JP2004101142A - Combustion apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent any explosive ignition-combustion, and to shorten the ignition start time. <P>SOLUTION: In the re-ignition, the inside of a combustion unit 31 is heated by a glow plug 37 while feeding air to the combustion unit 31 in a state that fuel feed to the combustion unit 31 is stopped, and the fuel feed to the combustion unit 31 is re-started after checking that a pilot flame is generated. Therefore, a combustion apparatus 30 can be transferred to a steady combustion control mode earlier than to a conventional mode in which the re-ignition remaining heat time ΔT3 is fixed, and the generated pilot flame can be reliably grown. The combustion apparatus 30 can be reliably ignition-started while preventing any explosive ignition-combustion, and the ignition starting time can be shortened. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a combustor that burns fuel to generate heat, and is effective when applied to a vehicle heating device.
[0002]
[Prior art]
As a re-ignition control method to be performed when the first ignition start fails when the combustor is ignited, the specification of German Patent No. 19605152C1 (1997) is applied to the glow plug as compared with the first ignition control. It is described that the voltage is increased.
[0003]
[Problems to be solved by the invention]
By the way, in the re-ignition control method shown in FIG. 10, when it is detected that the first ignition has failed due to the temperature detected by the frame sensor or the like, the glow plug is energized for a predetermined period of time, such as a wick or the like, as in the first-time ignition control. Is heated, and then the amount of air and the amount of fuel supplied to the combustion chamber are gradually increased.
[0004]
However, in this re-ignition control method, since the glow plug is energized to perform residual heat without supplying air to the combustion chamber for a predetermined time, the glow plug is supplied to the combustion chamber (wick) during the initial ignition control during this residual heat period. Since the burned fuel is vaporized and filled in the combustion chamber, after a predetermined time elapses, when the air is supplied to the combustion chamber, it starts explosively igniting and burning, generating a large explosion sound.
[0005]
On the other hand, as shown in FIG. 11, when it is detected that the first ignition has failed, after the residual heat is performed while supplying a small amount of air to the combustion chamber for a predetermined time, the amount of air supplied to the combustion chamber is determined. A method of gradually increasing the amount of fuel and the amount of fuel is conceivable. However, in this re-ignition control method, it is necessary to make the remaining heat time in the re-ignition control longer than the remaining heat time in the first re-ignition control.
[0006]
That is, at the time of the first re-ignition control, the residual heat is started in a state where the fuel is not present in the combustion chamber (wick) or in a very small amount, whereas at the time of the re-ignition control, the fuel supplied at the time of the first re-ignition control already has the combustion chamber (Wick), it is necessary to make the remaining heat time in the re-ignition control longer than the remaining heat time in the first re-ignition control in order to heat it to a predetermined temperature or more.
[0007]
In view of the above points, the present invention firstly provides a new combustion device different from the conventional one, secondly prevents explosive ignition and combustion, and thirdly reduces ignition start time. The purpose is to make it shorter than before.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, there is provided a combustion section (31) for burning fuel, and a combustion state detecting means (38) for detecting a combustion state in the combustion section (31). ), At the time of re-ignition, the inside of the combustion part (31) is heated while supplying air to the combustion part (31) in a state where the fuel supply to the combustion part (31) is stopped, and the combustion state detection means (38) And re-ignition control means for restarting fuel supply to the combustion unit (31) after detecting the pilot flame.
[0009]
This can prevent the fuel in the combustion section (31) from becoming excessive in the fuel during the reignition residual heat time, and the stationary state of the combustor (30) is earlier than in the conventional case where the reignition residual heat time is fixed. It is possible to surely grow the pilot flame generated by shifting to the combustion control.
[0010]
Therefore, it is possible to reliably start ignition of the combustor while preventing explosive ignition and combustion, shorten the ignition start time, and obtain a new combustion device different from the conventional one. it can.
[0011]
According to the second aspect of the present invention, the ignition control means intermittently supplies combustion air to the combustion portion (31) at least until the combustion state detection means (38) detects a pilot flame. And
[0012]
Accordingly, it is possible to reliably prevent the fuel in the combustion section (31) from becoming excessive in the reignition residual heat time.
[0013]
According to the third aspect of the present invention, the ignition control means adjusts the amount of combustion air supplied to the combustion part (31) before the re-ignition at least until the combustion state detection means (38) detects the pilot flame. It is characterized in that the number is reduced as compared with.
[0014]
In the invention described in claim 4, the ignition control means gradually increases the amount of combustion air and the amount of fuel supplied to the combustion part (31) after detecting the pilot flame by the combustion state detection means (38). It is characterized by the following.
[0015]
In the invention according to claim 5, the ignition control means, if the pilot state cannot be detected by the combustion state detection means (38) within the predetermined time, after the predetermined time has elapsed, the ignition section (38). 31) The fuel supply to (31) is restarted.
[0016]
This makes it possible to reliably start the ignition of the combustion device even when the generation of the pilot flame cannot be confirmed due to the response delay of the combustion state detection means (38).
[0017]
In the invention according to claim 6, the ignition control means determines that the combustion state detection means (38) has not detected the pilot flame by the combustion state detection means (38) within the predetermined time. The rate of increase in fuel supplied to the combustion section (31) is reduced as compared with the case where a pilot flame is detected in (38).
[0018]
Thus, even if the generation of the pilot flame cannot be confirmed due to the response delay of the combustion state detection means (38), it is possible to grow the pilot flame and reliably start the ignition of the combustion device.
[0019]
In the invention according to claim 7, the combustion state detecting means (38) detects the combustion state based on a physical quantity that increases in accordance with an increase in the combustion temperature, and the ignition control means further includes a combustion state detecting means (38). ) Is regarded as a seed fire when the rate of increase of the detected value of (1) exceeds a predetermined value.
[0020]
In the invention according to claim 8, the combustion state detecting means (38) detects the combustion state based on the physical quantity that increases in accordance with the increase in the combustion temperature, and the ignition control means starts the first ignition control. When the difference between the value detected by the combustion state detecting means (38) and the value detected by the combustion state detecting means (38) after stopping the fuel supply to the combustion section (31) exceeds a predetermined value, the seed is set. It is characterized by the fact that a fire has occurred.
[0021]
According to the ninth aspect of the present invention, the combustion state detecting means (38) detects the combustion state based on a physical quantity that increases with an increase in the combustion temperature, and the ignition control means further includes a combustion state detecting means (38). ) Is considered to have occurred when a detection value exceeds a predetermined value.
[0022]
According to a tenth aspect of the present invention, the ignition control means changes a predetermined value according to an ambient temperature of the combustion section (31).
[0023]
Thereby, it may be possible to accurately detect the pilot flame generation.
[0024]
In the invention according to claim 11, the combustion unit (31) for burning fuel, the combustion state detection means (38) for detecting the combustion state in the combustion section (31), and the combustion state detection means (38) And ignition control means for restarting fuel supply to the combustion unit (31) after detecting a pilot flame.
[0025]
Thereby, for the same reason as the first aspect of the invention, the ignition start time can be shortened as compared with the conventional one, and a new combustion device different from the conventional one can be obtained.
[0026]
Incidentally, the reference numerals in parentheses of the respective means are examples showing the correspondence with specific means described in the embodiments described later.
[0027]
BEST MODE FOR CARRYING OUT THE INVENTION
(1st Embodiment)
In the present embodiment, the combustion device according to the present invention is applied to a vehicle heating device. FIG. 1 is a schematic diagram of a vehicle auxiliary heating device according to the present embodiment, and FIG. 2 is a schematic diagram of a combustion device. is there.
[0028]
In FIG. 1, an engine 10 is a diesel-type internal combustion engine serving as a driving power source, and an intake pipe 11 supplies combustion air to the engine 10. An air cleaner 12 is provided for removing dust from the air taken into the intake pipe 10, and an intake throttle valve 13 for controlling the amount of air flowing through the intake pipe 11 is provided downstream of the air cleaner 12.
[0029]
The exhaust pipe 14 is a pipe through which exhaust gas discharged from the engine 10 flows. The exhaust pipe 14 is provided with a three-way catalyst 15 for purifying the exhaust gas and a muffler 16 for reducing exhaust noise.
[0030]
The pump 17 is an electric pump means for circulating cooling water for the engine, and the radiator 18 is a heat exchanger for exchanging heat between the cooling water and the outside air to cool the cooling water.
[0031]
1, a bypass circuit for bypassing the radiator 18 to flow the cooling water and a flow control valve such as a thermostat for adjusting the amount of the cooling water flowing through the radiator 18 are omitted.
[0032]
The heater 19 is a heater that heats air that is blown into the room using cooling water as a heat source, the flow control valve 20 is a valve that adjusts the amount of cooling water flowing to the heater 19 side, and the combustor 30 burns fuel. The cooling water is heated to indirectly heat the vehicle interior.
[0033]
The exhaust switching valve 21 is a plate door type valve that switches between a case where the combustion gas discharged from the combustor 30 is guided to the intake pipe 11 and a case where the combustion gas is guided to the exhaust pipe 14. The combustion air in the combustor 30 is guided from the intake pipe 11 to the combustor 30.
[0034]
Next, the combustion device will be described with reference to FIG.
[0035]
The combustion section 31 is composed of a first combustion chamber 31a for igniting and burning fuel and a second combustion chamber 31b for growing a flame ignited in the first combustion chamber 31a. By communicating with the chamber 31b through an orifice 31c having a passage sectional area smaller than the sectional area of the two combustion chambers 31a, 31b, the flame in the first combustion chamber 31a is prevented from being blown out. .
[0036]
Further, an air hole 31e for supplying combustion air to the first combustion chamber 31a is provided in a cylindrical portion of the cylindrical first combustion cylinder 31d constituting the first combustion chamber 31a. Is provided around the air pump 33, and the air inlet 32 a is connected to the discharge port side of the air pump 33.
[0037]
The air pump 33 is an electric wesco (vortex) pump that sucks air from the intake pipe 11 and supplies combustion air to the combustor 30. In the present embodiment, the air pump 33 and the combustor 30 are integrated. Have been.
[0038]
An exhaust passage 34 through which combustion gas flows is provided on the outer peripheral side of the combustion section 31, and a cooling water passage 35 through which cooling water flows so as to cover the exhaust passage 34 from the outside.
[0039]
Then, heat generated in the combustor 30 is taken into the cooling water by exchanging heat between the combustion gas flowing through the exhaust passage 34 and the cooling water flowing through the cooling water passage 35. The exhaust passage 34 and the cooling water passage 35 are provided with fins 34a and 35c for improving the heat exchange efficiency between the combustion gas and the cooling water.
[0040]
The exhaust port 34b is for discharging the combustion gas after the heat exchange, the inlet 35a is for guiding the cooling water to the cooling water passage 35, and the outlet 35b is for the cooling water after the heat exchange. Is to be discharged.
[0041]
The wick 36 promotes the vaporization of the fuel by temporarily holding the fuel supplied from the fuel pump 40 to the combustor 30. In the present embodiment, the wick 36 is made of a substantially disk-shaped metal mesh, and the fuel is filled in the gap. Hold temporarily.
[0042]
The glow plug 37 is heating means for heating and igniting the fuel held in the wick 36 by energizing, and a flame sensor 38 for detecting the temperature of the combustion gas is disposed near the exhaust port 34b. Note that the frame sensor 38 is a type of temperature sensor that detects ignition and misfire by using a change in electric resistance value.
[0043]
The water temperature sensor 39a is a temperature detecting means for detecting the temperature of the cooling water heated by the combustion gas, and the wall temperature sensor 39b is for detecting the wall surface temperature of the combustion section 31 directly exposed to the combustion gas.
[0044]
The detection signals of the sensors 38, 39a, and 9b are input to an electronic control unit (ECU) 41, and the ECU 41 performs the combustion according to a preset program based on the detection signals of the sensors 38, 39a, and 9b. 30, that is, controls the air pump 33, the glow plug 37, the fuel pump 40, and the like.
[0045]
Next, ignition control of the combustion device will be described based on a time chart shown in FIG.
[0046]
1. The power supply to the glow plug 37 is started while the fuel pump 40 is stopped for a predetermined time of the first ignition control, and the output of the air pump 33 is reduced to a minimum to supply a small amount of air to the first combustion chamber 31a. Hereinafter, this predetermined time is referred to as an initial residual heat time ΔT1.
[0047]
Then, when the first residual heat time ΔT1 has elapsed (T1), the fuel pump 40 is operated at the minimum output to start supplying a small amount of fuel to the wick 36, and after the first residual heat time ΔT1 has elapsed (T1), the first predetermined time has elapsed. After the passage of time, the amount of fuel supplied to the wick 36 and the amount of air supplied to the combustion unit 31 are gradually increased.
[0048]
Thereafter, when a predetermined time ΔT2 longer than the first predetermined time has elapsed (T2) from the time when the initial residual heat time ΔT1 has elapsed (T1), it is determined based on whether or not the detected temperature of the frame sensor 38 has exceeded the predetermined temperature V2. It is determined whether or not the combustor 30 has ignited.
[0049]
When the detected temperature V of the frame sensor 38 exceeds the predetermined temperature V2, it is considered that the combustor 30 has ignited, and supplied to the combustion unit 31 so that the detected temperature of the water temperature sensor 39a becomes a target value. When the detected temperature of the flame sensor 38 is lower than the predetermined temperature V2, it is considered that the ignition of the combustor 30 has failed, and the re-ignition control is performed. .
[0050]
2. Re-ignition Control FIG. 4 is a flowchart showing the re-ignition control, and will be described below with reference to this flowchart.
[0051]
After storing the detected temperature of the frame sensor 38 at the time of starting the first ignition control as the initial temperature Vo (S10), the fuel pump 40 is stopped, and the output of the air pump 33 is reduced to a minimum, that is, immediately before the re-ignition control is started. While supplying a small amount of air to the first combustion chamber 31a as an output smaller than the output of the glow plug 37, the glow plug 37 is energized and the residual heat is started again (S20).
[0052]
Then, the temperature detected by the frame sensor 38 is continuously monitored from the time of transition to the re-ignition control (T2), and the difference between the detected temperature V of the frame sensor 38 and the initial temperature Vo (= V−Vo) is determined by a predetermined temperature difference. Vs (S30), when the detected temperature V of the frame sensor 38 exceeds a predetermined temperature V2 (S40), or when the rate of increase θ of the detected temperature V of the frame sensor 38 exceeds a predetermined value θs ( In S50), measurement of the ignition determination time C4 is started on the assumption that a seed flame capable of growing a flame has been generated (S60).
[0053]
Also, when the time C3 measured from the start of the re-ignition control (T2) exceeds the re-ignition residual heat time ΔT3 longer than the initial ignition residual heat time ΔT1 (S70), the measurement of the ignition determination time C4 is also started. (S60).
[0054]
The reignition residual heat time ΔT3 is a time longer than the initial residual heat time ΔT1, and is considered to be a time at which it is considered that a seed flame can be reliably generated when there is no failure in the combustor 30.
[0055]
Until the ignition determination time C4 elapses a predetermined time (in this embodiment, the same as the predetermined time ΔT2) ΔT4, the amount of fuel and the amount of air supplied to the combustion unit 31 are gradually increased (S80, S90), it is determined whether or not the combustor 30 has fired based on whether or not the detected temperature V of the frame sensor 38 has exceeded the predetermined temperature V2 when the ignition determination time C4 has reached the predetermined time ΔT4 (S100).
[0056]
At this time, when the detected temperature V of the flame sensor 38 exceeds the predetermined temperature V1, it is considered that the combustor 30 has been ignited, and the routine shifts to the steady combustion control (S110), and the detected temperature of the flame sensor 38 is reduced to the predetermined temperature V1. If it is less than the threshold value, it is regarded that the ignition of the combustor 30 has failed, the combustion device is stopped, and the passenger is warned of the fact by a display means such as a warning light (S120).
[0057]
The operation of the vehicle auxiliary heating device according to the present embodiment will be described.
[0058]
1. When the engine 10 is stopped while the combustor 30 is operating, when the ECU 41 receives a signal to stop the engine 10 from an electronic control unit (hereinafter, referred to as an engine ECU) for controlling the engine 10, first, , It is determined whether the combustor 30 is operating.
[0059]
At this time, when the combustor 30 is operating, the output of the air pump 33 is increased and the energization of the glow plug 37 is started compared to before the ECU 41 receives a signal indicating that the engine 10 is stopped, After the exhaust switching valve 21 is operated to connect the exhaust side of the combustor 30 to the exhaust pipe 14, a signal indicating that the engine 10 may be actually stopped by closing the intake throttle valve 13 or the like is sent to the ECU 41. To the engine ECU to stop the engine 10.
[0060]
Then, after the engine 10 is stopped, after confirming that the combustor 30 has not stopped (misfire), the output of the air pump 33 is reduced to the same level as in the steady combustion state, and the power supply to the glow plug 37 is stopped. .
[0061]
Note that, while the engine 10 is stopped, the cooling water is circulated between the combustor 30 and the heater 19 by an electric pump (not shown).
[0062]
Before the engine 10 is stopped, the exhaust side of the combustor 30 is connected to the intake pipe 11 side.
[0063]
2. When Starting the Engine 10 While the Combustor 30 is Operating When the ECU 41 receives a signal to start the engine 10 from the engine ECU, first, it is determined whether the combustor 30 is operating. .
[0064]
At this time, when the combustor 30 is operating, the output of the air pump 33 is increased as compared to before the ECU 41 receives a signal indicating that the engine 10 is started, and after the energization of the glow plug 37 is started. Then, the crankshaft of the engine 10 is rotated by the electric motor, that is, cranking is started to start the engine 10.
[0065]
Next, it is confirmed that the engine 10 rotates independently without cranking, that is, the engine 10 continuously rotates at a rotation speed higher than the cranking rotation speed and the engine 10 is completely started. After that, after confirming that the combustor 30 has not stopped (misfired), the exhaust side of the combustor 30 is connected to the intake pipe 11, and thereafter, the output of the air pump 33 is reduced to the same level as in the steady combustion state. At the same time, the power supply to the glow plug 37 is stopped.
[0066]
3. When the combustor 30 is stopped when the engine 10 is stopped, the combustor 30 is stopped with the exhaust side of the combustor 30 connected to the exhaust pipe 14.
[0067]
Next, the operation and effect of the combustion device according to the present embodiment will be described.
[0068]
In the present embodiment, at the time of re-ignition, the inside of the combustion part 31 is heated by the glow plug 37 while supplying air to the combustion part 31 in a state where the fuel supply to the combustion part 31 is stopped. It is possible to prevent the fuel in the combustion section 31 from becoming excessive. Therefore, when the re-ignition succeeds, the fuel in the combustion part 31 can be prevented from explosively burning, so that a large explosion sound can be prevented from being generated.
[0069]
Further, since the fuel supply to the combustion section 31 is restarted after confirming that the seed flame has been generated, the combustor 30 is shifted to the steady combustion control earlier than in the related art in which the reignition residual heat time ΔT3 is fixed. In addition, the generated pilot flame can be surely grown.
[0070]
As described above, according to the present embodiment, it is possible to reliably start the combustor 30 while preventing explosive ignition and combustion, and to shorten the ignition start time as compared with the related art. .
[0071]
Even if it is not possible to confirm the generation of the seed flame, when the re-ignition residual heat time ΔT 3 has elapsed since the start of the re-ignition control (T 2), the amount of the fuel supplied to the combustion unit 31 and the air Since the amount is gradually increased, it is possible to start the combustion of the combustor 30 even when the generation of the pilot flame cannot be confirmed due to the response delay of the frame sensor 38.
[0072]
(2nd Embodiment)
In the first embodiment, a small amount of air is continuously supplied to the combustion unit 31 until a pilot flame is detected in the re-ignition control. However, in the present embodiment, as shown in FIG. The air is intermittently supplied to the combustion unit 31 until a pilot flame is detected in the above.
[0073]
As a result, it is possible to reliably prevent the fuel in the combustion section 31 from becoming excessive in the fuel during the reignition residual heat, so that the fuel in the combustion section 31 explosively burns when reignition is successful. Can be prevented, and generation of a loud explosion sound can be prevented.
[0074]
(Third embodiment)
In the above-described embodiment, the amount of fuel and the amount of air to be supplied to the combustion unit 31 are increased at the same rate until the ignition determination time C4 reaches the predetermined time ΔT4, regardless of whether or not a pilot flame is generated. However, as shown in S61, S62, S81, S82, S91, and S92 in FIG. 6, when the pilot flame cannot be detected within the reignition residual heat time Δ3, The rate of increase in the amount of fuel supplied to the combustion unit 31 and the rate of increase in the amount of air are reduced as compared with the case where the reignition residual heat time Δ3 type flame is detected.
[0075]
Except for S61, S62, S81, S82, S91, and S92, it is the same as the above-described embodiment, and FIG. 7 is a time chart of the combustion apparatus according to the present embodiment.
[0076]
Next, the operation and effect of the present embodiment will be described.
[0077]
In order to heat the passenger compartment, it is desirable that the calorific value of the combustor 30 be maximized at an early stage. However, when the generation of the pilot flame cannot be confirmed, the same increase rate as when the generation of the pilot flame is confirmed. When the amount of fuel and the amount of air supplied to the combustion section 31 are increased, the generation of pilot flame cannot be confirmed. However, if pilot flame has actually occurred, the generated pilot flame is extinguished. There is a risk that it will.
[0078]
On the other hand, as in the present embodiment, when the pilot flame is not detected within the reignition residual heat time Δ3, the combustion unit 31 is compared with the case where the reignition residual heat time Δ3 is detected. If the rate of increase in the amount of fuel and the amount of air supplied to the plant is small, it is not possible to confirm the generation of a pilot flame, but if a pilot flame has actually occurred, it must be extinguished. It can be grown without.
[0079]
Therefore, even if it is not possible to confirm the generation of the pilot flame due to the response delay of the frame sensor 38, it is possible to start the ignition of the combustor 30.
[0080]
(Fourth embodiment)
In the present embodiment, the re-ignition control according to the first embodiment is applied to initial ignition control.
[0081]
Specifically, as shown in FIGS. 8 and 9, after the detected temperature of the frame sensor 38 at the time of starting the first ignition control is stored as the initial temperature Vo (S200), the fuel pump 40 is stopped and the air pump 33 is stopped. Is supplied to the glow plug 37 while supplying a small amount of air to the first combustion chamber 31a as an output smaller than the output of the first combustion chamber 31a, that is, an output smaller than the output immediately before the start of the re-ignition control, to start the residual heat (S210).
[0082]
Then, the detection temperature of the frame sensor 38 is continuously monitored from the time when the first ignition control is started, and the difference (= V−Vo) between the detection temperature V of the frame sensor 38 and the initial temperature Vo is larger than the predetermined temperature difference Vs. When the detected temperature V of the frame sensor 38 exceeds the predetermined temperature V2 (S230), or when the increase rate θ of the detected temperature V of the frame sensor 38 exceeds the predetermined value θs (S240). Starts measuring the ignition determination time C2, assuming that a seed flame capable of growing a flame has been generated (S250).
[0083]
Also, when the time C1 measured from the time when the first ignition control is started exceeds the first ignition residual heat time ΔT1 (S260), the measurement of the ignition determination time C2 is started (S250).
[0084]
Until the ignition determination time C2 reaches the predetermined time ΔT2, the amount of fuel and the amount of air supplied to the combustion unit 31 are gradually increased (S270, S280), and the ignition determination time C2 becomes equal to the predetermined time ΔT2. At this time, it is determined whether or not the combustor 30 has ignited based on whether or not the detected temperature V of the frame sensor 38 has exceeded a predetermined temperature V1 (S290).
[0085]
At this time, when the detected temperature V of the frame sensor 38 exceeds the predetermined temperature V2, it is considered that the combustor 30 has been ignited, and the routine shifts to the steady combustion control (S300), and the detected temperature of the frame sensor 38 becomes the predetermined temperature V1. If it is less than the threshold value, it is considered that the ignition of the combustor 30 has failed, and the process proceeds to the re-ignition control (S310).
[0086]
Accordingly, the ignition start time can be reduced even at the time of the first ignition for the same reason as in the first embodiment.
[0087]
(Other embodiments)
In the above-described embodiment, the initial preheating time ΔT1 is a fixed time set in advance. However, the initial preheating time may be changed based on parameters related to the ambient temperature, such as the frame sensor 38 and the wall temperature sensor 39b.
[0088]
Further, in the above-described embodiment, the threshold value for determining whether or not a pilot flame has been generated is a fixed value, but the threshold value for determining whether or not a pilot flame has been generated is determined by the frame sensor 38 or the wall sensor. The threshold value may be changed so as to increase as the parameter relating to the ambient temperature such as the temperature sensor 39b or the water temperature sensor 39a increases.
[0089]
Further, in the above-described embodiment, the combustion state detecting means configured to detect the combustion state in the combustion section 31 by the frame sensor 38 is configured. However, the present invention is not limited to this. A detection sensor may be used.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a vehicle auxiliary heating device according to a first embodiment of the present invention.
FIG. 2 is a schematic diagram of a combustor.
FIG. 3 is a time chart showing a control operation of the combustion device according to the first embodiment of the present invention.
FIG. 4 is a flowchart showing a control operation of the combustion device according to the first embodiment of the present invention.
FIG. 5 is a time chart showing a control operation of a combustion device according to a second embodiment of the present invention.
FIG. 6 is a flowchart showing a control operation of a combustion device according to a third embodiment of the present invention.
FIG. 7 is a time chart showing a control operation of a combustion device according to a third embodiment of the present invention.
FIG. 8 is a time chart showing a control operation of a combustion device according to a fourth embodiment of the present invention.
FIG. 9 is a flowchart showing a control operation of a combustion device according to a fourth embodiment of the present invention.
FIG. 10 is a time chart for explaining an object of the present invention.
FIG. 11 is a time chart for explaining an object of the present invention.
[Explanation of symbols]
Reference numeral 30 denotes a combustor, combustion units 31, 38: a frame sensor, 33: an air pump,
40: fuel pump; 41: ECU.

Claims (11)

A combustion unit (31) for burning fuel;
Combustion state detection means (38) for detecting a combustion state in the combustion section (31);
At the time of re-ignition, the inside of the combustion part (31) is heated while supplying air to the combustion part (31) in a state where the fuel supply to the combustion part (31) is stopped, and the combustion state detection means (38) And a re-ignition control means for restarting fuel supply to the combustion section (31) after detecting a pilot flame in the combustion apparatus. The said ignition control means supplies combustion air intermittently to the said combustion part (31) at least until the pilot flame is detected by the said combustion state detection means (38), The said Claim 1 characterized by the above-mentioned. A combustion device as described. The ignition control means may reduce the amount of combustion air supplied to the combustion part (31) at least until a pilot flame is detected by the combustion state detection means (38) as compared to before the reignition. The combustion device according to claim 1, characterized in that: The ignition control means gradually increases the amount of combustion air and the amount of fuel supplied to the combustion part (31) after detecting the pilot flame by the combustion state detection means (38). The combustion device according to any one of claims 1 to 3. The ignition control means, if the combustion state detection means (38) cannot detect the pilot flame within a predetermined time, after the predetermined time elapses, supplies the fuel to the combustion section (31). The combustion device according to any one of claims 1 to 4, wherein the supply is restarted. If the ignition control means cannot detect the pilot flame by the combustion state detection means (38) within a predetermined time, the ignition control means (38) within the predetermined time period by the combustion state detection means (38) The combustion apparatus according to claim 5, wherein the rate of increase in the amount of fuel supplied to the combustion section (31) is reduced as compared with a case in which is detected. The combustion state detecting means (38) detects a combustion state based on a physical quantity that increases with an increase in combustion temperature,
7. The ignition control means according to claim 1, wherein said ignition control means considers that a pilot flame has occurred when an increase rate of a detection value of said combustion state detection means (38) exceeds a predetermined value. A combustion device according to any one of the preceding claims. The combustion state detecting means (38) detects a combustion state based on a physical quantity that increases with an increase in combustion temperature,
Further, the ignition control means includes a value detected by the combustion state detection means (38) when the first ignition control is started and the combustion state detection means (38) after stopping the fuel supply to the combustion part (31). The combustion apparatus according to any one of claims 1 to 6, wherein a pilot flame is considered to have occurred when a difference between the detected value and the detected value exceeds a predetermined value. The combustion state detecting means (38) detects a combustion state based on a physical quantity that increases with an increase in combustion temperature,
7. The ignition control means according to claim 1, wherein said ignition control means considers that a pilot flame has occurred when a detected value of said combustion state detecting means (38) exceeds a predetermined value. The combustion device according to claim 1. The combustion device according to claim 9, wherein the ignition control means changes the predetermined value according to an ambient temperature of the combustion section (31). A combustion unit (31) for burning fuel;
Combustion state detection means (38) for detecting a combustion state in the combustion section (31);
A combustion apparatus comprising: ignition control means for restarting fuel supply to the combustion section (31) after detecting a pilot flame by the combustion state detection means (38).

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