Method of spark plug temperature control and device for reduction of emissions of diesel engine

FIELD: engines and pumps.

SUBSTANCE: invention can be used for reduction of emissions of toxic substances with the exhausted gases. The method consists in regulation of power supply of spark plug (SP) of diesel engine in view of at least two parameters, for example the rotation speed and fuel consumption. Also the switching on and off of one or several SPs depending on engine parameters, for example, combustion chamber temperature is provisioned. The device for implementation of the offered method is described.

EFFECT: increase of overall performance of catalysers.

14 cl, 10 dwg

 

Diesel engines are usually equipped with a system of spark plugs. System of a spark-plug provides General assistance for combustion during engine ignition, as well as during the warm-up phase of the engine. A key element of this system is the spark plug, the tip of which can be heated up to high temperatures above 900°C as a result of conversion of electrical energy into heat.

Each cylinder is equipped with one pilot light, which turns on when needed, based on the state of the engine and the external environment, normally in cold conditions. Spark plugs are functioning as electrical resistors. Their resistance varies with temperature. When the temperature increases, the internal resistance also increases.

For lances use different techniques. Spark plugs can be high or low voltage, and they can be made of different materials, for example metal or ceramic igniters. Spark plugs high voltage usually are powered directly from the battery of the vehicle. In contrast, spark plugs, low voltage, because they have a lower nominal voltage than the battery voltage, usually require a power source with SIROT�-width modulation (PWM) to obtain the desired voltage. In particular, spark candles low voltage can be easily controlled by connecting the gates of MOS field-effect transistors PWM electronic control unit and control the operating cycle of the PWM.

According to the present invention proposed an improved method of controlling the ignition spark for reducing exhaust emissions from a diesel engine. Preferably, the reduction of emissions is achieved in combination with a catalytic Converter for a diesel engine.

For engines with compression ignition, the most commonly used catalyst is an oxidation catalyst for diesel. This catalyst uses O2(oxygen) in the exhaust stream to oxidize CO (carbon monoxide) to form CO2(carbon dioxide) and HC (hydrocarbons) with the formation of H2About (water) and CO2. These converters often achieve 90% efficiency and helping to reduce visible particulates (soot), but they are not able to reduce the content of NOxbecause chemical reactions always occur in the simplest way possible, and present in the exhaust stream O2will react first. In order to reduce the content of NOxin the engine with compression ignition is first necessary to change the chemical composition of the exhaust. Use two main methods: the concentrations decrease with selective catalytic Converter (SCR) and the traps or sinks in NOx.

An important improvement to increase the efficiency of the catalyst is to minimize emissions during cold start by reducing the ignition temperature of the catalyst.

During cold start, the temperature of the catalytic Converter is low, and the catalyst is not yet activated. Thus, the ignition temperature of the catalyst, which converts exhaust gas component reaches 50%, has not yet been achieved, therefore, hydrocarbons and CO are converted only to a small degree, and therefore represent a considerable share of total emissions in the ongoing legislated driving cycles for the first two minutes after starting the engine. Developed special technology to minimize emissions during a cold start. Data technology for fast ignition are either passive systems, which use changes in the performance of the exhaust system or active system, which uses adjustable supply additional energy to raise the temperature of the exhaust gas during cold start.

In accordance with the present invention, p�idlogin a method of controlling the power supply to the ignition spark, to reduce the emissions in the exhaust stream of the engine after catalytic Converter. Spark plug activate or, in other words, serves the energy, if the set of at least two input values remains in the characteristic range of the input parameters during at least a predetermined activation time.

Or spark plug deactivates or, in other words, the power spark plugs stop, if the set of at least two input values remains outside the characteristic range of the input parameters during at least a predetermined deactivation time. The deactivation time can be also set to zero.

The first and second characteristic value ranges consist of one or more adjacent ranges in the area of the input parameters. The area of the input parameters defined input parameters and has as many dimensions as there are input parameters. Input quantities are the quantities that take input parameters and sets the output values of the sensors or derived from the output values of the sensors by calculating. The first and second characteristic value ranges can be determined by ascertaining for each input variable range, which is determined by the lower and ve�hnim threshold. In this case, the characteristic range is determined by one contiguous range, which takes the form of an n-dimensional cube.

In particular, the ranges for the input variables can be defined for the two input parameters. In this case, the characteristic range takes the form of a square. In a specific example, the input parameters are determined by the speed of rotation of the crankshaft and the inflow of combustion. The inflow of combustion can be obtained, for example, fuel flow, air flow or inflow air-fuel mixture.

In other embodiments, may be set more than one range for the input parameter. Possible other forms of related bands, such as triangles, circles, spheres or ellipsoids, and various forms of related ranges can be combined for the formation of the characteristic band in the region of the input parameters. There are different characteristic ranges for the on and off of lances.

The activation time and the deactivation and the characteristic bands are stored in a memory of the control device of a spark-candles. They can also be calculated by the control device of a spark-a spark that activates and deactivates the spark plugs. Precise control of the activation and deactivation of lances, which uses �terms of activation and deactivation and the characteristic range in accordance with the present invention, allows you to effectively reduce emissions.

Control of the combustion conditions through the activation and the deactivation of spark plugs showing the effects of hysteresis, which is that the effect of activation of the spark plugs may occur after the activation of the spark plugs and the effect may persist after deactivating the spark plugs. In accordance with the present invention, hysteresis is accounted for by the selected appropriate time intervals and by providing different thresholds for activation and deactivation of the spark plugs.

To determine the characteristic band in the region of the input parameters, in addition to the speed of rotation of the crankshaft and the flow of fuel may be used in other input quantities, such as the intake air, the air-fuel mixture to the intake, engine torque, vehicle speed, coolant temperature, ambient air temperature and the air temperature at the inlet of the engine. Spark plug activate when input quantities remain in the characteristic range for a given activation time. Or spark plug disconnected when the input values remain outside the characteristic range for a predetermined deactivation time. Spark plugs can include�possible to turn on and off simultaneously or sequentially.

May be provided for a maximum period of activation, after which the spark plug is again deactivated. Time intervals, such as activation time, the activation period and the deactivation time may depend on the temperature of the combustion chamber, or any value, which depends on the temperature of the combustion chamber. In order to further reduce undesirable fluctuations in the signal on/off, activating and deactivating the ignition spark can be based on time-averaged input values, such as time-averaged sensor signals.

The present invention also proposes a method of managing power supply to at least one spark ignition, in which, after activation, at least one spark-plug, at least one spark plug remains activated for at least the time of exposure. The exposure time may depend on the temperature of the combustion chamber.

Applied average voltage during the period of activation of the spark plugs may be determined separately for each spark-plug. In addition, temporal parameters such as the activation period of a spark-plug, may be determined separately for each spark-plug. Spark plugs can be activated simultaneously or sequentially.

Although the method of control b�children described with reference to the control of the ignition spark through pulse width modulation by means of a MOS field-effect transistors, can also be used other technologies, such as other types of transistors or relays of lances.

The method according to the present invention can be applied without the use of an integrated sensor in the ignition the glow plug or the sensor in the combustion chamber, while the additional sensors can be used.

A method of controlling ignition spark in accordance with the present invention can determine the acceleration phase of the engine to support combustion during the phase of acceleration, when combustion is inefficient. Increases the efficiency of combustion, and in some cases even the overall efficiency of the engine. This leads to lower emissions. In addition, activation of the spark plugs increases the temperature of the exhaust gas, so that the effect of ignition of the catalyst occurs earlier. Thus, it can effectively reduce emissions.

Reducing exhaust emissions is particularly important when the combustion is inefficient, for example, during the acceleration phases. In accordance with the present invention, the conditions that ensure efficient reduction of emissions via activation of the spark plugs can be identified by measuring a simple set of parameters. Readily available are options such as the speed of rotation of the crankshaft and the inflow of fuel.

Compared with the measurement of the exhaust gas temperature to activate the spark plugs, the measurement parameters of the motor in accordance with the present invention is able to determine directly the changed conditions in the combustion chamber. Thus, it is possible to respond faster and more effectively reduce emissions. However, the temperature of the exhaust gases can be used as an additional input variable.

The use of at least two input parameters in accordance with the present invention, such as the speed of rotation of the crankshaft and the inflow of fuel, can effectively differentiate between different conditions, such as acceleration under load and acceleration during the shift.

Method in accordance with the present invention can be equally effective in reducing emissions when it is used to "warm" when the spark plug has already reached its steady state temperature.

The following drawings illustrate the embodiment of a method of controlling the ignition spark in accordance with the present invention. In the following description of the elements used to describe the embodiments of this application. However, for the specialist in the art it will be obvious that these implementation options can� to be implemented in practice without these elements.

Fig.1 illustrates a device for controlling the ignition spark and managed spark plugs.

Fig.2 illustrates the voltage applied to the ignition spark during the warm-up phase of the engine.

Fig.3 illustrates the measurements from the first schema activation spark plugs.

Fig.4 illustrates the measurement data and the second pattern of activation of the spark plugs.

Fig.5 illustrates a comparison of the emissions FROM the engine for schema activation spark plugs illustrated in Fig.3 and Fig.4.

Fig.6 illustrates the comparison of CO emissions in the exhaust for schema activation spark plugs illustrated in Fig.3 and Fig.4.

Fig.7 illustrates a method of activating spark plugs.

Fig.8 illustrates a method of deactivating spark plugs,

Fig.9 illustrates the first characteristic range.

Fig.10 illustrates a second characteristic range.

Fig.1 shows a device 11 for controlling the ignition spark for electric lances 12, which schematically shows the heating coils. Spark plugs 12 are connected to a source 13 nutrition through the field effect MOS transistors 14. The gate of each of MOS field-effect transistors 14 connected to the corresponding output unit 16 of the control valves in the control device 11 ignition candles. Between the drain of each MOS field-transis�ora and corresponding ignition candle 12 are sensitive resistors 17. The input and output of each of the sensing resistor 17 is connected to the corresponding output and the corresponding input block 19 diagnostics in the device 11 of the ignition spark.

The control device 11 ignition spark further comprises a logic unit 20, which, in turn, contains the logic of diagnosis and control logic. Output 12 diagnostic logic block 20 is connected to the engine control unit (ECU), not shown. The input 23 of the control logic block 20 is connected to the ECU. In addition, the device 11 of the ignition spark contains the block 15 programming modes. Unit 15 programming modes connected to the outputs of the sensors through the entrance 26. The entrance 28 of the registration of the voltage control device 11 ignition spark is connected to the source 13 of the power, and the entrance 29 of the power supply device 11 of the ignition spark is connected to the supply voltage.

During operation, logic unit 20 receives an input control signal from the ECU, and the block 15 programming modes takes the values of the sensors via the input 26. On the basis of the values of sensor readings unit 15 programming modes determine the mode of operation and transmits a corresponding output value in the logical unit 20. The magnitude of sensor readings may include, among others, temperature�the coolant for the engine, for example cooling water, the engine speed, injected fuel and the output torque of the engine. The ECU uses an appropriate model to obtain the temperature of the combustor based on the values of sensor readings and outputs the obtained temperature of the combustion chamber to the inlet 26. The ECU may also throw in the control device 11 igniting candles additional information, such as the length of the previous idle phase of the engine.

Logic control logic block 20 calculates the required effective stress for each of the lances 12, which is based on the input values supplied to the control device 11 ignition candles. Unit 6 gate control uses the required effective stress to calculate the duration of the working cycle of the pulse width modulation for each of the lances 12 and controls the gates of MOS field-effect transistors in accordance with a given operating cycle.

Using the inputs and outputs of the sensing resistors 17 unit 19 receives a diagnosis voltage drop for each of the sensing resistor 17. On the basis of voltage drops, the diagnostic unit receives the supply currents for each of the lances 2. Unit 19 diagnostics gives the magnitude of the currents obtained power in unit 25 programming modes. In addition, block 19 diagnostics� generates an error condition, if the supply current is higher or lower than the specified boundary value.

Fig.2 shows the average voltage of the current source spark plugs during the warm-up phase of a spark-plug. During phase 30 quick warm-up from time instant t0 to time instant t2, the spark plug is heated at a higher voltage. The phase of rapid warm-up is divided into a first phase 31 quick warm-up from time instant t0 to time instant t1, which is the average voltage equal to 11, and a second phase of rapid warm-up, during which served an average voltage equal to 9V. During phase 33 heating of the spark plug is powered by its nominal voltage. The duration of the heating phase is depicted not to scale, schematically shows through the gap. After the heating phase starts phase 34 residual heat in which the spark plug is activated only from time to time.

The graph shown in Fig.3 illustrates a diagram of the activation of the spark plugs, which occurs when a spark plug 12 is activated in accordance with the control algorithm corresponding to this application, and the motor is driven in accordance with urban driving cycles (UDC) new European driving cycle (NEDC). The control algorithm is described below with reference to Fig.7 and 8.

The graph shown in f�G. 3, depicts a rectangular pulse signal 36 on/off spark plugs 12, the signal 37 to the speed of rotation of the crankshaft, the signal 38 of the fuel flow and the signal 39 cooling water temperature. The signals are measured, respectively, in volts, rpm, cubic millimeters per stroke, degrees Celsius. The time is measured in seconds. The graph depicts the time interval from approximately 69 seconds after a cold start the diesel engine up to 690 seconds after a cold start the diesel engine.

In accordance with the signal 39 temperature, the cooling water temperature is increased continuously by the logarithmic law up until almost reached a final temperature of approximately 60°C. Continuous activation of the spark plugs 12 ends at approximately 120 seconds. After continuous activation, the spark plug 12 is controlled according to the control algorithm in accordance with the present invention and stays on only for a period of 41 activation. In the case of UDC is the activation scheme of the periods 40 activation intervals of the phases of the UDC. This is especially clear in comparison with the signal 37 of the crankshaft. In the example shown in Fig.3, the total duration of activation of the spark plugs is equal to 90 seconds.

The maxima of the signal 39 of the rotation colocator� shaft reflect three phase speed UDC. On the chart diagram of the three peaks is repeated four times, which means that the graph covers almost four cycles of UD. Activation glow begins approximately with the phase of the UDC. In addition, the idling speed of the engine between these phases is slightly reduced.

The frequency of the signal 37 of rotation of the crankshaft is also reflected in the circuit of the signal 38 of the flow of fuel. However, the signal 38 of the fuel flow changes as a result of changing conditions in the combustion chambers. Fuel consumption is reduced, and the peaks before the first and third phase UDC almost disappear. Reduced peak before the second phase of the UDC. In addition, several negative signal peaks of the inflow of fuel mark the time when fuel consumption is reduced to very low values due to a reduced load during the switching of the transmission.

Fig.4 shows a graph with the second activation scheme of a spark-plug, which is the result of the simplified algorithm. In accordance with the simplified algorithm, the spark plug is activated when the rotational speed of the crankshaft exceeds the threshold for some minimum time. Spark plug is deactivated, if the rotation speed of the crankshaft falls below the threshold. In accordance with the schedule, spark plug is activated only during W�Roy UDC phase. In the first phase of the UDC spark plug is not activated due to low velocity, and in the third phase UDC it is not activated due to the transfer switch. As a result spark plug is activated for 3×20=60 seconds.

Fig.5 and 6 shows the comparison of CO emissions for ways to control the ignition spark in accordance with the present invention and for the second method. Fig.5 shows the raw emissions from the engine, and Fig.6 shows the purified CO emissions after the catalytic Converter.

On the chart shown in Fig.5, shows a curve 50 speed, the first curve 51 of the crude output and a second curve 52 of untreated emissions. The values are given in km/h and in grams per second WITH. Curve speed cycle contains four UD, which include, respectively, the first phase 53, the second phase 54 and the third phase 55. The first curve 51 untreated emission different from the second curve 52 untreated release into main emission peaks, and the peaks of the first curve of untreated emissions lower. The differences shown by distance 56.

On the chart shown in Fig.6, shows a curve 50' speed, the first curve 51' output and the second curve 52' release. The values are given in km/h and in grams per second WITH. As in Fig.5, the first curve 51' untreated emission different from the second curve 52' neojidannogo� emission emission peaks, moreover, the peaks of the first curve of untreated emissions lower. In addition, the emissions of the first curve 51' release during the second cycle UD also significantly lower. In the end, this leads to a significant reduction in emissions FROM when the spark plugs are heated in accordance with the present invention, compared with the second control method. This result persists despite the fact that in accordance with the second method of controlling a spark plug is also activated during the second phase of the cycle UD.

Fig.5, 6 shows that, in General, the untreated emissions are reduced when the cooling water and, therefore, the combustion chamber reaches its final temperature. In addition, in Fig.6 shows that the efficiency of the catalytic Converter is significantly improved when the combustion chamber is heated.

A result similar to the result illustrated in Fig.5, 6, obtained for emissions of NOx.

Fig.7 and 8 show the control algorithm igniting a candle in accordance with the present invention.

Fig.7 shows the activation of the spark plugs. This also applies to the activation of multiple lances that can be activated simultaneously or sequentially.

In step 60 of the decision is checked whether the speed of rotation of the crankshaft between the lower�m threshold v1_on and upper threshold v2_on. If Yes, then the next stage 61 of the decision is checked whether the flow of fuel between the lower threshold q1_on and upper threshold q2_on. If the speed of rotation of the crankshaft and the fuel flow are in the appropriate ranges, then in step 62, a timer, otherwise the stages 60, 61 decision again.

After turning the timer on the stages 63, 64 of the decision is checked again whether the rotation speed of the crankshaft and the inflow of fuel into their respective ranges. If Yes, then in step 65 is checked whether the time t_activate activation. Otherwise, in step 67, the timer is reset, and the algorithm returns back to step 60 of the decision. If, in step 65 the decision determined that the activation time is reached, then in step 65 spark plug is activated. Otherwise, the algorithm returns back to step 63 of the decision.

Fig.8 shows the deactivation of the spark plugs. This also applies to deactivate several of lances that can be activated simultaneously or sequentially.

In step 68 the decision is checked whether the time t_hold exposure. If Yes, then in step 69 of the decision is checked whether the speed of rotation of the crankshaft between the lower threshold v1_off and upper threshold v2_off. In step 70 takes� solution is checked if the flow of fuel between the lower threshold q1_off and upper threshold q2_off. If the speed of rotation of the crankshaft and the fuel flow are within corresponding ranges, the algorithm returns back to step 69 of the decision. Otherwise, in step 71, a timer.

In step 72 the decision is checked again whether the speed of rotation of the crankshaft between the lower threshold v1_off and upper threshold v2_off. In step 73 of the decision is checked again whether the flow of fuel between the lower threshold q1_off and upper threshold q2_off. If the speed of rotation of the crankshaft and the fuel flow are within their respective ranges, then in step 74, the timer is reset, and the algorithm returns back to step 69 of the decision. Otherwise, in step 75 is checked whether the time t_deactivate deactivation. If Yes, then in step 76 spark plug is deactivated. Otherwise, the algorithm returns back to step 72 of the decision.

The engine control unit may be based on data such as temperature of cooling water, is to take the decision to suspend the activation of the spark plugs. Otherwise, the stage 60 of the decision, shown in Fig.8, is performed after the deactivation of spark plugs 12.

In accordance with the present invention, the ranges for the flow�Liva and the speed of rotation of the crankshaft are determined by calibrating the upper and lower thresholds, which can be calibrated on site or in the workshop. After step 76 is deactivated, spark plug or spark plugs may remain empty during a given period of deactivation until then, until again repeats step 60.

Fig.9 shows the definition of the characteristic band 78 in the field of 79 input parameters. The characteristic band 78 is determined by the ranges [q1_on, q2_on] and [v1_on, v2_on]. The definition of ranges leads to the rectangular shape of the characteristic range, or, in the case of more than three input parameters, a multidimensional cube.

Fig.10 shows the definition of another characteristic band 78' in the field of input parameters, which is oval in shape. In the case of more conventional shape shown in Fig.10, checking the ranges [q1_on, q2_on] and [v1_on, v2_on] input parameters q and v must be replaced by checking whether the value of (q, v) within the characteristic range of 78'. Thus, for a typical shape characteristic of range 78' described above, the stages of decision making, such as the stages 60, 61, should be changed accordingly. As well as the range 78, range 78' forms a continuous range unlike several disjoint ranges.

1. A method of controlling the power supply to at least one at�screening the candle of the engine with compression ignition to reduce emissions after the catalytic Converter in the exhaust stream of the engine, characterized in that at least one spark plug is activated, if the set of at least two input values remains in the first characteristic range of the input parameters during at least a predetermined activation time, wherein the first characteristic range consists of one or more adjacent ranges of the area of the input parameters.

2. A method according to claim 1, characterized in that at least one spark plug deactivates if the set of at least two input values remains outside of the second characteristic range of the input parameters during at least a predetermined deactivation time, the second characteristic range consists of one or more adjacent ranges of the area of the input parameters.

3. A method according to claim 1 or 2, characterized in that the first characteristic range and the second characteristic range are the same.

4. A method according to claim 1, characterized in that the first characteristic range and the second characteristic range represent multidimensional cubes in the settings area.

5. A method according to claim 1, characterized in that the set of at least two input values contains the speed of rotation of the crankshaft and the inflow of fuel and air to the engine.

6. A method according to claim 1, characterized in that m�Nisha least one spark plug is activated, if at least the first input value exceeds a first activation threshold and the second input value exceeds the second activation threshold for at least the activation time.

7. A method according to claim 1, characterized in that at least one spark plug deactivate, if at least the first input value drops below the deactivation threshold, and the second input value falls below a second deactivation threshold for at least the time of deactivation.

8. A method according to claim 1, characterized in that after activation of at least one spark-plug indicated at least one spark plug remains activated for at least the time of exposure.

9. A method according to claim 1, characterized in that after deactivating at least one spark-plug indicated at least one spark plug remains deactivated during at least a predetermined period of deactivation.

10. A method according to claim 1, characterized in that at least one spark plug remains activated and subsequently deactivated after the temperature of the combustion chamber reaches the final value.

11. The spark-plug controller to activate and deactivate at least one spark-plug engine with compression ignition by a method according to any one of claims. 1-10.

12. �the engine with compression ignition, containing at least one spark plug and the spark-plug controller to control at least one igniting a candle according to claim 11.

13. The vehicle containing the engine with compression ignition according to claim 12.

14. Machine-readable medium containing program code for performing the method according to any one of claims. 1-10.



 

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FIELD: engines and pumps.

SUBSTANCE: invention relates to automotive industry, particularly, to diesels and can be used for control over diesel running on alternative fuels. Diesel runs on liquid hydrocarbon fuel and incorporates glow plug in combustion chamber of every cylinder. For its operation fuel is selected with cetane ratio of 22-45 and glow plug supply voltage is maintained with due allowance for selected fuel cetane ratio in compliance with linear relation: U=29-0.24×CR, where U is glow plug supply voltage, V, CR is selected fuel cetane ratio.

EFFECT: higher engine efficiency.

4 cl, 2 dwg, 2 tbl

FIELD: machine building.

SUBSTANCE: electric energy transferred to a spark plug (S) and the temperature of a combustion chamber are determined. The S temperature is forecast and the forecast S temperature is used to control the supply of electric energy to the S. The forecast S temperature is calculated basing on the numerical solution of the differential equation (DE) for the S temperature. The DE for the S temperature is non-linear one by the S temperature. The DE for the S temperature is deduced from the power balance equation comprising at least four members Pg, Pi, Pe, Pc, where Pg simulates the electric energy supplied to the S, Pi simulates the energy accumulated in the S per time unit, Pe simulates radiant energy per time unit, and Pc simulates heat energy per time unit, the heat energy is transferred by convection or thermal conductivity.

EFFECT: higher accuracy of temperature control.

14 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: invention can be used for reduction of emissions of toxic substances with the exhausted gases. The method consists in regulation of power supply of spark plug (SP) of diesel engine in view of at least two parameters, for example the rotation speed and fuel consumption. Also the switching on and off of one or several SPs depending on engine parameters, for example, combustion chamber temperature is provisioned. The device for implementation of the offered method is described.

EFFECT: increase of overall performance of catalysers.

14 cl, 10 dwg

FIELD: machine building.

SUBSTANCE: disclosed invention relates to power engineering, namely, to engine control method using glow plug, as well as to engine system. Disclosed is engine (10) control method, according to which performing burning in engine (10) cylinder and enabling combustion phase delay in cylinder, as well as performing increase of current, supplied to cylinder glow plug (68), depending on catalyst (70) temperature and engine (10) temperature. Also disclosed are engine control method and engine system.

EFFECT: invention allows to reduce amount of hydrocarbons emission from engine, increase combustion stability in engine, increase efficiency of catalyst and emissions toxicity reducing devices regeneration.

18 cl, 11 dwg

FIELD: engines and pumps.

SUBSTANCE: according to one example, the current which is provided to the glow plug can be controlled so as to contribute to the stability of combustion in the cylinder after the engine starts . Emissions of the hydrocarbons with the engine exhaust gases can be reduced, provided the stability of combustion in the cylinders.

EFFECT: improvement of the engine perfomance in the light-load conditions and reduction of toxic emissions after the engine reaches the heated state by providing an opportunity for the engine to delay the ignition phase while maintaining stability of combustion in the engine cylinders.

13 cl, 11 dwg

FIELD: engine devices and pumps.

SUBSTANCE: method of operation of a compression-ignition diesel engine comprises the following steps: to keep the state of the glow plug in response to rapidly following one after another stops and engine starts determined by a drop of an engine temperature. Activation of the glow plug is prevented after engine warm-up conditions in response to the engine which is subsequently automatically stopped and automatically starts for a predetermined period of time and selectively activates the mesh air intake heater which heats the contents coming into the engine cylinder in addition in response to the request of the automatic start of the engine, the glow plug is deactivated in response to the engine temperature and the mesh air intake heater is deactivated after deactivating the glow plug.

EFFECT: reduction of wear of glow plugs and improvement of emissions of an automatically started engine.

8 cl, 4 dwg

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