EP1646782A1 - Control of an electrically heated pre-heating device for cold-starting internal combustion engines - Google Patents

Control of an electrically heated pre-heating device for cold-starting internal combustion engines

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Withdrawn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)
French (fr)
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/en
Withdrawn legal-status Critical Current

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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

The invention relates to a method for pre-heating the suction air of an internal combustion engine (8) during the preliminary heating phase or the starting phase by means of at least one electrically heatable heating element (12) in the suction line (10) of the internal combustion engine. The heating power of a control appliance (13) of the engine electronics is controlled according to the operating data of the internal combustion engine. The inventive method is characterised in that: during the pre-heating phase (1,2,3), a current is applied (1) to the heating element (12) until the heating element reaches its nominal temperature; once the nominal temperature has been reached, a post-heating phase (2,3) takes place until the starting phase, in which the heating element (12) is maintained at a constant temperature with a small amount of power; and during the starting phase, the heating element (12) is switched off during a first time interval (4a), and is switched back on again during a second time interval (4b) in which the speed of the internal combustion engine (8) is increased to the starting speed.

Description

DaimlerChrysler AGDaimlerChrysler AG
Steuerung einer elektrisch beheizten Vorwärmeinrichtung für den Kaltstart von VerbrennungsmotorenControl of an electrically heated preheating device for the cold start of internal combustion engines
Die Erfindung betrifft ein Verfahren zur Anwärmung der Ansaugluft, insbesondere für eine sich in der Start- oder Warmlaufphase befindliche Brennkraftmaschine, nach der im Oberbegriff von Anspruch 1 näher definierten Art.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.
Die Anwärmung der Ansaugluft bei Brennkraftmaschinen, insbesondere bei sich in der Start- und Warmlaufphase befindlichen Dieselmotoren, ist aus mehreren Gründen erforderlich. Bei niedrigen Umgebungstemperaturen und folglich niedrigen Ansauglufttemperaturen kommt es, insbesondere bei Dieselmotoren zu einer unzureichenden Kompressionsendtemperatur und damit zu einem ansteigenden Zündverzug, d. h. die Zeit vom Eintreten des Kraftstoffes in den Brennraum bis zur Zündung desselben wird zu lang. Des Weiteren treten bei niedrigen Ansaugtemperaturen örtliche Überfettung, unvollständige Verbrennung und hohe Druckgradienten infolge einer schlagartigen Gemischumsetzung im Zylinder auf. Die Folge sind eine stark erhöhte Kohlenwasserstoffemission im Abgas und das Nageln des Dieselmotors sowie die daraus resultierenden Nachteile, wie eine starke Umweltbelastung und eine erhöhte Belastung der Triebwerksteile .The heating of the intake air in internal combustion engines, in particular in the case of diesel engines that are in the start-up and warm-up phase, is necessary for several reasons. At low ambient temperatures and consequently low intake air temperatures, in particular in diesel engines, there is an insufficient compression end temperature and thus an increasing ignition delay, i. H. the time from when the fuel enters the combustion chamber until it ignites becomes too long. Furthermore, local over-greasing, incomplete combustion and high pressure gradients occur due to a sudden mixture conversion in the cylinder at low intake temperatures. The result is a greatly increased hydrocarbon emission in the exhaust gas and the nailing of the diesel engine as well as the resulting disadvantages, such as a strong environmental impact and an increased load on the engine parts.
Aus dem allgemeinen Stand der Technik gemäß der deutschen Patentanmeldung DE 100 26 339 AI ist ein Heizflansch zum Vor- wärmen von Luft in einer zu einer Dieselbrennkraftmaschine führenden Ansaugleitung bekannt. Ebenfalls bekannt ist daraus die Ansteuerung des Heizelementes in dem Heizflansch mit einem Steuergerät. Die Steuerung belässt hierbei den Strom in dem Heizelement auf einem konstanten Wert und die eingebrachte Heizleistung wird alleine durch die Anschaltzeit des Heizelementes bestimmt. Beim Starten des Dieselmotors wird der Heizflansch bzw. das Heizelement kurz ausgeschaltet, um aus dem Bordnetz genügend Energie für den Anlasser zur Verfügung zu stellen.From the general prior art according to German patent application DE 100 26 339 AI, 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. When the diesel engine is started, 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.
Ein gattungsgemäßes Verfahren, von dem die Erfindung ausgeht, ist aus der deutschen Patentanmeldung DE 198 54 077 AI bekannt. Hiernach ist es bekannt, den Kaltstart eines Dieselmotors mit einer Luftvorwärmung zu unterstützen, wobei die Luftvorwärmung mit einer Vorglühzeit und einer Nachglühzeit erfolgt. Vorglühzeit und Nachglühzeit sind durch den Startvorgang, bei dem der Dieselmotor nach Betätigung des Anlassers bis zur Startdrehzahl hochläuft, unterbrochen. Während des Startvorgangs findet keine Energiezufuhr zu dem Heizflansch statt. Die Ansteuerung des Heizflansches erfolgt über die Motorelektronik. In der Motorelektronik wird die Vorglühzeit und die Nachglühzeit des Heizelementes vor dem Startbeginn aus den Umgebungsdaten berechnet. Herangezogen werden hierbei die Lufttemperatur und die Kühlmitteltemperatur vor dem Kaltstart. Vorglühzeit und Nachglühzeit sind hierbei rein zeitgesteuert, d. h. es findet keine Stromsteuerung oder Stromregelung für den Betrieb des Heizelementes im Ansaugstutzen des Dieselmotors statt.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. In the engine 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.
Moderne direkteinspritzende Dieselmotoren verfügen heute überwiegend über eine elektronisch geregelte Einspritzanlage . Der Kaltstart lässt sich mit den elektronisch geregelten Dieselmotoren bis -15 °C Umgebungstemperatur problemlos errei- chen. Eine Zusatzmaßnahme, wie z. B. einer Starthilfseinrich- tung mittels Erwärmung der Ansaugluft ist bis zu diesen Temperaturen nicht notwendig. Es gibt aber zahlreiche Anwendungsfälle, wo auch der moderne Dieselmotor eine Kaltstarteinrichtung benötigt, z. B.:Modern direct-injection diesel engines today mostly have an electronically controlled injection system. The cold start can be easily achieved with the electronically controlled diesel engines down to an ambient temperature of -15 ° C. chen. An additional measure, such as. B. a booster by heating the intake air is not necessary up to these temperatures. But there are numerous applications where the modern diesel engine also needs a cold start device, e.g. B .:
■ bei Temperaturen unter -15 °C,■ at temperatures below -15 ° C,
■ bei Temperaturen unter 0 °C mit Kraftstoffen niedriger Ce- tanzahl ,■ at temperatures below 0 ° C with fuels of low cetane number,
■ bei Einsatz in Höhen über 1500 m über Meeresspiegel unter 0 °C,■ when used at altitudes above 1500 m above sea level below 0 ° C,
■ bei Einsatz mit Grundlast (Hydraulikaggregate, festgekuppelte Antriebe) unter 0 °C,■ when used with base load (hydraulic units, permanently coupled drives) below 0 ° C,
■ bei Sonderfahrzeugen, z. B. Mobilkräne, Kompressoren, Pistenpflegegeräte, Baumaschinen in einem Temperaturbereich unter 0 °C.■ for special vehicles, e.g. B. Mobile cranes, compressors, snow grooming equipment, construction machinery in a temperature range below 0 ° C.
Als besonders extreme Anforderung an die Kaltstarttauglichkeit von Dieselmotoren, hat sich deren Kombination mit einem hydraulischen Antrieb in Pistenpflegegeräten erwiesen. Da die Hersteller dieser Geräte zunehmend hochaufladende direkteinspritzende Dieselmotoren mit kleinem Hubraum verwenden, die ihre volle Leistungsentfaltung erst bei vollem Ladedruck erreichen, ergeben sich beim Kaltstart in höheren Regionen Probleme, da zunächst kein Ladedruck vorhanden ist. Wird eine solche Arbeitsmaschine in einer Höhe von z. B. 3000 m über Meeresspiegel bei -15 °C gestartet, dann reichen heute bekannte Vorwärmeeinrichtungen nicht aus, es sei denn, der Motor wird durch eine aufwendige Standheizung über die Kühlmitteltemperatur auf Betriebstemperatur gebracht. Aus Kostengründen wird eine komplette Vorwärmung, die auch die Antriebseinheit einschließt, nur für den arktischen Einsatz angewendet . Ausgehend von dem vorgenannten Stand der Technik stellt sich die erfindungsgemäße Aufgabe, die Wirkung bestehender Kalt- starteinrichtungen durch eine verbesserte Ansteuerung zu verbessern.Combining them with a hydraulic drive in snow grooming devices has proven to be a particularly extreme requirement for the cold start suitability of diesel engines. Since the manufacturers of these devices increasingly use high-charging, direct-injection diesel engines with a small cubic capacity, which only reach their full power at full charge pressure, problems arise during cold starts in higher regions, since there is initially no charge pressure. If such a machine at a height of z. B. 3000 m above sea level at -15 ° C, then preheating devices known today are not sufficient, unless the engine is brought to operating temperature by a complex auxiliary heating system via the coolant temperature. For cost reasons, complete preheating, which also includes the drive unit, is only used for arctic use. Starting from the aforementioned prior art, the object of the invention is to improve the effect of existing cold start devices by means of improved control.
Diese Aufgabe wird gelöst durch ein Verfahren mit den Merkmalen nach Anspruch 1. Weitere vorteilhafte Ausf hrungsformen der Erfindung sind in den Unteransprüchen sowie in der Figurenbeschreibung enthalten.This object is achieved by a method having the features of claim 1. Further advantageous embodiments of the invention are contained in the subclaims and in the description of the figures.
Die Lösung gelingt hauptsächlich mit einer variablen Leistungsanpassung des Heizflansches an die herrschenden Umgebungsbedingungen. Hierbei wird die Vorglühphase in drei Phasen unterteilt, nämlich in eine Phase der Vollbestromung, eine Nachheizphase und eine Startbereitschaftsphase. In der Nachheuzphase werden die Heizelemente des Heizflansches derart betrieben werden, dass der Heizflansch auf einer Solltemperatur gehalten wird. In der Nachheizphase wird ein Wärmepolster für den Startvorgang geschaffen. Nach den beiden ersten Vorglühphasen erlischt die Glühkontrollleuchte und signalisiert durch ihr Erlöschen die Startbereitschaft. Es schließt sich die Startbereitschaftsphase an. Um ein Auskühlen der Heizelemente während der Startbereitschaftsphase zu verhindern, werden die Heizelemente während der Startbereitschaftsphase mit weiter verminderter Leistung betrieben. Erfolgt nach Ablauf einer vorgegebenen Startbereitschaftszeit kein Start, werden die Heizelemente abgeschaltet.The solution is mainly achieved with a variable output adjustment of the heating flange to the prevailing environmental conditions. Here, the preheating phase is divided into three phases, namely a full-current phase, a post-heating phase and a ready-to-start phase. In the post-heating phase, the heating elements of the heating flange are operated in such a way that the heating flange is kept at a desired temperature. In the post-heating phase, a heat cushion is created for the starting process. After the first two preheating phases, 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.
Während des Startvorgangs wird die Beheizung des Heizflansches kurz ausgesetzt, jedoch nur solange, bis die ersten Zündungen den Hochlauf des Motors auf die Leerlaufdrehzahl unterstützen. Sobald die ersten Zündungen einsetzen, wird der Anlasser entlastet und die durch die Entlastung des Anlassers zur Verfügung stehende Bordnetzenergie wird wieder zur Behei- zung der Heizelemente des Heizflansches eingesetzt. Durch die vorgezogene Nachheizphase wird verhindert, dass sich die Temperatur der angesaugten Luft bei einem längeren Drehen des Motors abkühlen kann.During the starting process, 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.
Mit der Erfindung werden hauptsächlich die folgenden Vorteile erzielt :The main advantages of the invention are as follows:
Die leistungsgesteuerte Vorglühzeit beträgt nur noch ein Drittel der Zeit gegenüber der Vorglühzeit der konventionellen Kaltstartverfahren.The power-controlled preheating time is only a third of the time compared to the preheating time of conventional cold start processes.
Das Nachglühen wird gemäß der Erfindung in Abhängigkeit von der Kühlmitteltemperatur und der Ladelufttemperatur, der Motordrehzahl und der Luftmasse leistungsgesteuert vorgenommen. Hierdurch kann bei erhöhter Motordrehzahl und erhöhtem Luftdurchsatz in der Nachglühphase die elektrische Heizleistung an dem Luftdurchsatz angepasst werden, so dass die Ladelufttemperatur nicht absinkt und sich der Rundlauf auch bei kaltem Motor nicht verschlechtert. Der Dieselmotor wird durch das Nachführen der Heizleistung während der Nachglühzeit früher belastbar.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. As a result, 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.
Die Unterbrechung der Heizleistung während des Startvorgangs konnte erheblich verkürzt werden. Die Unterbrechung der Heizleistung während des Startvorgangs wird nun variabel einstellbar, indem die Unterbrechung von der aktuellen Motordrehzahl abhängig gemacht wird. Hierdurch ist es möglich, die Nachglühzeit weiter in die Startphase auszudehnen, indem die Beheizung bereits dann wieder einsetzt, wenn sich die ersten Zündungen durch eine Erhöhung der Motordrehzahl bemerkbar machen. In welchem Maße nachgeheizt wird, ist hierbei von der Bordnetzspannung abhängig. Diese vorgezogene Nachglühzeit bewirkt eine bessere Hochlaufunterstutzung des Dieselmotors auf seine Leerlaufdrehzahl und verhindert bei längerer Durchdrehzeit mit dem Starter ein Absinken der Ladelufttemperatur.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.
Zur Ansteuerung des Heizflansches wird vorzugsweise das Motorsteuergerät eingesetzt. Über die Motorelektronik sind ständig Informationen zu Motorzustand (Motor steht, Motor läuft, Starter ein, Starter aus), die Motordrehzahl, die Kühlmitteltemperatur, die Ladelufttemperatur, den Ladeluftdruck, die gerechnete Luftmasse und die Bordnetzspannung abrufbar. Über in der Motorelektronik implementierte Korrekturverfahren kann daher bei dem erfindungsgemäßen Kaltstartverfahren auch der steigende oder der fallende Ladedruck, der in unterschiedlichen Meereshöhen unterschiedlich ausfällt, berücksichtigt werden. Auch kann die elektrische Leistung in großen Höhen korrigiert werden, damit der Motor die optimale Ausnutzung des dort vorhandenen geringen Sauerstoffanteils verwerten kann. Nachdem während der Vorglühzeit die Heizbänder zunächst mit voller Leistung bestromt wurden, werden nach Erreichen einer Solltemperatur die Heizbänder des Heizflansches mit verminderter Heizleistung auf konstanter Betriebstemperatur gehalten. Das schont die Batterie und schützt die Heizbänder vor Überlastung.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. After the heating tapes were initially supplied with full power during the preheating period, 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.
Das erfindungsgemäße Kaltstartverfahren ist geeignet für Motoren mit einem Hubvolumen von bis zu 16 Litern pro Heizflansch. Bei entsprechender Applikation von Steuerungsalgorithmen in der Motorelektronik ist das erfindungsgemäße Kaltstartverfahren auch für Motoren, die mit Sonderkraftstoffen betrieben werden, einsetzbar. Dies sind z. B. Motoren, die mit Kerosin, Bio-Diesel usw. betrieben werden.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.
Im Folgenden wird die Erfindung anhand von Figuren näher erläutert . Die Figur 1 zeigt einen Prinzipverlauf der Bordnetzspannung, der elektrischen Leistungsregulierung, der Ladelufttemperatur und der Motordrehzahl und der Ansteuerung der Kontrollleuchte, wie er bei dem erfindungsgemäßen Kaltstartverfahren auftritt .The invention is explained in more detail below with reference to figures. 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.
Während der Vorglühphase 1, 2, 3 zwischen Einschalten der Zündung und Betätigen des Anlassers wird die Bestromung der Heizelemente im Heizflansch variabel geregelt. Zunächst wird während eines ersten Zeitabschnittes 1 das Heizelement voll bestromt, bis der Heizflansch eine Solltemperatur erreicht hat. Nach Erreichen der Solltemperatur setzen eine Nachheizphase 2 und Startbereitschaftsphase 3 ein, in denen die Heizleistung derart geregelt wird, dass der Heizflansch auf konstanter Temperatur gehalten wird. Der Verlauf der Bordnetzspannung zeigt während der Vollbestromung 1 einen starken Abfall, erholt sich jedoch während der Nachheizphase 2 und der Startbereitschaftsphase 3 deutlich. Während der Vorglühphase wird noch keine Ladeluft angesaugt, und auch der Motor dreht noch nicht durch. Die Startphase beginnt mit Betätigung des Anlassers der Verbrennungsmaschine. In einem ersten Zeitabschnitt 4a der Startphase wird die Drehzahl des Verbrennungsmotors ausschließlich von der Drehzahl des Anlassers bestimmt. Während dieser ersten Phase des Startvorgangs verharrt daher die Motordrehzahl auf dem konstanten Niveau der vom Anlasser bewirkten Drehzahl. Während dieses Betriebszustandes wird die Heizleistung unterbrochen, damit im Anlasser möglichst viel Energie aus der Bordnetzspannung zur Verfügung steht. Die angesaugte Ladeluft wird von dem temperierten Heizflansch erwärmt. Mit der Nachheizphase 2 wurde im Ansaugstutzen des Verbrennungsmotors ein Wärmepolster geschaffen, so dass trotz ausgeschalteter Heizleistung die angesaugte Ladeluft über einen dem erzeugten Wärmerese voir entsprechenden Zeitabschnitt erwärmt werden kann. Sobald die ersten Zündun- gen der Verbrennungsmaschine einsetzen, unterstützen diese erste Zündungen das Hochlaufen des Motors. In diesem zweiten Zeitabschnitt 4b der Startphase wird der Anlasser mit zunehmender Effektivität der einsetzenden Zündungen immer mehr entlastet. Die nun geringere Stromentnahme des Anlassers bewirkt einen Anstieg der Bordnetzspannung. Diese nun wieder dem Bordnetz zur Verfügung stehende Energie kann während des zweiten Zeitabschnittes 4b für die nun wieder einsetzende Beheizung des Heizflansches eingesetzt werden. Damit kann während des zweiten Zeitabschnittes 4b das Hochlaufen des Verbrennungsmotors nach erstem Einsetzen der Zündungen bis zu seiner Leerlaufdrehzahl unterstützt werden, indem durch die nun wieder einsetzende Beheizung des Heizflansches die angesaugte Ladeluft auch bei längerem Durchdrehen des Starters auf möglichst konstanter Temperatur gehalten werden kann.During the preheating phase 1, 2, 3 between switching on the ignition and actuating the starter, the energization of the heating elements in the heating flange is regulated variably. First, the heating element is fully energized during a first time period 1 until the heating flange has reached a desired temperature. After the target temperature has been reached, 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. During the preheating phase, 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. In a first time period 4a of the starting phase, the speed of the internal combustion engine is determined exclusively by the speed of the starter. During this first phase of the starting process, the engine speed therefore remains at the constant level of the speed caused by the starter. During this operating state, 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. With the post-heating phase 2, 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. As soon as the first ignition against the combustion engine, these first ignitions support the engine starting. In this second time period 4b of the starting phase, the starter is relieved more and more with increasing effectiveness of the starting ignitions. The lower current draw of the starter causes an increase in the vehicle electrical system voltage. This energy, which is now available again to the on-board electrical system, can be used during the second time period 4b for the heating of the heating flange which is now starting again. Thus, during the second time period 4b, the internal combustion engine can be run up to its idling speed after the ignition is first inserted, by the heating of the heating flange now starting again, so that the intake air can be kept at a constant temperature even if the starter is turned for a longer period.
Die Nachglühphase 5 setzt nach Erreichen der Leerlaufdrehzahl ein. In dieser Phase läuft der Verbrennungsmotor aus eigener Kraft und erwärmt sich zusehends. Mit zunehmender Erwärmung des Kühlmittels des Verbrennungsmotors kann in dieser Nachglühphase die Heizleistung des Heizflansches immer mehr zurückgenommen werden. Hierdurch steigt die Bordnetzspannung allmählich an. Soll dem Verbrennungsmotor in dieser Nachglühphase, noch bevor der Motor seine zu erreichende Betriebstemperatur erreicht hat, Leistung abverlangt werden, so kann mit dem erfindungsgemäßen Verfahren während einer Drehzahlerhöhung 6 des Verbrennungsmotors die angesaugte Ladeluft durch verstärktes Zuheizen auf konstanter Temperatur gehalten werden. Die Kaltlaufphase ist beendet, sobald der Verbrennungsmotor bzw. das Kühlmittel in dem Verbrennungsmotor eine bestimmungsgemäße Betriebstemperatur erreicht hat. Dann wird der Heizflansch ausgeschaltet. Figur 2 zeigt eine Prinzipdarstellung eines typischen Verbrennungsmotors, wie er an sich bekannt ist. Auf einem derartigen Verbrennungsmotor kann das erfindungsgemäße Kaltstartverfahren eingesetzt werden. Ein Verbrennungsmotor, insbesondere ein Dieselmotor 8 mit exemplarisch drei Verbren- nungsZylindern 9, saugt seine Luft über einen Ansaugstutzen 10 an. In dem Ansaugstutzen 10 ist ein Heizflansch 11 mit in den Ansaugstutzen hineinragenden Heizelementen 12 angeordnet. Die Leistungssteuerung und die Bestromung der Heizelemente wird von einem Steuergerät, insbesondere einem Motorsteuergerät, 13 übernommen. Zur Regulierung des Temperaturniveaus der angesaugten Ladeluft ist das Steuergerät 13 mit einem Temperatursensor 14, der die Lufttemperatur im Ansaugstutzen nach den Heizelementen, aber vor Eintritt in die VerbrennungsZylinder misst. Der Startvorgang wird von dem Steuergerät 13 durch Betätigen eines Anlassers 15 eingeleitet. Der Anlasser 15 greift hier zu in an sich bekannter Weise mit seinem Ritzel kraftschlüssig in ein Zahnrad ein. Das Zahnrad wiederum ist kraftschlüssig mit der Kurbelwelle 16 des Verbrennungsmotors verbunden und dreht bei Betätigung des Anlassers die Kurbelwelle. Auf einer derartigen Verbrennungsmaschine ist das erfindungsgemäße Kaltstartverfahren mit Vorteil anwendbar. The afterglow phase 5 starts after the idling speed has been reached. In this phase, the internal combustion engine runs on its own and heats up visibly. With increasing heating of the coolant of the internal combustion engine, the heating power of the heating flange can be reduced more and more in this afterglow phase. As a result, 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. Figure 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. To regulate the temperature level of the intake air drawn in, 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.

Claims

DaimlerChrysler AGPatentansprüche DaimlerChrysler AG patent claims
1. Verfahren zur Anwärmung der Ansaugluft eines Verbrennungsmotors (8) während der Vorglühphase oder Startphase durch mindestens ein elektrisch beheizbares Heizelement (12) in der Ansaugleitung (10) des Verbrennungsmotors, wobei die Heizleistung von einem Steuergerät (13) der Motorelektronik in Abhängigkeit der Betriebsdaten des Verbrennungsmotors gesteuert wird, d a d u r c h g e k e n n z e i c h n e t , - dass während der Vorglühphase (1,2,3) das Heizelement (12) zunächst kurz voll bestromt wird (1) , bis das Heizelement seine Solltemperatur erreicht hat und das nach Erreichen der Solltemperatur bis zur Startphase eine Nachheizphase (2,3) einsetzt, in der das Heizelement (12) mit geringerer Leistung auf konstanter Temperatur gehalten wird, - und dass während der Startphase in einem ersten Zeitabschnitt (4a) , das Heizelement (12) ausgeschaltet wird, und dass in einem zweiten Zeitabschnitt (4b) , in dem die Drehzahl des Verbrennungsmotors (8) auf die Startdrehzahl angehoben wird, das Heizelement (12) wieder eingeschaltet wird.1. Method for heating the intake air of an internal combustion engine (8) during the preheating phase or starting phase by means of at least one electrically heated heating element (12) in the intake line (10) of the internal combustion engine, the heating output being controlled by a control unit (13) of the engine electronics as a function of the operating data of the internal combustion engine is controlled, characterized in that - during the preheating phase (1, 2, 3), the heating element (12) is initially briefly fully energized (1) until the heating element has reached its target temperature and that after reaching the target temperature up to the starting phase Post-heating phase (2,3) is used, in which the heating element (12) is kept at a constant temperature with less power, - and that during the starting phase in a first time period (4a), the heating element (12) is switched off, and that in one second period (4b) in which the speed of the internal combustion engine (8) is raised to the starting speed the heating element (12) is switched on again.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , dass sich an die Nachheizphase (2) eine Startbereitschaftsphase (3) anschließt, in der das Heizelement (12) mit weiter verringerter Leistung betrieben wird.2. The method according to claim 1, characterized in that the post-heating phase (2) is followed by a ready-to-start phase (3) in which the heating element (12) is operated at a further reduced power.
3. Verfahren nach Anspruch 1 oder 2 , d a d u r c h g e k e n n z e i c h n e t , dass in einer anschließenden Nachglühphase (5) nach Erreichen der Leerlaufdrehzahl und bis zum Erreichen einer applizierbaren Motortemperatur ein Nachglühen mit reduzierter Heizleistung durchgeführt wird.3. The method of claim 1 or 2, d a d u r c h g e k e n e z e i c h n e t that in a subsequent afterglow phase (5) after reaching the idle speed and until reaching an applicable engine temperature afterglow is carried out with reduced heating power.
4. Verfahren nach einem der Ansprüche 1 bis 3, d a d u r c h g e k e n n z e i c h n e t , dass in der Nachglühphase (5) während einer Drehzahlerhöhung (6) des Verbrennungsmotors mit dem Heizelement (12) die Ladelufttemperatur konstant gehalten wird.4. The method according to any one of claims 1 to 3, so that the charge air temperature is kept constant in the afterglow phase (5) during a speed increase (6) of the internal combustion engine with the heating element (12).
5. Verfahren nach einem der Ansprüche 1 bis 3, d a d u r c h g e k e n n z e i c h n e t , dass die Nachglühzeit bei Startbeginn in Abhängigkeit der Kühlmitteltemperatur oder der Ladelufttemperatur festgelegt wird.5. The method according to any one of claims 1 to 3, so that the afterglow time at the start of the start is determined depending on the coolant temperature or the charge air temperature.
6. Verfahren nach einem der Ansprüche 1 bis 4, d a d u r c h g e k e n n z e i c h n e t , dass das Heizelement zeitgesteuert oder temperaturgesteuert ausgeschaltet wird. 6. The method according to any one of claims 1 to 4, so that the heating element is switched off in a time-controlled or temperature-controlled manner.
EP04763239A 2003-07-19 2004-07-15 Control of an electrically heated pre-heating device for cold-starting internal combustion engines Withdrawn EP1646782A1 (en)

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