EP2012002B1 - Procédé de fonctionnement de bougies de préchauffage dans des moteurs diesel - Google Patents

Procédé de fonctionnement de bougies de préchauffage dans des moteurs diesel Download PDF

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Publication number
EP2012002B1
EP2012002B1 EP08011013.3A EP08011013A EP2012002B1 EP 2012002 B1 EP2012002 B1 EP 2012002B1 EP 08011013 A EP08011013 A EP 08011013A EP 2012002 B1 EP2012002 B1 EP 2012002B1
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EP
European Patent Office
Prior art keywords
temperature
control unit
glow
engine
glow plug
Prior art date
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Active
Application number
EP08011013.3A
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German (de)
English (en)
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EP2012002A2 (fr
EP2012002A3 (fr
Inventor
Markus Kernwein
Andreas Bleil
Jörg Stöckle
Olaf Dr. Toedter
Hans Houben
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BorgWarner Ludwigsburg GmbH
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BorgWarner Ludwigsburg GmbH
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Publication of EP2012002A2 publication Critical patent/EP2012002A2/fr
Publication of EP2012002A3 publication Critical patent/EP2012002A3/fr
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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
    • 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
    • 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
    • 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
    • F02P19/025—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 with means for determining glow plug temperature or glow plug resistance
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue

Definitions

  • the invention is based on a method with the features specified in the preamble of claim 1, as it is known from Ep 1 408 233 A2 is known. Another method is from the post-published EP 1 852 604 A1 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.
  • Glow plugs have the task of causing a cold start of the diesel engine, a secure ignition of the fuel-air mixture and then effect in a Nachglühphase a smooth running of the diesel engine until it is so warm that it evenly runs even without support by glow plugs ,
  • the afterglow phase lasts up to several minutes.
  • the glow plug should assume a constant temperature, the steady-state temperature, for which with steel glow plugs approximately 1000 ° C is a typical value.
  • 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 control unit 1 supplies the glow plugs 4 with a higher heating voltage of, for example, 11 volts in order to achieve a temperature of the glow plugs as quickly as possible in the amount of steady-state temperature or - preferably - still some 10 ° C temporarily.
  • the rapid heating of the glow plugs in the pre-glow phase is energy-controlled, ie, the respective glow plug is supplied with an energy which is predetermined so that the steady-state temperature is reached in any case.
  • the steady-state temperature is initially exceeded once and then decreases to the steady-state temperature.
  • 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 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 of eg 11 volts the "initial value”
  • a voltage of, for example, 6 volts Final value "of the voltage
  • the gradual lowering of the voltage applied in the mean time to the glow plugs 4 voltage in the cold running phase takes place during a predetermined period of time according to empirical values that 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 glow plugs are cooled to different degrees.
  • the electric power supplied to the glow plugs is adjusted 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 engine control unit decides on the basis of evaluations that it makes itself, when annealing processes are triggered and how long they last.
  • the engine control unit has an intelligence that is exercised by means of a state machine, which is integrated in the engine control unit.
  • the state machine operates according to a rigid, fixed scheme and generates command signals which are communicated to the engine block mounted on the glow plug control device, which implements the specification of the engine control unit and, taking into account a stored in the glow plug control model of the glow plugs, the electrical power controls the glow plugs is supplied.
  • This requires a mutual adaptation of the two control devices and the algorithms running in them, insofar as they relate to the control of the glow plugs.
  • the present invention has for its object to reduce the cost of realizing the control of glow plugs.
  • the inventive method for operating glow plugs which protrude with a glow element in a diesel engine, which cooperates with an engine control unit and a glow plug control device, which controls following a Vorglühphase the glow plugs supplied electric power in response to a specification received from the engine control unit is characterized in that the engine control unit determines a quantity which is a measure of a target heating temperature which is to occur on the glow element, and transmits that quantity as a target to the glow plug control device which stores that target with an algorithm stored in the glow plug control device and taking into account the glow plug control device Implementing characteristics, the target causes a change in the steady-state temperature of the glow element from a first target steady-state temperature to a second target steady-state temperature.
  • the temperature of the glow element with the engine running depending on the operating state of the diesel engine can be changed.
  • the term steady temperature has become common, since this is kept as constant as possible according to the prior art.
  • the temperature can be changed with the engine running according to specifications of the engine control unit, and thus does not remain constant, the usual term steady state temperature is maintained.
  • the engine control unit determines the target temperature for the glow element of the glow plug in an advantageous manner depending on the operating state of the diesel engine. It is not only a consideration of the current operating condition of the diesel engine in question, but also the previous development of the operating condition of the diesel engine, which can observe the engine control unit with the aid of sensors associated with it, be taken into account in determining the target for the temperature. This allows a faster response to changes in the Operating condition of the diesel engine, which can be predicted on the basis of the observed past development even for a certain period of time.
  • the engine control unit may predict the development of the engine condition and determine the target in dependence on the predicted development of the engine condition. At the same time, the engine control unit may predict the evolution of the engine condition based on the previous evolution of the engine condition.
  • the first and the second set steady-state temperature do not differ by more than 300 K, more preferably not more than 200 K.
  • the optimum temperatures for various operating conditions of a diesel engine are typically in a range of 1000 ° C to 1300 ° C, so that the first target steady-state temperature is preferably at least 1000 ° C. Adjustments to the target steady-state temperature to changed circumstances therefore rarely require larger temperature jumps than 300 K; usually the difference between the first and the second steady-state temperature is not more than 200 K, in particular not more than 150K.
  • the annealing element is heated or cooled to change the steady-state temperature.
  • the algorithm performed upon heating by the glow plug controller causes the temperature of the glow element to overshoot beyond the second desired steady-state temperature. This has the advantage of a particularly rapid adaptation of the annealing temperature to a changed operating state of the engine.
  • the algorithm performed upon cooling by the glow plug controller causes overshoot, actually undershoot, of the temperature of the glow element below the second desired steady state temperature.
  • the effectiveness of a glow plug depends primarily on the surface temperature of the glow element of the glow plugs.
  • the surface temperature is therefore the primary objective for the specification to be determined by the engine control unit.
  • the target is a measure of the surface temperature of the glow element of the glow plugs.
  • the surface temperature of the glow element of the glow plugs can be measured, in particular in the case of ceramic glow plugs, from the temperature-dependent value of the electrical resistance.
  • the glow plug controller includes the type of engine, the glow plug type, the electrical resistance of the glow plugs at a reference temperature, the dependence of the electrical resistance of the glow plug on the temperature
  • the heat capacity of the glow plugs the cooling behavior of the glow plugs in dependence on the speed of the engine, the coolant temperature and the sign of a speed change of the engine, and the heat supply from burns under one or more selected load conditions of the engine.
  • Limit and threshold values which limit the conversion of the target specification transmitted by the engine control unit in the annealing control unit can also be taken into account with advantage; so z.
  • Example be ensured that a transmitted from the engine control unit target for the temperature of the heating element, which would overload the glow plugs used, is limited to a value that is still beneficial for the glow plugs used.
  • the target of the engine control unit for the temperature of the glow element can therefore be interpreted in an advantageous development of the invention of the glow plug control and adapted to the type of glow plug used after the glow plug control device has determined himself or he has been entered the glow plug control unit.
  • the adjustment may be an increase or decrease in the temperature setting and a change in the temperature are leading temperature profile, which could be determined by a stored in the annealing control device pattern characteristic of a glow plug by modification of the pattern characteristic. In the glow plug control device is then determined with which energy the glow plugs are to be supplied and they are then controlled accordingly.
  • the coolant temperature can be used to form a limit, z. B. in such a way that a target of the engine control unit for a higher glow plug temperature remains unconsidered to spare the glow plugs, if and as long as the coolant temperature exceeds a limit.
  • the glow plug control device can take into account in the implementation of the target with advantage parameters which are supplied to it from the outside, preferably from the engine control unit, namely z.
  • the fuel injection amount per clock, the coolant temperature, the speed of the diesel engine, the sign of a speed change of the diesel engine and the temperature of the incoming into the cylinder of the diesel engine combustion air preferably from the engine control unit, namely z.
  • the Glüh horrinology can also the maximum possible temperature z. B. consider when using steel glow plugs. It may limit or interpret the predetermined temperature based on the type of glow plug detected or communicated by the glow controller.
  • the target value for the temperature of the glow element is determined by the engine control unit so that a basic temperature for the afterglow phase is initially set and that a lower temperature than the base temperature in one or more of the following cases is specified as a target:
  • the diesel engine is in overrun mode ( in this case, the fuel supply may be switched off);
  • the coolant temperature exceeds a threshold (the higher the coolant temperature, the more likely it is possible to dispense with hot glow plug combustion support);
  • the temperature of the combustion air entering the cylinders exceeds a threshold (an increase in the temperature of the combustion air increases the ignitability of the mixture and allows the glow plug temperature to be lowered);
  • the voltage of the existing electric vehicle Current source (vehicle electrical system voltage) falls below a limit (as a precaution, the current drain from the electrical system is limited if this is too weak).
  • a higher temperature than the previously specified by the engine control unit temperature can from the engine control unit z.
  • the pollutant content in the exhaust of the diesel engine exceeds one or more limits (in which case, increasing the glow plug temperature may assist in combustion); a coasting phase of the diesel engine is ended (the glow plug, which has become colder during the coasting phase, is reheated for the following load case); the coolant temperature falls below a threshold as it occurs in prolonged stop-and-go operation (an increase in the glow plug temperature promotes combustion and reduces pollutant emissions, which is particularly important in city traffic); the temperature of the combustion air entering the cylinders falls below a threshold (an increase in the glow plug temperature promotes combustion and reduces pollutant emissions); the fuel injection amount or load of the diesel engine increases and / or exceeds a threshold (the glow plug may act to assist combustion at least temporarily with combustion support); during annealing to assist the regeneration of a particulate filter present in the exhaust line of the diesel engine.
  • a matrix of correction values can be stored in the glow plug control device with which the supply of electrical energy to a glow plug intended for a standard case is corrected as a function of the rotational speed and the instantaneous fuel consumption (eg in mm 3 per stroke).
  • the matrix contains the correction values for discrete value pairs of speed and consumption. The energy supply to the glow plugs tends to increase with increasing speed and decreases with increasing consumption.
  • the model of the glow plugs stored in the glow plug control unit in the form of characteristic values, characteristic diagrams and their behavior in the diesel engine allows the glow plug control device to implement the target value of the engine control unit for the temperature of the glow plug of the glow plugs in an open control loop.

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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)
  • Ignition Installations For Internal Combustion Engines (AREA)

Claims (14)

  1. Procédé de fonctionnement de bougies de préchauffage, qui dépassent à l'intérieur d'un moteur diesel avec un élément de préchauffage, lequel moteur travaille en collaboration avec un appareil de commande du moteur et avec un appareil de commande des bougies de préchauffage, lequel commande, à la suite d'une phase préliminaire au préchauffage, l'énergie électrique apportée aux bougies de préchauffage en fonction d'une consigne reçue de l'appareil de commande du moteur, où l'appareil de commande du moteur détermine une grandeur, laquelle est une mesure pour une température de persistance de référence qui doit se produire sur l'élément de préchauffage, et transmet cette grandeur en tant que consigne ciblée à l'appareil de commande des bougies de préchauffage, lequel transforme cette consigne ciblée avec un algorithme mémorisé dans l'appareil de commande des bougies de préchauffage et en tenant compte de valeurs caractéristiques mémorisées dans l'appareil de commande des bougies de préchauffage,
    caractérisé en ce que
    la consigne ciblée provoque une modification de la température de persévérance de l'élément de préchauffage à partir d'une première température de persévérance de référence vers une deuxième température de persévérance de référence, où, lors d'un échauffement, l'algorithme appliqué provoque un dépassement de la température de l'élément de préchauffage au delà de la deuxième température de persévérance de référence et lors d'un refroidissement, l'algorithme appliqué provoque une valeur insuffisante de la température de l'élément de préchauffage en dessous d'une deuxième température de persévérance de référence.
  2. Procédé selon l'une des revendications précédentes, caractérisé en ce que les première et deuxième températures de persévérance de référence se différencient au maximum de 300 K, de préférence, au maximum de 200 K.
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce que la consigne ciblée est variable lors de la marche du moteur diesel.
  4. Procédé selon la revendication 3, caractérisé en ce que la consigne ciblée est déterminée en fonction de l'état de fonctionnement du moteur diesel.
  5. Procédé selon la revendication 3, ou 4, caractérisé en ce que la consigne ciblée est déterminée en fonction de l'évolution de l'état de fonctionnement du moteur diesel ayant eu lieu précédemment.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'appareil de commande du moteur prévoit l'évolution de l'état du moteur et détermine la consigne ciblée en fonction de l'évolution prévue de l'état du moteur.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'un choix, si le fonctionnement du préchauffage s'effectue de manière cadencée ou continue, est pris dans l'appareil de commande des bougies de préchauffage.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'en plus des valeurs caractéristiques mémorisées dans l'appareil de commande des bougies de préchauffage, une ou plusieurs des caractéristiques suivantes en font partie : le type de moteur ; le type de bougies de préchauffage ; la résistance électrique des bougies de préchauffage pour une température de référence ; la relation de la résistance électrique avec la température ; la capacité calorifique des bougies de préchauffage ; le comportement au refroidissement des bougies de préchauffage en fonction du nombre de tours, de la température du fluide de refroidissement et du sens d'une modification d'un nombre de tours du moteur diesel ; l'apport calorifique provenant des combustions sous un ou plusieurs états de charge choisis du moteur ; de valeurs limites et de valeurs de seuil, lesquelles limitent, dans l'appareil de commande des bougies de préchauffage, la conversion de la consigne ciblée transmise de l'appareil de commande du moteur, notamment des valeurs limites et des valeurs de seuil de la température des éléments de préchauffage et du fluide de refroidissement.
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'appareil de commande des bougies de préchauffage, lors de la conversion de la consigne ciblée, tient compte de paramètres, lesquels lui sont transmis et dont quelques uns ou plusieurs sont les suivants : la quantité de carburant injectée ; la température du fluide de refroidissement ; le nombre de tours du moteur diesel ; la prévision d'une modification du nombre de tours du moteur diesel ; la température de l'air de combustion entrant dans les cylindres du moteur diesel.
  10. Procédé selon la revendication 9, caractérisé en ce que les paramètres sont transférés de l'appareil de commande du moteur à l'appareil de commande des bougies de préchauffage.
  11. Procédé selon l'une des revendications précédentes, caractérisé en ce que la grandeur, laquelle est une mesure pour la température, laquelle doit régner sur l'élément de préchauffage, est l'unique consigne ciblée, laquelle est reçue par l'appareil de commande des bougies de préchauffage à partir de l'appareil de commande du moteur.
  12. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'algorithme contient un arbre de décision.
  13. Procédé selon l'une des revendications précédentes, caractérisé en ce que la deuxième température de persévérance est prédéfinie inférieure à la première température de persévérance dans un ou plusieurs des cas suivants : le moteur diesel se trouve en régime de poussée ; la température du fluide de refroidissement dépasse une valeur de seuil ; la température de l'air de combustion entrant dans les cylindres dépasse une valeur de seuil ; la température de la source de courant électrique présente dans le véhicule se situe en dessous d'une valeur limite.
  14. Procédé selon l'une des revendications précédentes, caractérisé en ce que la deuxième température de persévérance est prédéfinie supérieure à la première température de persévérance dans un ou plusieurs des cas suivants : la teneur en polluants dans le gaz d'échappement du moteur diesel dépasse une ou plusieurs valeurs limites ; une phase de poussée du moteur diesel s'achève ; la température du fluide de refroidissement est en dessous d'une valeur de seuil ; la température de l'air de combustion entrant dans les cylindres est en dessous d'une valeur de seuil ; la quantité de carburant injectée dépasse une valeur de seuil ; la charge du moteur diesel augmente et/ou dépasse une valeur de seuil ; la température d'un filtre à particules se trouvant dans la conduite de gaz d'échappement du moteur diesel est augmentée du fait de la régénération.
EP08011013.3A 2007-07-06 2008-06-18 Procédé de fonctionnement de bougies de préchauffage dans des moteurs diesel Active EP2012002B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007031613A DE102007031613B4 (de) 2007-07-06 2007-07-06 Verfahren zum Betreiben von Glühkerzen in Dieselmotoren

Publications (3)

Publication Number Publication Date
EP2012002A2 EP2012002A2 (fr) 2009-01-07
EP2012002A3 EP2012002A3 (fr) 2010-03-24
EP2012002B1 true EP2012002B1 (fr) 2016-11-09

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US (1) US7881851B2 (fr)
EP (1) EP2012002B1 (fr)
JP (1) JP2009013979A (fr)
KR (1) KR101501043B1 (fr)
DE (1) DE102007031613B4 (fr)

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KR101501043B1 (ko) 2015-03-18
US7881851B2 (en) 2011-02-01
KR20090004530A (ko) 2009-01-12
DE102007031613B4 (de) 2011-04-21
EP2012002A2 (fr) 2009-01-07
DE102007031613A1 (de) 2009-01-08
JP2009013979A (ja) 2009-01-22
US20090012695A1 (en) 2009-01-08
EP2012002A3 (fr) 2010-03-24

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