Method for controlling glow plugs in diesel engines

• US 7,658,174 B2
• Filed: 09/16/2006
• Issued: 02/09/2010
• Est. Priority Date: 09/16/2005
• Status: Expired due to Fees

• Current Assignee: Beru Aktiengesellschaft (BorgWarner Incorporated)
• Original Assignee: Beru Aktiengesellschaft (BorgWarner Incorporated)
• Inventors: Stoller, Bernd
• Primary Examiner(s): Cronin; Stephen K
• Assistant Examiner(s): Hoang; Johnny H
• Application Number:
  US11/793,069
• Publication Number:
  US 20080210186A1
• Time in Patent Office: 1,242 Days
• Field of Search: 701/102, 701/105, 701/113, 123/143.R, 123/145.A, 123/179.6, 219/270, 219/492, 219/494, 219/497
• US Class Current: 123/145.00A
• CPC Class Codes: F02D 2041/2027 Control of the current by pulse width modulation or duty cycle control
• CPC Class Codes: F02D 41/062 for starting F02D41/061 takes precedence
• CPC Class Codes: F02P 19/022 using intermittent current supply

Abstract

The invention describes a method for controlling glow plugs in diesel engines by varying the effective electric voltage applied to the glow plugs between an initial value and a target value, which is obtained at the end of a cold start phase determined by an engine control unit and which is smaller than the initial value, wherein the increase in voltage, i.e. the voltage difference by which the effective voltage applied to the glow plugs in the cold start phase is higher than its target value, is reduced by steps from a maximum value to zero. The invention provides that the effective electric voltage is increased in the cold start phase of the engine over a predetermined period or time, which is determined by the time elapsed until a preselected number of revolutions of the engine is reached.

Claims

1. A method of controlling glow plugs in diesel engines by varying the effective electric voltage applied to the glow plugs between an initial value and a target value, which is obtained at the end of a cold start phase determined by an engine control unit and which is smaller than the initial value to maintain the steady-state temperature of the glow plugs, wherein the increase in voltage, the voltage difference by which the effective voltage applied to the glow plugs in the cold start phase is higher than its target value, is reduced by steps from a maximum value to zero, wherein the effective electric voltage is increased in the cold start phase of the engine over a predetermined period or time, which is determined by the time elapsed until a preselected number of revolutions of the engine is reached.

2. The method as defined in claim 1, wherein the number of revolutions is fixedly predetermined.

3. The method as defined in claim 1, wherein the preselected number of revolutions of the engine is preselected as a function of the engine temperature measured at the time of the cold start.

4. The method as defined in claim 1, wherein the preselected number of revolutions is selected to be the higher the colder the engine is at the time of the cold start.

5. The method as defined in claim 1, wherein the engine temperature is measured in the coolant.

6. The method as defined in claim 1, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

7. The method as defined in claim 1, wherein an additional amount is selected to be small at the beginning of the cold-running phase, to then rise, pass a maximum and to disappear at the end of the cold-running phase at the latest.

8. The method as defined in claim 1, wherein the increase of the effective voltage is adjusted by control signals received from the engine control unit as a function of the engine temperature and/or the engine speed or the fuel quantity injected per time unit and/or of the engine load or the engine torque, respectively.

9. The method as defined in claim 8, wherein the additional contribution to the increase in voltage is made to not depend on the fuel quantity injected per time unit.

10. The method as defined in claim 2, wherein the preselected number of revolutions of the engine is preselected as a function of the engine temperature measured at the time of the cold start.

11. The method as defined in claim 2, wherein the engine temperature is measured in the coolant.

12. The method as defined in claim 3, wherein the engine temperature is measured in the coolant.

13. The method as defined in claim 10, wherein the engine temperature is measured in the coolant.

14. The method as defined in claim 4, wherein the engine temperature is measured in the coolant.

15. The method as defined in claim 2, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

16. The method as defined in claim 3, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

17. The method as defined in claim 4, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

18. The method as defined in claim 5, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

19. The method as defined in claim 10, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.

20. The method as defined in claim 11, wherein during the cold start phase the effective electric voltage is increased by an additional amount, which is variable with time and which is derived from an empirically obtained characteristic being a function of the engine temperature measured at the time the engine is started and representing the additional amount of increase of the effective voltage during the cold start phase and which is so formed that the increase of the effective voltage by the additional amount causes the difference between the effective voltage in the cold start phase and the effective voltage at the end of the cold start phase to be reduced or to disappear altogether.