JP2004218506A - Internal-combustion engine with combustion heater - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology for operating suitably a combustion heater with desired heating objects heated even if in situations where an operational status of the internal-combustion engine changes, when the internal-combustion engine is in operation in the internal-combustion engine equipped with the combustion heater for heating the heating objects such as intake air of the internal-combustion engine or the like. <P>SOLUTION: There is provided the internal-combustion engine in which a combustion chamber of the combustion heater communicates with a suction system and/or an exhaust system of the internal-combustion engine. In the internal-combustion engine, when the operational status of the internal-combustion engine changes rapidly in situations where the internal-combustion engine and the combustion heater are in operation, accidental fire of the combustion heater is prevented by operating an igniter of the combustion heater, resulting in allowing the operation of the combustion heater to be continued with the combustion heater heating the desired heating objects. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an internal combustion engine having a combustion heater, and more particularly to an internal combustion engine in which a combustion chamber of the combustion heater communicates with an intake system and / or an exhaust system of the internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art In recent years, for an internal combustion engine mounted on an automobile or the like, a technique in which a combustion-type heater is additionally provided has been proposed for the purpose of improving the performance of an indoor heating device in a cold state and promoting warm-up of the internal combustion engine.
[0003]
As an internal combustion engine equipped with such a combustion type heater, when starting the internal combustion engine (during cranking), the exhaust of the combustion type heater is guided to the intake pipe of the internal combustion engine to heat the intake air of the internal combustion engine, and 2. Description of the Related Art There is known an internal combustion engine configured such that exhaust of a combustion heater does not flow into an intake pipe of the internal combustion engine when ranking is stopped or cranking is discontinuously performed (for example, see Patent Document 1).
[0004]
[Patent Document 1]
JP 2001-3823 A [Patent Document 2]
JP 2000-234567 A [Patent Document 3]
JP 2000-257416 A
[Problems to be solved by the invention]
By the way, if the exhaust of the combustion type heater does not flow into the intake pipe of the internal combustion engine when the cranking of the internal combustion engine is stopped or when the cranking is discontinuously performed, the combustion type heater hardly misfires, The intake air cannot be heated, and the startability of the internal combustion engine may be reduced.
[0006]
The present invention has been made in view of the above circumstances, and in an internal combustion engine provided with a combustion-type heater that heats a heating target such as intake air of the internal combustion engine, the operation state of the internal combustion engine during operation of the internal combustion engine It is an object of the present invention to provide a technique capable of suitably operating a combustion-type heater while heating a desired object to be heated even in a situation where the temperature changes.
[0007]
[Means for Solving the Problems]
SUMMARY OF THE INVENTION In order to solve the above-described problems, the present invention provides an internal combustion engine having a combustion type heater, which activates the ignition device of the combustion type heater when the operating state of the internal combustion engine changes rapidly during operation of the internal combustion engine. Thus, the combustion type heater is prevented from misfiring.
[0008]
That is, the internal combustion engine having the combustion type heater according to the present invention has a change rate detecting means for detecting a change rate of the operating state of the internal combustion engine during operation of the internal combustion engine, and a change rate detected by the state change detecting means. And ignition control means for activating the ignition device of the combustion type heater when the value becomes equal to or more than a predetermined value.
[0009]
In an internal combustion engine having such a combustion type heater, when the internal combustion engine and the combustion type heater are operated and the rate of change of the operating state of the internal combustion engine becomes a certain value or more, the ignition device of the combustion type heater is activated.
[0010]
When the rate of change of the operating state of the internal combustion engine is equal to or higher than a certain value, in other words, when the operating state of the internal combustion engine changes rapidly, the intake air amount, exhaust amount, or fuel injection amount of the internal combustion engine changes suddenly. Accordingly, the amount of air taken into the combustion heater and / or the fuel supplied to the combustion heater may change abruptly.
[0011]
When the amount of air sucked into the combustion type heater and / or the amount of fuel supplied to the combustion type heater suddenly changes, combustion in the combustion type heater tends to be unstable, and the combustion type heater may misfire.
[0012]
On the other hand, when the ignition device of the combustion type heater is operated when the operation state of the internal combustion engine changes suddenly, the fuel is forcibly burned by the ignition device, so that the combustion type heater is prevented from misfiring. Become. As a result, the combustion heater can continue to heat a desired heating target.
[0013]
In addition, examples of the heating target include an intake air of the internal combustion engine, an exhaust gas of the internal combustion engine, an exhaust purification catalyst provided in an exhaust system of the internal combustion engine, and the like.
[0014]
In the internal combustion engine having the combustion heater according to the present invention, examples of the parameter representing the change rate of the operating state of the internal combustion engine include a change rate of a fuel injection amount, a change rate of an intake air amount, a change rate of an engine speed, and the like. However, since the rate of change of the accelerator opening increases as a sign that the rate of change of the fuel injection amount, the amount of intake air, or the engine speed increases, the change rate detecting means detects the change in the accelerator opening. It can be said that it is preferable to detect the rate.
[0015]
Next, the present invention relates to a combustion type heater having a combustion chamber communicating with an intake system and / or an exhaust system of an internal combustion engine, wherein a change rate of an operation state of the internal combustion engine during operation of the internal combustion engine becomes a certain value or more. May be provided with an ignition device for igniting the fuel supplied to the combustion chamber.
[0016]
In the combustion type heater configured as described above, when the rate of change of the operation state of the internal combustion engine becomes a certain value or more, that is, when the operation state of the internal combustion engine changes suddenly, the ignition device moves to the combustion chamber of the combustion type heater. Since the supplied fuel is forcibly ignited, it is difficult to misfire. As a result, the combustion heater can continue to heat a desired heating target.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
<First embodiment>
Hereinafter, specific embodiments of an internal combustion engine having a combustion heater according to the present invention will be described with reference to the accompanying drawings.
[0018]
FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied.
[0019]
The internal combustion engine 1 shown in FIG. 1 is a water-cooled compression ignition type diesel engine having four cylinders 1a.
[0020]
A fuel injection valve 1b is attached to each cylinder 1a of the internal combustion engine 1 so that its injection hole faces the combustion chamber. Each fuel injection valve 1b is in communication with a pressure storage chamber (common rail chamber) 1c that stores fuel supplied from a fuel pump (not shown) until a predetermined pressure is reached.
[0021]
The internal combustion engine 1 includes a crank position sensor 100 that outputs a pulse signal each time a crankshaft (not shown) rotates by a predetermined angle, and a water temperature sensor 101 that outputs an electric signal corresponding to the temperature of cooling water flowing through a water jacket (not shown). Is attached.
[0022]
Next, an intake passage 2 is connected to the internal combustion engine 1. The intake passage 2 is connected to an air cleaner box 3. An intake throttle valve 4 for adjusting the air flow rate in the intake passage 2 is provided in the middle of the intake passage 2. An intake throttle actuator 40 for opening and closing the intake throttle valve 4 is mounted on the intake throttle valve 4.
[0023]
An exhaust passage 5 is connected to the internal combustion engine 1. The exhaust passage 5 is connected downstream with an exhaust purification catalyst (not shown), a muffler, and the like.
[0024]
The internal combustion engine 1 is provided with a combustion heater 6. As shown in FIG. 2, the combustion type heater 6 includes an outer cylinder 60, an intermediate cylinder 61 provided in the outer cylinder 60, and a combustion cylinder 62 provided in the intermediate cylinder 61.
[0025]
Between the outer cylinder 60 and the intermediate cylinder 61, a cooling water passage 200 in the heater for flowing the cooling water of the internal combustion engine 1 is formed. The outer cylinder 60 includes a cooling water introduction port 63 for taking in cooling water into the cooling water passage 200 in the heater, and a cooling water discharge port 64 for discharging cooling water in the cooling water passage 200 in the heater. Is formed.
[0026]
The cooling water introduction port 7 is connected to the cooling water introduction port 63, and the cooling water discharge pipe 8 is connected to the cooling water discharge port 64. The cooling water introduction pipe 7 and the cooling water discharge pipe 8 are connected to a water jacket (not shown) of the internal combustion engine 1 as shown in FIG. An electric water pump 9 is provided in the middle of the cooling water introduction pipe 7, and the cooling water flowing in the water jacket of the internal combustion engine 1 is forcibly fed to the cooling water introduction port 63. On the other hand, a heater core 10 of an indoor heating device is arranged in the middle of the cooling water discharge pipe 8 so that heat of the cooling water flowing through the cooling water discharge pipe 8 is transmitted to the heating air.
[0027]
A fuel evaporator (wick) 65 is provided at the base end of the combustion cylinder 62. The wick 65 is connected to a fuel introduction pipe 66 for guiding a part of the fuel discharged from the fuel pump for the internal combustion engine 1 to the wick 65. In the vicinity of the wick 65 in the combustion cylinder 62, a fuel vaporizing glow plug 67 for vaporizing the fuel supplied from the fuel introduction pipe 66 to the wick 65 and a fuel vaporizing glow plug 67 are vaporized. And a fuel ignition glow plug 68 for igniting the fuel.
[0028]
The glow plug 67 for fuel vaporization and the glow plug 68 for fuel ignition correspond to an ignition device according to the present invention. The glow plug 67 for fuel vaporization and the glow plug 68 for fuel ignition may be shared by a single glow plug.
[0029]
A housing 72 containing a blower fan 70 for feeding combustion air to the combustion tube 62 and a fan motor 71 for rotating the blower fan 70 is attached to the outer tube 60.
[0030]
The housing 72 has an intake port 73 for taking combustion air into the housing 72. As shown in FIG. 1, the intake port 73 is connected to the intake port 73, and the intake path 11 is connected to a portion of the intake passage 2 downstream of the air cleaner box 3.
[0031]
At a plurality of locations on the peripheral wall of the combustion tube 62, through holes 62a are provided for communicating the inside of the combustion tube 62 with the inside of the housing 72, and the air blown out by the blower fan 70 in the housing 72 passes through the through hole 62a. It is possible to flow into the combustion cylinder 62 through the hole 62a.
[0032]
Between the intermediate cylinder 61 and the combustion cylinder 62, a combustion gas passage 201 for flowing the combustion gas generated in the combustion cylinder 62 is formed. A combustion gas discharge port 74 that communicates the combustion gas passage 201 with the outside of the outer cylinder 60 is formed at an appropriate portion of the intermediate cylinder 61.
[0033]
As shown in FIG. 1, the combustion gas discharge port 74 is connected to a combustion gas discharge passage 12. The combustion gas discharge passage 12 is located upstream of the intake throttle valve 4 in the intake passage 2 and in the intake passage 11. It is connected to a part downstream from the connection part.
[0034]
Returning to FIG. 1, an electronic control unit (ECU: Electronic Control Unit) 13 for controlling the operating state of the internal combustion engine 1 and the combustion type heater 6 is provided in the internal combustion engine 1 configured as described above. Have been. The ECU 13 is an arithmetic and logic operation circuit including a CPU, a ROM, a RAM, a backup RAM, and the like.
[0035]
Various sensors such as an accelerator position sensor 14 that outputs an electric signal corresponding to the operation amount (accelerator opening) of an accelerator pedal (not shown) in addition to the crank position sensor 100 and the water temperature sensor 101 are connected to the ECU 13 via electric wiring. The ECU 13 is connected so that output signals of the various sensors described above are input to the ECU 13.
[0036]
The fuel injection valve 1b, the intake throttle actuator 40, the electric water pump 9, the fan motor 71, the fuel vaporization glow plug 67, the fuel ignition glow plug 68, and the like are connected to the ECU 13 via electric wiring. Controls the fuel injection valve 1b, the intake throttle actuator 40, the electric water pump 9, the fan motor 71, the fuel vaporization glow plug 67, the fuel ignition glow plug 68, and the like, using the output signal values of the various sensors described above as parameters. It is possible.
[0037]
For example, the ECU 13 operates the combustion-type heater 6 when the internal combustion engine 1 is started or when the engine is cold after the start. When the operation of the combustion type heater 6 is started, the ECU 13 operates the fan motor 71, the fuel vaporizing glow plug 67, the fuel ignition glow plug 68, and the fuel pump.
[0038]
The fuel pump sucks up the fuel in the fuel tank and supplies it to the wick 65 of the combustion cylinder 62. The fan motor 71 activates the blower fan 70 to take in a part of the air flowing in the intake passage 2 into the housing 72 and send it out into the combustion cylinder 62.
[0039]
The air sent out by the blower fan 70 flows into the combustion cylinder 62 through the through hole 62a. The fuel supplied to the wick 65 by the fuel pump is heated and vaporized by the fuel vaporizing glow plug 67. The vaporized fuel and the air are mixed with each other to form an air-fuel mixture. The air-fuel mixture is further heated by the fuel ignition glow plug 68 to ignite and burn with a flame.
[0040]
Once the flame is generated in the combustion type heater 6 in this way, the ECU 13 stops the operation of the fuel vaporizing glow plug 67 and the fuel ignition glow plug 68 while continuing the operation of the fan motor 71 and the fuel pump.
[0041]
The gas (burned gas) burned in the combustion tube 62 is pushed out of the combustion tube 62 into the combustion gas passage 201 by the pressure of the air sent out by the blower fan 70, and then the combustion gas is discharged from the combustion gas passage 201. Guided to port 74.
[0042]
The burned gas guided to the combustion gas discharge port 74 is discharged to the intake passage 2 via the combustion gas discharge passage 12. In this case, the air (intake) in the intake passage 2 is warmed by the heat of the burned gas.
[0043]
As a result, high-temperature intake air is introduced into each cylinder 1a of the internal combustion engine 1, and the fuel injected from the fuel injection valve 1b is vaporized, the compression end temperature (the temperature in the cylinder 1a near the top dead center in the compression stroke). ) Can be improved, thereby improving the startability of the internal combustion engine 1, improving the combustion stability, improving the exhaust emission, and the like.
Further, when the electric water pump 9 is operated while the combustion type heater 6 is operating, the cooling water in the water jacket of the internal combustion engine 1 is pumped to the cooling water introduction port 63 of the combustion type heater 6. Become. The cooling water fed to the cooling water introduction port 63 is guided from the cooling water introduction port 63 to the cooling water passage 200 in the heater, passes through the cooling water passage 200 in the heater, and is discharged to the cooling water discharge port 64.
[0044]
At this time, the heat of the combustion gas flowing through the combustion gas passage 201 is transmitted to the cooling water flowing through the cooling water passage 200 in the heater via the wall surface of the intermediate cylinder 61, and the temperature of the cooling water rises.
[0045]
The cooling water whose temperature has been increased in this way is discharged from the cooling water discharge port 64 to the cooling water discharge pipe 8, returned to the water jacket of the internal combustion engine 1 via the heater core 10, and circulated in the water jacket.
[0046]
In this case, a part of the heat of the cooling water in the heater core 10 is transmitted to the heating air to raise the temperature of the heating air, and the heat of the cooling water in the water jacket of the internal combustion engine 1 is transmitted to the internal combustion engine 1. Thus, the warm-up of the internal combustion engine 1 is promoted.
[0047]
By the way, when the operating state of the internal combustion engine 1 changes rapidly while the internal combustion engine 1 is operating and the combustion type heater 6 is operating, the engine speed of the internal combustion engine 1 changes rapidly, and accordingly, It is assumed that the flow rate, flow velocity, pressure, temperature and the like of the intake air flowing through the intake passage 2 change rapidly and the fuel injection amount of the internal combustion engine 1 changes rapidly.
[0048]
When the flow rate, flow velocity, pressure, temperature, etc. of the intake air flowing through the intake passage 2 change rapidly and the fuel injection amount of the internal combustion engine 1 changes rapidly, the amount and temperature of the air supplied to the combustion type heater 6 And / or the amount of fuel supplied to the combustion heater 6 changes rapidly, so that the ratio of air to fuel supplied to the combustion heater 6 (air-fuel ratio) may change irregularly.
[0049]
Therefore, when the engine speed of the internal combustion engine 1 changes rapidly, the air-fuel ratio of air and fuel supplied to the combustion type heater 6 changes irregularly as shown in FIG. The combustion of the combustion type heater 6 may become unstable, causing the combustion type heater 6 to misfire.
[0050]
On the other hand, in the internal combustion engine having the combustion type heater according to the present embodiment, when the operation state of the internal combustion engine 1 changes rapidly during operation of the internal combustion engine 1 and the combustion type heater 6, the ECU 13 The glow plug 68 was operated.
[0051]
Here, as a method of determining whether or not the operating state of the internal combustion engine 1 has rapidly changed, the change rate of the fuel injection amount, the change rate of the intake air amount, the change rate of the engine speed, or the accelerator position sensor 14 When the change rate of the output signal value (accelerator opening) is equal to or more than a predetermined value, a method of determining that the operating state of the internal combustion engine 1 has rapidly changed can be exemplified.
[0052]
However, since the fuel injection amount, the intake air amount, or the engine speed of the internal combustion engine 1 changes following a change in the accelerator opening (output signal value of the accelerator position sensor 14), the output signal of the accelerator position sensor 14 is changed. By monitoring the rate of change of the value, it is possible to predict the rate of change of the fuel injection amount, intake air amount, or engine speed of the internal combustion engine 1.
[0053]
Therefore, in the present embodiment, as shown in FIG. 4, the ECU 13 sets the rate of change of the output signal value (accelerator opening) of the accelerator position sensor 14 (constant time: amount of change in accelerator opening per t: △). When accp) is equal to or more than a predetermined value, an operation signal for the fuel ignition glow plug 68 is output.
[0054]
When the rate of change in the output signal value of the accelerator position sensor 14 becomes equal to or greater than a certain value, when the fuel ignition glow plug 68 of the combustion type heater 6 is operated, the fuel supplied to the combustion cylinder 62 becomes the fuel ignition glow. Since the plug 68 is forcibly ignited and burned, the combustion heater 6 is prevented from misfiring even if the air-fuel ratio of air and fuel supplied to the combustion heater 6 changes irregularly.
[0055]
If the amount of air supplied to the combustion type heater 6 increases rapidly and greatly, it is assumed that the temperature in the combustion cylinder 62 may decrease and the fuel may not be easily vaporized. The fuel vaporizing glow plug 67 may be operated in addition to the ignition glow plug 68.
[0056]
Hereinafter, a control procedure of the combustion type heater 6 in the present embodiment will be described with reference to FIG.
[0057]
FIG. 5 is a flowchart showing a combustion type heater control routine. This combustion type heater control routine is a routine executed by the ECU 13 at predetermined time intervals (for example, every time the crank position sensor 100 outputs a pulse signal) under the condition that the internal combustion engine 1 is operating.
[0058]
In the combustion type heater control routine, the ECU 13 first determines in step S501 whether or not the combustion type heater 6 is operating.
[0059]
If it is determined in step S501 that the operation of the combustion type heater 6 is stopped, the ECU 13 temporarily ends the execution of this routine.
[0060]
If it is determined in step S501 that the combustion heater 6 is operating, the ECU 13 proceeds to step S502, in which the rate of change of the accelerator opening, that is, the output signal value of the accelerator position sensor 14 (accelerator opening): accp Constant time: The amount of change per Δt (= Δaccp / Δt) is calculated.
[0061]
In step S503, the ECU 13 determines whether or not the rate of change of the accelerator opening calculated in step S502 (= △ accp / Ｓt) is equal to or more than a fixed value α. The above-mentioned constant value: α is a value corresponding to the rate of change of the accelerator opening which can cause misfire of the combustion type heater 6, and is a value experimentally obtained in advance.
[0062]
If it is determined in step S503 that the rate of change of the accelerator opening (= ｃｃaccp / △ t) is equal to or greater than the fixed value α, the ECU 13 determines that the operating state of the internal combustion engine 1 changes rapidly, and in step S504, The fuel ignition glow plug 68 is operated.
[0063]
In S505, the ECU 13 writes “1” into a glow plug operation flag storage area set in advance in a backup RAM or the like of the ECU 13. The glow plug operation flag storage area is a storage area in which “1” is set when the operation of the fuel ignition glow plug 68 starts, and “0” is reset when the operation of the fuel ignition glow plug 68 stops.
[0064]
In S506, the ECU 13 starts the counter: C. This counter C is a counter for measuring the elapsed time from the start of the operation of the fuel ignition glow plug 68. After completing the process of S506, the ECU 13 temporarily ends the execution of this routine.
[0065]
On the other hand, if it is determined in step S503 that the rate of change of the accelerator opening (= △ accp / △ t) is smaller than the constant value: α, the ECU 13 proceeds to step S507 and stores “1” in the glow plug operation flag storage area. Is stored, in other words, whether the fuel ignition glow plug 68 is operating.
[0066]
If it is determined in step S507 that "1" is not stored in the glow plug operation flag storage area, that is, if "0" is stored in the glow plug operation flag storage area, the ECU 13 executes this routine. Is temporarily terminated.
[0067]
If it is determined in step S507 that "1" is stored in the glow plug operation flag storage area, the ECU 13 determines that the fuel ignition glow plug 68 is in operation and proceeds to step S508.
[0068]
In S508, the ECU 13 determines whether or not the measurement time of the counter C is equal to or longer than a predetermined time T. The predetermined time: T is a time corresponding to a required time from a time when the operating state of the internal combustion engine 1 suddenly changes to a time when the air-fuel ratio of the combustion heater 6 is stabilized, and is a time previously experimentally obtained. .
[0069]
If it is determined in step S508 that the measurement time of the counter C is shorter than the predetermined time T, the ECU 13 temporarily ends the execution of this routine.
[0070]
If it is determined in step S508 that the measurement time of the counter C is equal to or longer than the predetermined time T, the ECU 13 determines that the air-fuel ratio of the combustion heater 6 has been stabilized, and determines in step S509 that the fuel ignition glow plug 68 Stop operation.
[0071]
Subsequently, after resetting “0” in the glow plug operation flag storage area in S510, the ECU 13 once ends the execution of this routine.
[0072]
In this way, when the ECU 13 executes the combustion type heater control routine, when the operating state of the internal combustion engine 1 changes rapidly, the fuel ignition glow plug 68 of the combustion type heater 6 is operated. Misfire of the combustion type heater 6 is prevented. As a result, even when the operating state of the internal combustion engine 1 changes rapidly, the combustion type heater 6 can continue to heat the intake air and cooling water of the internal combustion engine 1.
[0073]
In the present embodiment, as an example of a hardware configuration to which the present invention is applied, a configuration in which the intake passage and the combustion gas discharge passage of the combustion heater are connected to the intake passage of the internal combustion engine has been described. A configuration in which an intake introduction passage of the heater is connected to an intake passage of the internal combustion engine and a combustion gas exhaust passage of the combustion type heater is connected to an exhaust passage of the internal combustion engine; the intake introduction passage of the combustion type heater is connected to an atmosphere open end; The combustion gas discharge passage of the combustion heater is connected to the intake passage or exhaust passage of the internal combustion engine, the intake introduction passage of the combustion heater is connected to the intake passage of the internal combustion engine, and the combustion gas discharge passage of the combustion heater is connected to the internal combustion engine. It may be configured to be connected to a part other than the intake and exhaust passages of the engine. In short, any structure may be used as long as the combustion cylinder (combustion chamber) of the combustion heater communicates with the intake passage or the exhaust passage of the internal combustion engine.
[0074]
<Second embodiment>
Another control procedure in the above-described combustion type heater 6 of the internal combustion engine will be described with reference to FIG. FIG. 6 is a flowchart showing a combustion type heater control routine. This combustion type heater control routine is a routine executed by the ECU 13 at predetermined time intervals (for example, every time the crank position sensor 100 outputs a pulse signal) under the condition that the internal combustion engine 1 is operating. Note that the same steps as those in the combustion type heater control routine shown in FIG. 5 are denoted by the same reference numerals as those in FIG. 5, and description thereof will be omitted.
[0075]
The combustion heater control routine shown in FIG. 6 is obtained by deleting step S506 and adding steps S511 and S512 in the combustion heater control routine shown in FIG.
[0076]
If it is determined in step S507 that "1" is stored in the glow plug operation flag storage area, the ECU 13 determines that the fuel ignition glow plug 68 is operating and proceeds to step S511.
[0077]
In S511, the ECU 13 determines whether or not the counter C has been started. Here, the counter: C is the same as the counter described in S506.
[0078]
If it is determined in step S511 that the counter C has been activated, the process proceeds to step S508. If it is determined in step S511 that the counter C has not been activated, the process proceeds to step S512. After the ECU 13 activates the counter C, the process proceeds to step S508.
[0079]
As described above, when the ECU 13 executes the combustion type heater control routine, the operation of the fuel ignition glow plug 68 is stopped after a certain time T has elapsed since the rate of change of the accelerator opening becomes less than the certain value: α. By doing so, it is possible to more reliably prevent the misfire of the combustion type heater 6. As a result, the combustion type heater 6 can continue to heat the intake air and the cooling water of the internal combustion engine 1.
[0080]
【The invention's effect】
According to the internal combustion engine having the combustion heater according to the present invention, even when the operation state of the internal combustion engine changes rapidly during operation of the internal combustion engine and the combustion heater, misfire of the combustion heater can be prevented. Therefore, the combustion type heater can be operated while heating a desired heating target.
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied and an intake / exhaust system thereof. FIG. 2 is a diagram showing a schematic configuration of a combustion type heater. FIG. FIG. 4 is a diagram showing a relationship between a change in fuel ratio and a diagram showing a relationship between a change rate of an accelerator opening and an operation signal for a glow plug for fuel ignition. FIG. 5 is a flowchart showing a first combustion type heater control routine. FIG. 6 is a flowchart showing a second combustion type heater control routine.
1 Internal combustion engine 6 Combustion heater 11 Intake introduction passage 12 Combustion gas discharge passage 13 ECU
14: accelerator position sensor 62: combustion cylinder 67: glow plug for fuel vaporization 68: glow plug for fuel ignition

Claims (3)

Change rate detection means for detecting a change rate of the operating state of the internal combustion engine during operation of the internal combustion engine,
Ignition control means for activating an ignition device of a combustion type heater when a change rate detected by the state change detection means is equal to or more than a certain value,
An internal combustion engine having a combustion heater, comprising: The change rate detection means detects a change rate of the accelerator opening,
2. The combustion according to claim 1, wherein the ignition control means activates the ignition device of the combustion type heater when a change rate of the accelerator opening detected by the change rate detection means becomes a certain value or more. An internal combustion engine having a type heater. A combustion type heater having a combustion chamber communicating with an intake system and / or an exhaust system of an internal combustion engine,
A combustion-type heater, comprising: an ignition device that ignites fuel supplied to the combustion chamber when a change rate of an operation state of the internal combustion engine becomes equal to or more than a certain value during operation of the internal combustion engine.

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