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EP1646782A1 - Commande d'un dispositif de prechauffage chauffe electriquement pour le demarrage a froid de moteurs a combustion interne - Google Patents

Commande d'un dispositif de prechauffage chauffe electriquement pour le demarrage a froid de moteurs a combustion interne

Info

Publication number
EP1646782A1
EP1646782A1 EP04763239A EP04763239A EP1646782A1 EP 1646782 A1 EP1646782 A1 EP 1646782A1 EP 04763239 A EP04763239 A EP 04763239A EP 04763239 A EP04763239 A EP 04763239A EP 1646782 A1 EP1646782 A1 EP 1646782A1
Authority
EP
European Patent Office
Prior art keywords
heating
phase
internal combustion
heating element
combustion engine
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.)
Withdrawn
Application number
EP04763239A
Other languages
German (de)
English (en)
Inventor
Peter Joppig
Frank Lantermann
Friedrich Schmid
Karl-Heinz Vogel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1646782A1 publication Critical patent/EP1646782A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • F02M31/13—Combustion air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • F02M31/135—Fuel-air mixture
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for heating the intake air, in particular for an internal combustion engine that is in the start-up or warm-up phase, according to the kind defined in the preamble of claim 1.
  • a heating flange for warm air in a suction line leading to a diesel internal combustion engine It is also known to control the heating element in the heating flange with a control unit.
  • the controller leaves the current in the heating element at a constant value and the heating power introduced is determined solely by the switch-on time of the heating element.
  • the heating flange or the heating element is briefly switched off in order to provide sufficient energy for the starter from the vehicle electrical system.
  • a generic method from which the invention is based is known from German patent application DE 198 54 077 AI. According to this, it is known to support the cold start of a diesel engine with air preheating, the air preheating being carried out with a preheating time and an afterglowing time.
  • the glow time and afterglow time are interrupted by the starting process, in which the diesel engine runs up to the starting speed after the starter is actuated. No energy is supplied to the heating flange during the starting process.
  • the heating flange is controlled via the motor electronics.
  • the pre-glow time and the after-glow time of the heating element are calculated from the ambient data before the start of the start.
  • the air temperature and the coolant temperature before the cold start are used.
  • Pre-glow time and after-glow time are purely time-controlled, i. H. there is no current control or current regulation for the operation of the heating element in the intake manifold of the diesel engine.
  • the preheating phase is divided into three phases, namely a full-current phase, a post-heating phase and a ready-to-start phase.
  • the heating elements of the heating flange are operated in such a way that the heating flange is kept at a desired temperature.
  • a heat cushion is created for the starting process.
  • the glow indicator lamp goes out and indicates that it is ready to start when it goes out.
  • the ready-to-start phase follows. In order to prevent the heating elements from cooling down during the start-up phase, the heating elements are operated with a further reduced power during the start-up phase. If there is no start after a specified ready time, the heating elements are switched off.
  • the heating of the heating flange is briefly suspended, but only until the first ignitions support the engine to run up to idling speed. As soon as the first ignitions start, the starter is relieved and the on-board electrical system energy available through relieving the starter is used again. tion of the heating elements of the heating flange.
  • the pre-heating phase prevents the temperature of the intake air from cooling down when the engine is turned for a long time.
  • the power-controlled preheating time is only a third of the time compared to the preheating time of conventional cold start processes.
  • the afterglow is performed according to the invention depending on the coolant temperature and the charge air temperature, the engine speed and the air mass in a power-controlled manner.
  • the electrical heating output can be adapted to the air throughput at increased engine speed and increased air throughput in the afterglow phase, so that the charge air temperature does not drop and the concentricity does not deteriorate even when the engine is cold.
  • the diesel engine will be able to withstand the heat earlier during the afterglow period.
  • the interruption of the heating power during the starting process could be shortened considerably.
  • the interruption of the heating power during the starting process can now be variably adjusted by making the interruption dependent on the current engine speed. This makes it possible to extend the afterglow time further into the starting phase, in that the heating starts again when the first ignitions are noticeable by an increase in the engine speed.
  • the extent to which heating is continued depends on the vehicle electrical system voltage. This early afterglow time provides better start-up support for the diesel engine its idle speed and prevents the charge air temperature from dropping if the cranking time is extended.
  • the motor control unit is preferably used to control the heating flange.
  • the engine electronics constantly provide information on the engine status (engine stopped, engine running, starter on, starter off), engine speed, coolant temperature, charge air temperature, charge air pressure, calculated air mass and vehicle electrical system voltage. Correction methods implemented in the engine electronics can therefore also be used to take into account the rising or falling boost pressure, which turns out differently at different sea levels, in the cold start method according to the invention.
  • the electrical power can also be corrected at high altitudes so that the engine can make optimal use of the low oxygen content present there.
  • the heating tapes of the heating flange are kept at a constant operating temperature with a reduced heating power after a set temperature has been reached. This protects the battery and protects the heating tapes from overload.
  • the cold start method according to the invention is suitable for engines with a stroke volume of up to 16 liters per heating flange. With appropriate application of control algorithms in engine electronics, the cold start method according to the invention can also be used for engines that are operated with special fuels. These are e.g. B. engines that run on kerosene, bio-diesel, etc.
  • FIG. 1 shows a basic curve of the vehicle electrical system voltage, the electrical power regulation, the charge air temperature and the engine speed and the activation of the indicator light, as occurs in the cold start method according to the invention.
  • the energization of the heating elements in the heating flange is regulated variably.
  • the heating element is fully energized during a first time period 1 until the heating flange has reached a desired temperature.
  • a post-heating phase 2 and a ready-to-start phase 3 commence, in which the heating power is regulated in such a way that the heating flange is kept at a constant temperature.
  • the course of the vehicle electrical system voltage shows a strong drop during full power supply 1, but clearly recovers during the reheating phase 2 and the ready phase 3.
  • no charge air is drawn in and the engine does not crank.
  • the start phase begins when the starter of the internal combustion engine is actuated.
  • the speed of the internal combustion engine is determined exclusively by the speed of the starter.
  • the engine speed therefore remains at the constant level of the speed caused by the starter.
  • the heating power is interrupted so that as much energy as possible from the vehicle electrical system voltage is available in the starter.
  • the sucked-in charge air is heated by the temperature-controlled heating flange.
  • a heat cushion was created in the intake manifold of the internal combustion engine, so that despite the heating power being switched off, the intake air which is drawn in can be heated over a period of time corresponding to the heat sensor generated.
  • the afterglow phase 5 starts after the idling speed has been reached.
  • the internal combustion engine runs on its own and heats up visibly.
  • the heating power of the heating flange can be reduced more and more in this afterglow phase.
  • the vehicle electrical system voltage gradually increases. If, in this afterglow phase, power is to be demanded from the internal combustion engine before the engine has reached its operating temperature, the charge air drawn in can be kept at a constant temperature by increased heating during a speed increase 6 of the internal combustion engine.
  • the cold running phase ends as soon as the internal combustion engine or the coolant in the internal combustion engine has reached an intended operating temperature. Then the heating flange is switched off.
  • FIG. 2 shows a schematic diagram of a typical internal combustion engine, as is known per se.
  • the cold start method according to the invention can be used on such an internal combustion engine.
  • An internal combustion engine in particular a diesel engine 8 with, for example, three combustion cylinders 9, draws in its air via an intake port 10.
  • a heating flange 11 with heating elements 12 protruding into the intake manifold is arranged in the intake manifold 10.
  • the power control and the energization of the heating elements is carried out by a control unit, in particular an engine control unit 13.
  • the control unit 13 has a temperature sensor 14, which measures the air temperature in the intake port after the heating elements, but before entering the combustion cylinder.
  • the starting process is initiated by the control device 13 by actuating a starter 15.
  • the starter 15 engages in a manner known per se with its pinion in a gearwheel.
  • the gear wheel in turn is non-positively connected to the crankshaft 16 of the internal combustion engine and rotates the crankshaft when the starter is actuated.
  • the cold start method according to the invention can advantageously be used on such an internal combustion engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour chauffer l'air d'admission d'un moteur à combustion interne (8), pendant la phase de préchauffage ou la phase de démarrage, par l'intermédiaire d'au moins un élément chauffant (12) pouvant être chauffé électriquement, situé dans la tubulaire d'admission (10) du moteur à combustion interne. La puissance de chauffage est régulée par un appareil de régulation (13) du système électronique du moteur en fonction des données de fonctionnement du moteur à combustion interne. L'invention est caractérisée en ce que, pendant la phase de préchauffage (1,2,3), l'élément chauffant (12) est tout d'abord totalement alimenté en courant, pendant un court laps de temps, jusqu'à ce qu'il atteigne sa température nominale, à la suite de quoi, jusqu'à la phase de démarrage, intervient une phase de post-chauffage (2,3), au cours de laquelle l'élément chauffant (12) est maintenu à une température constante, à une puissance inférieure. L'invention est également caractérisée en ce que, pendant la phase de démarrage, l'élément chauffant (12) est mis hors service pendant un premier laps de temps (4a) et de nouveau mis en service pendant un deuxième laps de temps (4b), au cours duquel la vitesse de rotation du moteur à combustion interne (8) est augmentée pour passer à la vitesse de rotation de démarrage.
EP04763239A 2003-07-19 2004-07-15 Commande d'un dispositif de prechauffage chauffe electriquement pour le demarrage a froid de moteurs a combustion interne Withdrawn EP1646782A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10332936A DE10332936A1 (de) 2003-07-19 2003-07-19 Steuerung einer elektrisch beheizten Vorwärmeinrichtung für den Kaltstart von Verbrennungsmotoren
PCT/EP2004/007845 WO2005012719A1 (fr) 2003-07-19 2004-07-15 Commande d'un dispositif de prechauffage chauffe electriquement pour le demarrage a froid de moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1646782A1 true EP1646782A1 (fr) 2006-04-19

Family

ID=34041972

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04763239A Withdrawn EP1646782A1 (fr) 2003-07-19 2004-07-15 Commande d'un dispositif de prechauffage chauffe electriquement pour le demarrage a froid de moteurs a combustion interne

Country Status (7)

Country Link
US (1) US7464699B2 (fr)
EP (1) EP1646782A1 (fr)
JP (1) JP2006528299A (fr)
CA (1) CA2532075A1 (fr)
DE (1) DE10332936A1 (fr)
NO (1) NO20060798L (fr)
WO (1) WO2005012719A1 (fr)

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CN111520271B (zh) * 2020-04-22 2022-05-10 东风越野车有限公司 一种高原高寒环境下越野车辆发动机辅助启动控制方法
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CN113446143A (zh) * 2021-07-19 2021-09-28 中国煤炭科工集团太原研究院有限公司 一种煤矿用防爆柴油机低温辅助加热启动装置
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Also Published As

Publication number Publication date
WO2005012719A1 (fr) 2005-02-10
NO20060798L (no) 2006-03-03
US20070062497A1 (en) 2007-03-22
CA2532075A1 (fr) 2005-02-10
JP2006528299A (ja) 2006-12-14
DE10332936A1 (de) 2005-02-10
US7464699B2 (en) 2008-12-16

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