects combustion air required for mixing with the fuel vapor into the combustion chamber 14.
  • the combustion air delivery device 20 may be formed, for example, as a so-called side channel blower.
  • heat is generated, which is transferred in a heat exchanger area designated generally by 26 to a medium flowing around the burner area 12 and to be heated.
  • This medium may for example be the air to be introduced into a vehicle interior, but may also comprise the coolant circulating in a coolant circuit of an internal combustion engine.
  • Combustion in the combustion chamber produces combustion exhaust gases which, after transferring at least most of the heat transported therein in the heat exchanger region 26 to the medium to be heated, exit at an exhaust gas outlet 28 and are then discharged to the outside, for example via an exhaust system of a vehicle.
  • the combustion air conveying arrangement 20 and also the fuel delivery arrangement 16 are under the control of a drive device, generally designated 30.
  • This controls the operation of the two assemblies 20, 16 by generating corresponding drive commands on the basis various specifications or parameters.
  • the temperature of the medium to be heated at the inlet region of the heat exchanger assembly 26 can be an indicator that we strongly this medium is to heat and how much accordingly the heating power of the vehicle heater 10 must be set.
  • the drive device 30 is generally designed so that it can specify for the operation of the vehicle heater 10 more, for example, three different heating power levels, ie, for example, a small heat output stage, a medium heat output stage and a high heat output stage. This simplifies the driving effort. In association with each of the predetermined Schussn certain control measures for the combustion air conveyor assembly 20 and the fuel delivery assembly 16 are then given.
  • the fuel delivery arrangement 16 is designed as a metering pump with a piston that moves periodically, a specific operating frequency of this metering pump can be predetermined in association with a respective heating power stage due to the fact that the fuel quantity delivered per stroke or operating cycle is basically known.
  • a specific operating frequency of this metering pump can be predetermined in association with a respective heating power stage due to the fact that the fuel quantity delivered per stroke or operating cycle is basically known.
  • the required amount of combustion air can be set or specified by also specifying speeds for the feed wheel 22 and the electric motor 24 in association with certain heating power levels and, for example, using them be monitored by a sensor.
  • a speed control to take place in the predetermined in the Schutschn target speeds.
  • the drive device 30 is further associated with a height detection arrangement 32, which is designed, for example, in the form of an air pressure sensor.
  • This altitude detection arrangement 32 provides information about the altitude of the vehicle heater 10 or a vehicle containing this vehicle heater 10. Under altitude here is the height above or compared to a given basic height, for example, the sea level, understood. It should be noted here that, of course, the height sensing assemblies 32 may be formed in other ways or may use other sizes to determine the altitude.
  • this altitude sensing assembly 32 may represent the coupling of the driver 30 to a vehicle navigation system, which generally not only senses the positioning of the vehicle in latitude and longitude, but also provides information about altitude above sea level through communication with, for example, the global positioning system.
  • a height sensing arrangement provides height information to the drive device 30 that may be used in the manner described below to optimize the operation of the vehicle heater 10.
  • the various heat output levels it is necessary for the various heat output levels to also provide an appropriate amount of combustion air associated with a particular amount of fuel to run the combustion at conditions optimized for emissions.
  • the assignment of fuel quantity and amount of combustion air is based on ambient conditions in which, for example, the vehicle is at or near the sea level. Taking into account the environmental parameters generally present at this level or altitude, As in particular the air pressure, an optimized amount of oxygen or amount of combustion air can then be determined for each fuel delivery and directed into the vehicle heater 10 and the combustion chamber 14.
  • Fig. 2 Plotted above a certain altitude, ie the height above sea level, various correction factors K A , K B , K C and K D. It further recognizes a division of the plotted on the x-axis altitude in five areas.
  • An altitude range up to an altitude of 500 m is the base altitude range, ie, for example, that altitude range which is used as the default setting.
  • altitude range A covering altitudes of 500 m to 1,000 m
  • altitude B comprising altitudes of 1,000 m to 1,500 m
  • altitude C comprising altitudes of 1,500 m up to 2,000 m
  • altitude range D covers altitudes over 2,000 m.
  • the vehicle If the vehicle then moves to greater heights, it first enters the altitude range A, which represents a first adaptation range.
  • the information that the vehicle is in altitude range A is provided by height sensing assembly 32 as set forth above.
  • a correction factor K A provided for this height range A is set, for example an increase in the speed of the feed wheel 22 represented by 5% or can also represent a reduction in the delivery frequency of the fuel delivery assembly 16 and a metering pump.
  • corresponding correction factors K B , K C and K D are set, which indicate an increase in the rotational speed of the delivery wheel 22 or a corresponding reduction in the delivery rate indicated by the respective percentages mean the fuel delivery assembly 16. It goes without saying that both measures, ie increasing the rotational speed of the delivery wheel 22 and reducing the delivery rate or delivery frequency of the fuel delivery arrangement 16, can also be taken simultaneously in order to reestablish suitable combustion conditions. In this case, would not necessarily be necessary for the fuel delivery assembly 16 on the one hand and the combustion air conveyor assembly On the other hand provided correction factors be the same. For example, increasing the speed of the delivery wheel 22, expressed as a percentage, may be greater than decreasing the fuel delivery rate.
  • the correction factor K B of 10% can be set, ie the fuel delivery rate can be reduced by 10%. If the vehicle heating device 10 is in an average load state, ie if it is operated with the average heating power L m , a somewhat reduced correction factor K B 'can be selected.
  • a further reduced correction factor K B can be selected.
  • the selection or adaptation of the correction factors to different heating power levels can, of course, take place depending on the structural design of a respective vehicle heater and, for example, one with Furthermore, it goes without saying that a corresponding variation of the respective correction factors can also be provided for the other adjustment ranges A, C and D as a function of the respectively selected heat output stage.
  • the vehicle heater 10 is located in one of its most extreme heating power stages, that is to say when three heating power stages L h , L m and L k are set either in the highest heating power stage L h or in the lowest heating power stage L k , then the height-dependent adaptation as described above has been shown to cause problems in the stability of combustion. It is assumed, for example, that the vehicle heater 10 is to be operated with the lowest heating power level L k , ie in principle a comparatively small amount of fuel is already conveyed into the combustion chamber 14 and a correspondingly small amount of combustion air in the combustion chamber 14 is conveyed.
  • the height-dependent correction would then mean, for example, a comparatively large reduction in the fuel delivery rate.
  • this was basically already very low it is then no longer possible to provide sufficient mixture in the combustion chamber 14 in order to ensure stable combustion, in particular in the entire volume range of the combustion chamber 14. This means that there is a risk that the combustion comes to a standstill or that parts of the mixture are not burned and discharged unburned.
  • the heating power level L H is disabled against selection, so that the vehicle heater only can be operated with the small heating power L k or the average heating power L m and thus ensures that over-rotation of the electric motor 24 is avoided.
  • the two adaptation measures ie both an adjustment of the fuel delivery arrangement 16 and an adjustment of the operation of the combustion air delivery arrangement 20, are to be carried out, then both the uppermost and the lowest heating output stage can be disabled against selection.
  • more than the three illustrated or described heating power stages for example four or five heating power stages are provided, not only the uppermost or the lowermost, but for example the two upper or the two lower heating power stages can be blocked.
  • this measure is intended to ensure that unfavorable operating conditions in the vehicle heater 10 are avoided.
  • the risk of such unfavorable operating conditions in principle but only if the height-dependent to be taken corrective measures exceed a certain extent.
  • the above-stated blocking certain heat output levels advantageously only be made if conditionally, would be required by a comparatively large height above the sea level also correspondingly large corrections.
  • the two uppermost or the two lowest heating power levels could be blocked. If the vehicle heating device 10 is in the height range C, then, for example, the blocking of heating power levels can basically be dispensed with, or in fact, only the uppermost or lowest heating power level can actually be used be locked. In the height ranges A and B, the blocking of heating power levels can basically be dispensed with. This means that, of course, depending on the number of selectable heating power levels, the number of those who are locked against selection may increase as the altitude increases.
  • the heating power is continuously variable, so could also be selected in accordance with a continuous relationship with the altitude.
  • the transition between a step-like adjustment of the heating power and a continuous variability of the heating power is fluent and, in particular, equivalent with regard to the procedure according to the invention.
  • the heating power is first changed, that is, another heating power level is set, and only then is the height adjustment made. This can be done so that, for example, in the transition from altitude range A to height range B and the transition from the heating power level L h to the heating power level L m first the vehicle heater 10 is operated so that the principle provided for the heating power level L m base driving measures are given, ie those control measures for the fuel delivery assembly 16 and the combustion air conveyor assembly 20 are given, which are also applicable in the altitude range up to 500 m. Then, based on the height information provided by the height detection arrangement 32, the correction factor for the power level L m provided for the height range B, ie the correction factor K B ', is selected and the height adjustment made accordingly.
  • the vehicle heater 10 when information about the altitude is not provided, for example, due to a defect in the altitude detection system 32, the vehicle heater 10 is basically operated with the base drive measures provided for the altitude range up to 500 m, ie in principle no correction takes place .
  • a continuous transition takes place when changing between different height ranges or different height-related adaptation measures, ie not spontaneously, for example, from a correction factor of 15% to a correction factor of 20%, but instead gradual continuous or quasi-continuous transition with several small stages takes place.
  • an additional module can be integrated into an existing system, which on the one hand is capable of detecting the height information and on the other hand is able to change the driving measures for the fuel delivery assembly 16 and the combustion air conveyor assembly 20 so that the above described height adjustment and blocking of different heating power levels can be done.
  • such an additional module for example, in the line connection between the drive device 30 and the system areas to be controlled, ie the fuel delivery assembly 16 and the combustion air conveyor 20 are integrated and vary the output from the drive device 30 drive signals depending on the height or supply to the drive device 30 information, that certain heating power levels are not selected be allowed to.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
EP08000301A 2007-01-26 2008-01-09 Procédé de fonctionnement d'un appareil de chauffage à combustible pour véhicule Active EP1950495B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007004084A DE102007004084A1 (de) 2007-01-26 2007-01-26 Verfahren zum Betreiben eines brennstoffbetriebenen Fahrzeugheizgerätes

Publications (3)

Publication Number Publication Date
EP1950495A2 true EP1950495A2 (fr) 2008-07-30
EP1950495A3 EP1950495A3 (fr) 2010-09-29
EP1950495B1 EP1950495B1 (fr) 2012-03-14

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EP08000301A Active EP1950495B1 (fr) 2007-01-26 2008-01-09 Procédé de fonctionnement d'un appareil de chauffage à combustible pour véhicule

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EP (1) EP1950495B1 (fr)
AT (1) ATE549581T1 (fr)
DE (1) DE102007004084A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021003172A1 (de) * 2021-06-22 2022-12-22 Truma Gerätetechnik GmbH & Co. KG Heizvorrichtung

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19548225C2 (de) * 1995-12-22 2000-02-17 Eberspaecher J Gmbh & Co Brennstoffbetriebenes Heizgerät
DE19906285C2 (de) * 1999-02-15 2001-09-27 Eberspaecher J Gmbh & Co Mit Brennstoff betriebenes Heizgerät für Kraftfahrzeuge
DE19929891B4 (de) * 1999-06-29 2008-10-16 J. Eberspächer GmbH & Co. KG Steuerung eines mit Brennstoff betriebenen Heizgerätes
DE10144404C2 (de) * 2001-09-10 2003-09-18 Webasto Thermosysteme Gmbh Mobiles Zusatzheizgerät mit Ermittlung der Luftdichte
DE10144402B4 (de) * 2001-09-10 2004-05-06 Webasto Thermosysteme International Gmbh Mobiles Zusatzheizgerät mit luftdichteabhängiger Steuerung
DE10303081B3 (de) * 2003-01-27 2004-07-29 Webasto Thermosysteme International Gmbh Heizgerät mit einer Einrichtung zum Verändern des Brennstoff-/Brennluftgemisches

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
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Also Published As

Publication number Publication date
EP1950495B1 (fr) 2012-03-14
DE102007004084A1 (de) 2008-07-31
EP1950495A3 (fr) 2010-09-29
ATE549581T1 (de) 2012-03-15

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