JPH03105043A - Full energization controller for glow plug of diesel engine - Google Patents
Full energization controller for glow plug of diesel engineInfo
- Publication number
- JPH03105043A JPH03105043A JP23953089A JP23953089A JPH03105043A JP H03105043 A JPH03105043 A JP H03105043A JP 23953089 A JP23953089 A JP 23953089A JP 23953089 A JP23953089 A JP 23953089A JP H03105043 A JPH03105043 A JP H03105043A
- Authority
- JP
- Japan
- Prior art keywords
- glow plug
- fuel
- temperature
- diesel engine
- amount
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 claims abstract description 41
- 238000002485 combustion reaction Methods 0.000 claims abstract description 17
- 230000005611 electricity Effects 0.000 claims description 3
- 238000002347 injection Methods 0.000 abstract description 6
- 239000007924 injection Substances 0.000 abstract description 6
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 abstract description 4
- 230000003247 decreasing effect Effects 0.000 abstract description 3
- 230000007423 decrease Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000007704 transition Effects 0.000 description 4
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 3
- 238000013021 overheating Methods 0.000 description 3
- 150000001298 alcohols Chemical class 0.000 description 2
- 239000003208 petroleum Substances 0.000 description 2
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
- F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
- F02P19/026—Glow plug actuation during engine operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、特定運転状態において燃料カットを行うよう
にしたディーゼルエンジンのグロープラグ通電制御装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a glow plug energization control device for a diesel engine that cuts fuel in a specific operating state.
（従来の技術）
近年、ディーゼルエンジンにおいては、メタノール等の
アルコール類を燃料として使用することが試みられてい
るが、このアルコール燃料は石油燃料に比べてセタン価
が低いため、自己着火が困難であり、このため、従来よ
り、グロープラグ等の着火浦助手段を設けることが行な
われている（例えば、特開昭６３−１８９６１２号公報
参照）。(Prior art) In recent years, attempts have been made to use alcohols such as methanol as fuel in diesel engines, but this alcohol fuel has a lower cetane number than petroleum fuel, so it is difficult to self-ignite. Therefore, conventionally, ignition aid means such as glow plugs have been provided (see, for example, Japanese Patent Laid-Open No. 189612/1983).
尚、この場合におけるグロープラグは、石油燃料を使用
する一般的なディーゼルエンジンと異なり、エンジンの
運転中、継続的に通電され常時着火補助作用を行う。Note that, unlike a typical diesel engine that uses petroleum fuel, the glow plug in this case is continuously energized while the engine is operating, and always performs an ignition assisting function.
また、このグロープラグはエンジンの燃焼室に臨む部分
を発熱部としているが、この発熱部の温度（よ、これに
対する通電量と比例的な関係にあり、通常は通電量制御
により、最も着火補助作用の良好な約９００〜１０００
℃の温度に保持されている。尚、説明の都合上、以下に
おいては、この時の発熱部の温度を基準温度といい、ま
たその時のグロープラグへの通電量を基準通電量という
。In addition, this glow plug has a heat generating part in the part facing the combustion chamber of the engine, and the temperature of this heat generating part is proportional to the amount of current applied to it. Approximately 900-1000 with good action
The temperature is maintained at ℃. For convenience of explanation, hereinafter, the temperature of the heat generating part at this time will be referred to as the reference temperature, and the amount of current applied to the glow plug at that time will be referred to as the reference amount of current applied.
（発明が解決しようとする課題）
ところで、ディーゼルエンジンに限らず、一般にエンジ
ンにおいては、減速運転時には燃焼室への燃料供給を停
止する所謂燃料カット運転を行う。(Problems to be Solved by the Invention) Incidentally, not only diesel engines but also engines in general perform so-called fuel cut operation in which fuel supply to the combustion chamber is stopped during deceleration operation.
この場合、グロープラグは実質的には不要であり、かか
る場合におけるグロープラグの制御上の取扱いが問題と
なる。In this case, the glow plug is essentially unnecessary, and the control handling of the glow plug in such a case becomes a problem.
即ち、この場合におけるグロープラグの取扱い方法とし
て一般には、第２図（Ａ）において破線国，で示すよう
に、燃料カット運転時においても通常運転時と同様に通
１ｉ量を基準通電量のまま保持する方法と、同図に鎖線
Ｉｌ，で示すように、完全に通電をカットする方法とが
知られている。In other words, in general, the method for handling glow plugs in this case is to keep the standard energization amount at 1i even during fuel cut operation as in normal operation, as shown by the broken line in Figure 2 (A). There are two known methods: a holding method, and a method of completely cutting off the energization, as shown by the chain line Il in the figure.
ところが、前者の場合には、燃焼室内に噴射される燃料
によるグロープラグ発熱部に対する冷却作用が消滅する
ところから、第２図（Ｂ）において破線Ｌ，で示すよう
に、減速運転時間の経過とともにグロープラグ温度が上
記基準温度からさらに上昇してオーバヒート状態となり
、グロープラグの早期の熱劣化によりその耐久性が損な
われるとか、断線によってエンジンの運転が不能になる
等の不具合の発生が懇念される。However, in the former case, as the cooling effect of the fuel injected into the combustion chamber on the glow plug heat generation part disappears, as the deceleration operation time elapses, as shown by the broken line L in Fig. 2(B). It is feared that the glow plug temperature will rise further from the above reference temperature, resulting in an overheating condition, which may cause premature thermal deterioration of the glow plug, impairing its durability, or causing problems such as the engine becoming unable to operate due to disconnection. Ru.
一方、後者の場合には、第２図（Ｂ）において鎖線Ｌ，
で示すように、減速運転時間の経過とともにグロープラ
グ温度が上記基準温度から大きく低下することになる。On the other hand, in the latter case, in FIG. 2(B), the chain line L,
As shown in the figure, the glow plug temperature significantly decreases from the reference temperature as the deceleration operation time elapses.
このようにグロープラグ温度の低下幅が過大になると、
減速運転から加速運転に移行し再び燃料供給が開始され
るとともにグロープラグへの通電が再開された場合、グ
ロープラグ温度が再び基準温度に復帰するまでに比較的
長時間（時間１１）を要することから、この間は燃焼性
が極端に不安定となり、場合によっては失火の発生によ
って排気ガス浄化触媒装置に悪影響を及ぼすことが考え
られる。If the decrease in glow plug temperature becomes excessive in this way,
When deceleration operation shifts to acceleration operation and fuel supply is restarted and energization to the glow plug is restarted, it takes a relatively long time (time 11) for the glow plug temperature to return to the reference temperature again. Therefore, during this period, the combustibility becomes extremely unstable, and in some cases, misfire may occur, which may adversely affect the exhaust gas purification catalyst device.
そこで本発明は、グロープラグによって着火補助を行う
とともに、特定運転状態においては燃料供給を停止する
ようにしたディーゼルエンジンにおいて、該グロープラ
グの耐久性の向上と特定運転状態から通常運転への移行
期における燃焼の安定化を図り得るようにしたディーゼ
ルエンジンのグロープラグ通電制御装置を提供せんとす
るものである。Therefore, the present invention aims to improve the durability of the glow plug and to improve the durability of the glow plug during the transition period from the specific operating state to normal operation in a diesel engine in which ignition is assisted by a glow plug and fuel supply is stopped in a specific operating state. It is an object of the present invention to provide a glow plug energization control device for a diesel engine that is capable of stabilizing combustion in a diesel engine.
（課題を解決するための手段）
本発明ではかかる課題を解決するための具体的手段とし
て、エンジンの運転中常時通電され且つ通１ｉ量の増加
とともにその発熱部の温度が上昇変化するグロープラグ
を燃焼室に臨んで配置し該グロープラグをして燃料の着
火を浦助せしめるとともに、特定運転状態においては該
燃焼室への燃料供給を停止する燃料カット運転を行うよ
うにしたディーゼルエンジンにおいて、燃料カット運転
時に、上記グロープラグへの通Ｎ量を通常運転時よりも
減少させる制御手段を設けたことを特徴としている。(Means for Solving the Problem) In the present invention, as a specific means for solving the problem, a glow plug is provided which is constantly energized while the engine is running and whose heat generating part temperature rises and changes as the amount of electricity increases. In a diesel engine, the glow plug is placed facing the combustion chamber to help ignite the fuel, and also performs a fuel cut operation in which the fuel supply to the combustion chamber is stopped under specific operating conditions. The present invention is characterized in that a control means is provided for reducing the amount of N passed to the glow plug during cut operation compared to during normal operation.
（作用）
本発明ではこのような構或であるから、（１）通常運転
状態から特定運転状態への移行により燃料供給が停止さ
れた場合、グロープラグへの通電量が通常運転時よりも
低い所定の通電量に設定されるとところから、該通電量
に対応して変化するグロープラグ温度は特定運転状態の
継続時間の経過にかかわらず、通常運転時における温度
より低層測の所定温度においてほぼ一定に保持される、
（２）特定運転状態でのグロープラグ温度の低下幅が小
さいため、特定運転状態から通常運転に移行し燃料供給
の再開とともにグロープラグ通Ｎ量が通常運転時のレベ
ルに復帰設定された場合、グロープラグ温度は可及的に
短時間で通常運転時のレベルに復帰せしめられる、
等の作用が得られる。(Function) Since the present invention has such a structure, (1) when the fuel supply is stopped due to a transition from the normal operating state to the specific operating state, the amount of electricity supplied to the glow plug is lower than during normal operation. Since the glow plug temperature is set to a predetermined amount of energization, the glow plug temperature that changes in response to the amount of energization will remain approximately at the predetermined temperature measured at a lower level than the temperature during normal operation, regardless of the elapse of the duration of the specific operating state. (2) Since the decrease in glow plug temperature is small in a specific operating state, when the specific operating state shifts to normal operation and the fuel supply is resumed, the amount of N flowing through the glow plug returns to the level during normal operation. When the reset setting is made, effects such as the glow plug temperature being returned to the normal operating level in the shortest possible time can be obtained.
（発明の効果）
従って、本発明のディーゼルエンジンのグロープラグ通
電制御装置によれば、特定運転状態への移行後は、その
継続時間の経過にかかわらず、グロープラグ温度は通常
運転時における温度より低温側の所定温度に保持される
ところから、（１）グロープラグのオーバヒート発生が
未然に且つ確実に防止され、該グロープラグの作動上の
信頼性及び耐久性が向上する、
（２）燃料供給再開時においてはグロープラグ温度が通
常運転時の所定温度まで短時間で復帰するところから、
不安定な燃焼の継続期間が可及的に短縮され、燃焼安定
性が向上する、
等の効果が得られるものである。(Effects of the Invention) Therefore, according to the glow plug energization control device for a diesel engine of the present invention, after transition to a specific operating state, regardless of the elapse of its duration, the glow plug temperature is lower than the temperature during normal operation. Since the temperature is maintained at a predetermined temperature on the low-temperature side, (1) overheating of the glow plug is reliably prevented, and the operational reliability and durability of the glow plug are improved; (2) fuel supply is achieved; When restarting, the glow plug temperature returns to the specified temperature during normal operation in a short time, so
The effects include shortening the duration of unstable combustion as much as possible and improving combustion stability.
（実施例）
以下、添付図面を参照して本発明の好適な実施例を説明
する。(Embodiments) Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.
第１図には本発明の実施例にかかるグロープラグ通電制
御装置を備えたアルコール燃料用の直噴式ディーゼルエ
ンジンＺが示されており、同図において符号１はシリン
ダヘットであり、該ンリンダヘッド１には、ピストン２
の頂面上に形成された燃焼室３に臨むようにしてグロー
プラグ４と燃料噴射ノズル５とが配置されている。FIG. 1 shows a direct injection diesel engine Z for alcohol fuel equipped with a glow plug energization control device according to an embodiment of the present invention. 1 has piston 2
A glow plug 4 and a fuel injection nozzle 5 are arranged so as to face a combustion chamber 3 formed on the top surface of the fuel injection nozzle.
このディーゼルエンジンＺにおいては、エンジン回転数
とアクセル開度（即ち、エンジン負荷）によって特定さ
れる特定運転状態、具体的には減速運転時（アクセル全
閉で且つエンジン回転数がアイドル回転数以上の減速領
域）には、燃焼室３への燃料供給を停止する燃料カット
運転を行うようにしている。In this diesel engine Z, a specific operating state specified by the engine speed and accelerator opening (i.e., engine load), specifically, deceleration operation (when the accelerator is fully closed and the engine speed is higher than the idle speed) In the deceleration region), a fuel cut operation is performed in which the fuel supply to the combustion chamber 3 is stopped.
また、通常運転時に上記燃料噴射ノズル５から燃焼室３
内に噴射されるアルコール燃料は、上記グロープラグ４
の発熱部４ａの発熱によってその着火が補助されるよう
になっている。そして、このグロープラグ４の発熱部の
温度、即ち、グロープラグ温度は、それに対する通電量
と比例関係にあって、該通電量をコントロールユニット
６によって調整する（具体的には電流量調整）ことによ
って制御される。Also, during normal operation, the fuel injection nozzle 5 is connected to the combustion chamber 3.
The alcohol fuel injected into the glow plug 4
The ignition is assisted by the heat generated by the heat generating portion 4a. The temperature of the heat generating part of the glow plug 4, that is, the glow plug temperature, is proportional to the amount of current applied thereto, and the amount of current applied thereto is adjusted by the control unit 6 (specifically, the amount of current is adjusted). controlled by
具体的には、第２図（Ａ）．（Ｂ）に示すように、通常
運転時にはグロープラグ通電量を基準通ｉ量Ｅ，に常時
設定し、グロープラグ温度を着火浦助上好適な基準温度
Ｔ１（この実施例においては１０００゜Ｃ）に設定する
。Specifically, Fig. 2 (A). As shown in (B), during normal operation, the glow plug energization amount is always set to the reference energization amount E, and the glow plug temperature is set to a reference temperature T1 suitable for ignition Urasuke (1000°C in this example). Set to .
一方、運転状態が減速運転に移行し燃料カットが行なわ
れた場合には、第２図（Ａ）において実線蛙。で示すよ
うに、グロープラグ４への通電そのものをカットするの
ではなく、その通電量を上記基準通電量Ｅｌより所定量
だけ減少させて減速時通電１１ｔに設定し且つこれを減
速運転中継続させるようにしている。従って、第２図（
Ｂ）に示すように、グロープラグ温度は、基準温度ＴＩ
からこれより所定温度だけ低温の減速時温度Ｔｔに低下
した後、これを減速運転中持続する。On the other hand, when the operating state shifts to deceleration operation and a fuel cut is performed, the solid line in FIG. As shown in , instead of cutting off the energization itself to the glow plug 4, the amount of energization is reduced by a predetermined amount from the reference energization amount El, and is set to 11t of energization during deceleration, and this is continued during deceleration operation. That's what I do. Therefore, Fig. 2 (
As shown in B), the glow plug temperature is equal to the reference temperature TI
From this point on, the temperature is lowered by a predetermined temperature to the lower deceleration temperature Tt, and this temperature is maintained during deceleration operation.
そして、再びアクセルが踏み込まれて運転状態が減速運
転から通常運転（加速運転）に移行し燃料供給が再開さ
れると、グロープラグ通Ｎｌを減速時通電量Ｅｔから基
準通電ＩＥ．に復帰設定し、グロープラグ温度を減速時
温度Ｔ，から基準温度Ｔに変化させる。Then, when the accelerator is depressed again and the operating state shifts from deceleration to normal operation (acceleration) and fuel supply is resumed, the glow plug Nl is changed from the deceleration energization amount Et to the standard energization IE. The glow plug temperature is changed from the deceleration temperature T to the reference temperature T.
このように、減速運転時グロープラグ温度を減速時温度
Ｔ，に設定するようにした場合には、第２図（Ｂ）にお
いて破線Ｌ，で示す場合（減速運転時ら基準通電量Ｅｌ
を維持させた場合）のように減速運転時間の経過ととも
にグロープラグ温度が上昇してオーバヒート状態になる
ということがないため、該グロープラグ４の作動の信頼
性及び耐久性が向上するものである。In this way, when the glow plug temperature during deceleration operation is set to the temperature during deceleration T, the case shown by the broken line L in FIG.
The reliability and durability of the operation of the glow plug 4 are improved because the glow plug temperature does not rise as the deceleration operation time elapses and overheating occurs as in the case where the glow plug 4 is maintained. .
また、第２図（Ｂ）において鎖線Ｌ，で示す場合（減速
運転時にグロープラグ４への通電を完全にカットした場
合）のようにグロープラグ温度か大きく低下しないため
、加速運転移行時にはグロープラグ温度をより短時間（
１＋＜１１）で基準温度Ｔ．まで復帰させることができ
る。このようにグロープラグ温度の基準温度ＴＩへの復
帰時間が短くなるということは、グロープラグ温度が基
準温度Ｔ１より低温で有るがために起こり得る不安定な
燃焼の期間そのものが短くなることであり、それだけ燃
焼性が改善されることとなる。In addition, since the glow plug temperature does not drop significantly as shown by the chain line L in Fig. 2 (B) (when the power supply to the glow plug 4 is completely cut off during deceleration operation), the glow plug temperature does not decrease significantly when the transition to acceleration operation occurs. temperature for a shorter time (
1+<11), the reference temperature T. It can be restored up to. The fact that the time for the glow plug temperature to return to the reference temperature TI is shortened in this way means that the period of unstable combustion that can occur because the glow plug temperature is lower than the reference temperature T1 is shortened. , the flammability will be improved accordingly.
以上のような制御がコントロールユニット６によって行
なわれるが、この場合の実際の制御フローを第３図に示
している。これを簡単に説明すると、先ず制御開始後、
燃料カットの有無を判定するために現在のエンジン状態
（即ち、アクセル開度信号とエンジン回転数信号）とを
入力する（ステップＳｌ）。そして、アクセル全閉で且
つエンジン回転数がアイドル回転数以上である場合には
減速運転状態、即ち、燃料カット運転状態であると判定
し、これ以外の場合には通常運転状態と判定する（ステ
ップＳ２）。The control as described above is performed by the control unit 6, and the actual control flow in this case is shown in FIG. To explain this simply, after starting control,
In order to determine the presence or absence of a fuel cut, the current engine state (ie, accelerator opening signal and engine rotation speed signal) is input (step Sl). If the accelerator is fully closed and the engine speed is equal to or higher than the idle speed, it is determined to be in a deceleration driving state, that is, in a fuel cut driving state; otherwise, it is determined to be in a normal driving state (step S2).
判定の結果、減速運転状態である場合には、グロープラ
グ４への通電量を現在の基準通電ｆｆｉＥから所定量減
少させて減速時通電量Ｅ，に設定する（ステップＳ３）
。As a result of the determination, if the deceleration operation is in progress, the amount of current applied to the glow plug 4 is decreased by a predetermined amount from the current reference energization ffiE, and set to the amount of current applied during deceleration E (step S3).
.
一方、通常運転状態である場合には、グロープラグ温度
を１０００℃、即ち、基準温度ＴＩに設定すべくグロー
プラグ通電量の制御を行う（ステップＳ４）。On the other hand, in the case of normal operation, the glow plug energization amount is controlled to set the glow plug temperature to 1000° C., that is, the reference temperature TI (step S4).
このような制御によって、第３図に示すようにグロープ
ラグ通Ｎ里とグロープラグ温度とがエンジンの運転状態
に対応して確実に制御されるものである。Through such control, the glow plug flow rate and glow plug temperature are reliably controlled in accordance with the operating state of the engine, as shown in FIG.
第１図は本発明の実施例にかかるグロープラグ通電制御
装置を備えたディーゼルエンジンの要部縦断面図、第２
図は第１図に示したグロープラグ通電制御装置における
グロープラグ通電量とグロープラグ温度の制御特性図、
第３図はその制御フローヂャートである。
ｌ・・・シリンダヘッド
２・・・ピストン
３・・・燃焼室
４・・・グロープラグ
５・・・燃料噴射ノズル
６・・◆コントロールユニットFIG. 1 is a longitudinal cross-sectional view of a main part of a diesel engine equipped with a glow plug energization control device according to an embodiment of the present invention, and FIG.
The figure is a control characteristic diagram of glow plug energization amount and glow plug temperature in the glow plug energization control device shown in Figure 1,
FIG. 3 is a control flowchart. l...Cylinder head 2...Piston 3...Combustion chamber 4...Glow plug 5...Fuel injection nozzle 6...◆Control unit
Claims (1)
ともにその発熱部の温度が上昇変化するグロープラグを
燃焼室に臨んで配置し該グロープラグをして燃料の着火
を補助せしめるとともに、特定運転状態においては該燃
焼室への燃料供給を停止する燃料カット運転を行うよう
にしたディーゼルエンジンにおいて、燃料カット運転時
に、上記グロープラグへの通電量を通常運転時よりも減
少させる制御手段を設けたことを特徴とするディーゼル
エンジンのグロープラグ通電制御装置。1. A glow plug that is constantly energized while the engine is running, and whose heat-generating portion's temperature rises and changes as the amount of energization increases, is placed facing the combustion chamber, and the glow plug assists in igniting the fuel. In a diesel engine that performs a fuel cut operation in which fuel supply to the combustion chamber is stopped in a state, a control means is provided for reducing the amount of electricity supplied to the glow plug during the fuel cut operation compared to during normal operation. A diesel engine glow plug energization control device characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23953089A JPH03105043A (en) | 1989-09-14 | 1989-09-14 | Full energization controller for glow plug of diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23953089A JPH03105043A (en) | 1989-09-14 | 1989-09-14 | Full energization controller for glow plug of diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03105043A true JPH03105043A (en) | 1991-05-01 |
Family
ID=17046176
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23953089A Pending JPH03105043A (en) | 1989-09-14 | 1989-09-14 | Full energization controller for glow plug of diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03105043A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007090688A1 (en) | 2006-02-08 | 2007-08-16 | Robert Bosch Gmbh | Device and method for controlling at least one glow plug of a motor vehicle |
| JP5571797B2 (en) * | 2011-04-18 | 2014-08-13 | 日本特殊陶業株式会社 | Glow plug energization control device |
-
1989
- 1989-09-14 JP JP23953089A patent/JPH03105043A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007090688A1 (en) | 2006-02-08 | 2007-08-16 | Robert Bosch Gmbh | Device and method for controlling at least one glow plug of a motor vehicle |
| US8360024B2 (en) | 2006-02-08 | 2013-01-29 | Robert Bosch Gmbh | Method and device for controlling at least one glow plug of a motor vehicle |
| EP1984612B1 (en) * | 2006-02-08 | 2013-07-17 | Robert Bosch Gmbh | Device and method for controlling at least one glow plug of a motor vehicle |
| JP5571797B2 (en) * | 2011-04-18 | 2014-08-13 | 日本特殊陶業株式会社 | Glow plug energization control device |
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