JPH11303696A - Output control device for combustion type heater - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine which promotes warm-up by introducing combustion gas of a combustion type heater into an intake system, without using an opening / closing valve or a valve control device in the intake passage, to supply the combustion gas to the intake passage. Combustion-type heater control that can be prevented from flowing upstream and that does not impair the startability of the internal combustion engine at low temperatures without using a warming device such as a glow plug even if the compression ratio is reduced Providing equipment. In an output control device of a combustion heater related to a combustion heater for introducing combustion gas into a main pipe of the engine in order to promote warming of the engine, an engine for determining whether the engine is rotating or not. The engine includes a rotation determination unit, and a heater operation start permission unit that permits the start of operation of the combustion type heater 17 only when the rotation of the engine 1 is determined to be rotating by the engine rotation determination unit.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output control device for a combustion type heater, and more particularly to an output control device for a combustion type heater for introducing combustion gas into an intake system of an internal combustion engine in order to promote warm-up of the internal combustion engine. .

[0002]

2. Description of the Related Art In an internal combustion engine, it is necessary to improve startability in cold weather and promote warm-up. For example, Japanese Patent Application Laid-Open No. 62-75069 discloses a technique for warming engine cooling water by using combustion heat generated by a vaporizing combustion heater attached to an intake passage of an internal combustion engine.

[0003] In this technique, the combustion type heater is operated before the internal combustion engine is started, and the operation of the combustion type heater is continued for a while after the start, thereby promoting warm-up.

[0004]

By the way, in the above-mentioned prior art, the reciprocating motion of the piston obtained before the start of the internal combustion engine, that is, before the rotation of the crankshaft by the starter motor or during the explosion stroke of the operation stroke of the internal combustion engine, occurs. Before rotating the crankshaft by itself, the on-off valve provided in the intake passage is closed so that the combustion gas emitted from the combustion type heater does not flow backward toward the upstream of the intake passage. By providing such a backflow prevention means, heat damage to, for example, an air cleaner, which is one of the intake system structures, located upstream of the intake passage can be prevented. However, in order to obtain this effect, in the technology described in the above publication,
The on-off valve and a valve control device for opening and closing the on-off valve are required. Therefore, the structure of the internal combustion engine is correspondingly complicated.

When the internal combustion engine is a diesel engine, the ignition method in the cylinder is set to a higher compression ratio than that of a gasoline engine, and a self-ignition method using compression heat is adopted. For this reason, in the operation stroke of the diesel engine, during the compression stroke to the explosion stroke, the pressure inside the cylinder of the diesel engine becomes extremely higher than that of the gasoline engine. Therefore, in order to withstand this high pressure, each mechanism of the diesel engine is made stronger than a gasoline engine. Therefore, diesel engines are
Generally, it is significantly heavier than a gasoline engine in terms of total weight.

[0006] However, due to the demands of the times, the weight reduction of diesel engines has been studied, but in that case, there is a problem that the startability of the internal combustion engine at low temperatures is reduced. Therefore, in order to cope with this, the capacity of a glow plug provided in the main body of the diesel engine or the capacity of a heating device such as a so-called electric intake heater is increased. However, in that case, power consumption is increased and a large capacity battery is required, which is not preferable.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides an internal combustion engine in which the combustion gas of a combustion type heater is introduced into an intake system of the internal combustion engine to promote warm-up. Even without an on-off valve or valve control device in the passage, the combustion gas emitted by the combustion heater can be prevented from flowing upstream of the intake passage, and even if the compression ratio is reduced, a large capacity battery is not used. It is another technical object of the present invention to provide a combustion heater output control device capable of preventing the startability of an internal combustion engine at low temperatures from being impaired.

[0008]

In order to solve the above problems, an output control device for a combustion type heater according to the present invention introduces combustion gas into an intake system of the internal combustion engine in order to promote warm-up of the internal combustion engine. The output configuration of the combustion heater related to the combustion heater has the following configuration.

That is, (1) the engine rotation determining means for determining whether or not the internal combustion engine is rotating, and the combustion is performed only when the engine rotation determining means determines that the internal combustion engine is rotating. And a heater operation start permitting means for permitting the start of operation of the type heater.

[0010] Here, "rotation of the internal combustion engine" means that the crankshaft rotates. The rotation of the crankshaft by the starter motor and the reciprocation of the piston obtained during the explosion stroke during the operation stroke of the internal combustion engine. Rotation of the crankshaft due to the movement.

The "engine rotation determining means" is a computer, that is, a flow chart for determining whether or not the internal combustion engine is rotating, which is stored in a read-only memory ROM of an electronic control unit (ECU) of the engine. Say.

The "heater operation start permitting means" is one of the steps constituting a flow chart for permitting the start of operation of the combustion type heater, which is stored in the read-only memory ROM. Is a determination step for determining (2) It is preferable that the rotation determination by the engine rotation determination means be performed at the time of cranking the internal combustion engine.

Here, "at the time of cranking" means that the engine itself uses the crankshaft due to the reciprocating motion of the piston obtained during the explosion stroke of the operation stroke of the internal combustion engine from the start of rotation of the crankshaft by the starter motor of the internal combustion engine. Means the period until the start of rotation.

In the output control device for a combustion type heater according to the present invention, the operation of the combustion type heater is started by the heater operation start permitting unit only when the engine rotation determination unit determines that the internal combustion engine is rotating. forgiven. That is, the combustion type heater does not operate unless the rotation determination is made by the engine rotation determination means, so that no combustion gas is emitted from the combustion type heater before the rotation of the crankshaft. In other words, the combustion gas is emitted from the combustion heater only after the rotation of the crankshaft. Therefore, before the rotation of the crankshaft, even if the combustion gas emitted by the combustion heater flows backward toward the upstream of the intake passage, the combustion gas itself is not used. I can't because there's no.
Therefore, heat damage is not exerted on, for example, an air cleaner which is one of the intake system structures located on the upstream side of the intake passage.

Further, in preventing heat damage, there is no need to provide an on-off valve or a valve control device in the intake passage, so that the structure can be extremely simplified.

Further, since the combustion gas exits the combustion heater when the internal combustion engine is rotating, in that case, the combustion gas of the combustion heater always flows toward the cylinder of the internal combustion engine. Moreover, the combustion gas temperature emitted by the combustion heater is considerably higher than that of the glow plug or the electric intake heater described in the section of the prior art. Therefore, by injecting the high-temperature exhaust gas of the combustion heater into the internal combustion engine, the in-cylinder temperature at the time of low-temperature start can be sufficiently increased. As a result, even if the warming device such as the glow plug is not required, the startability of the engine can be improved. Therefore, even if the compression ratio is reduced, the startability of the internal combustion engine at a low temperature can be prevented from being impaired without using a large capacity battery.

[0017]

Embodiments of the present invention will be described below with reference to the accompanying drawings. <Overall Description of Apparatus> An overall description of the apparatus will be given with reference to FIG.

The diesel engine 1 as an internal combustion engine is of a water-cooled type, and includes an engine body 3, an intake device 5 for feeding air required for combustion into a plurality of cylinders (not shown) of the engine body 3, and a mixing device in the cylinder. The vehicle includes an exhaust device 7 that emits exhaust gas after combustion of the air into the atmosphere, and a vehicle interior heater 9 that warms the interior of a vehicle on which the engine 1 is mounted.
Further, the engine 1 is provided with a cooling water pump (not shown) for flowing engine cooling water into a cooling water circulation passage 10 described below using the rotational force of a crankshaft (not shown) as a drive source. <Description of Device Components> (Engine Body 3) The engine body 3 includes a water jacket, which is a cooling water passage (not shown) through which cooling water circulates. Then, starting from the water jacket, the combustion type heater 17 and the engine body 3 belonging to the intake device 5 via the water pipes W1, W2 and W3.
Cooling water circulation passage 1 circulating between exterior cabin heaters 9
0 is formed. Further, before the engine itself rotates the crankshaft by the so-called complete explosion, that is, by the reciprocating motion of the piston obtained during the explosion stroke in the operation stroke of the internal combustion engine, the crankshaft is not shown as is well known. It is rotated by a starter motor.
The period between the start of rotation of the crankshaft by the starter motor and the start of rotation of the crankshaft by the engine itself is called cranking. (Intake device 5) The intake device 5 uses an air cleaner 13 that takes in fresh air into a cylinder as a start end of the intake device 5.
A compressor 15a of a turbocharger 15, which is an intake system structure, a combustion heater 17, and an intercooler 19, are provided between the air cleaner 13 and an intake port (not shown) of the engine body 3, which is the end of the intake device 5.
And an intake manifold 21.

These intake system structures belong to an intake pipe 23 having a plurality of connecting pipes. (Intake pipe 23) The intake pipe 23 is connected to the compressor 15a so that the outside air entering the intake device 5 is separated from the compressor 15a.
Thus, the downstream connecting pipe 27 is forcibly pushed into the pressurized state, and the upstream connecting pipe 25 which is not forcibly pushed. (Upstream Connection Pipe 25) The upstream connection pipe 25 is a rod-shaped main pipe 29 extending straight from the air cleaner 13 toward the compressor 15a, and a heater as a branch pipe connected to the main pipe 29 in a bypass shape. And a branch pipe 31. (Branch 31 for heater) The branch 31 for heater includes the combustion type heater 17 in the middle thereof, connects the upstream side portion of the combustion type heater 17 in the air flow direction with the main flow tube 29, and Combustion (exhaust) gas that connects the air supply passage 33 that supplies fresh air, that is, air, to the combustion heater 17, the downstream portion of the combustion heater 17 in the direction of air flow, and the main pipe 29 and that exits from the combustion heater 17. And a combustion gas discharge path 35 for discharging the gas to the main pipe 29. In addition,
The air relating to the heater branch pipe 31 means not only the fresh air a1 entering the heater branch pipe 31 via the air cleaner 13 but also the combustion gas a2 flowing out of the firing type heater.
Also means. The combustion gas of the sintering heater is a gas that has almost no smoke, in other words, does not contain carbon.
Therefore, there is no problem in using it as intake air for an internal combustion engine.

The connection point c1 of the air supply path 33 and the connection point c1 of the combustion gas discharge path 35 with the main pipe 29 is located on the upstream side of the main pipe 29 from the connection point c2. . Therefore, the air cleaner 13
A1 from the heater branch pipe 3 at the connection point c1.
The main pipe 29 is divided into the air a1 which branches to 1 and the air a1 'which goes to the connection point c2 without branching. At the connection point c2, the combustion type heater 17 branches off at the connection point c1.
The air a2 that has been used as the combustion gas by the combustion of the air and the fresh air a1 ′ that has not branched off at the point c1 merge into the combustion gas mixed air a3.

The air a1 branched at the connection point c1 returns to the main pipe 29 as air a2 from the connection point c2 via the air supply path 33, the combustion heater 17 and the combustion gas discharge path 35. Since the air a2 returning to the main pipe 29 is a combustion gas having heat generated by the combustion of the combustion heater 17, this gas is returned to the main pipe 29 to be connected to the air a1 'which has not branched. When it joins at the point c2 to become the combustion gas mixed air a3, as a result, the combustion gas mixed air a3
Is high-temperature intake air that enters the engine body 3.

In FIG. 1, the downstream connecting pipe 27
Is the compressor 15a and the intake manifold 21
The tube shown in FIG. 1 has an L-shape. An intercooler 19 is arranged at a position near the intake manifold 21.

(Exhaust Device 7) On the other hand, the exhaust device 7 has an exhaust port (not shown) of the engine body 3 as a start end of the exhaust device 7, and an exhaust manifold 37, between the exhaust port 7 and the muffler 41 at the end of the exhaust device 7. The turbine 15 b of the turbocharger 15 and the exhaust catalyst 39 are connected to an exhaust pipe 42.
Have prepared above. Since these are well known and do not directly relate to the present invention, the description will be omitted. The air flowing through the exhaust device 7 is denoted by a4
Indicated by (Combustion type heater 17) The structure of the firing type heater 17 will be described with reference to FIG.

The combustion type heater 17 is connected to the water jacket of the engine body 3 through a water pipe W1, and the combustion type heater 17 has a cooling water passage 17a through which cooling water from the water jacket passes. Have.

The cooling water flowing through the cooling water passage 17a (indicated by a broken line arrow in the figure) passes around a combustion chamber 17d, which is a combustion section formed inside the combustion type heater 17, and passes therethrough. The heat is received by the heat from the combustion chamber 17d. This will be described in detail in order.

The combustion chamber 17d includes a combustion tube 17b as a combustion source for emitting a flame, and a cylindrical partition wall 17c that covers the combustion tube 17b to prevent the flame from leaking to the outside. By covering the combustion cylinder 17b with the partition wall 17c, the combustion chamber 1
7d is defined in the partition wall 17c. And this partition 17
c is also covered with the outer wall 43a of the combustion chamber main body 43 of the combustion type heater 17, and there is a space between them. By providing this space, the cooling water passage 17a is formed between the inner surface of the outer wall 43a and the outer surface of the partition wall 17c.

The combustion chamber 17d is connected to the air supply passage 3
3 and an air discharge port 17d2 directly connected to the combustion gas discharge path 35, respectively.

The air a1 flowing from the air supply path 33
When the air enters the combustion chamber 17d from the air supply port 17d1, the air flows through the combustion chamber 17d to reach the exhaust discharge port 17d2, and then flows through the combustion gas discharge path 35 into the main pipe 29 as the air a2 as described above. enter. Therefore, the combustion chamber 17d is in the form of an air passage through which the air a1 changed by combustion passes through the air a2 in the combustion type heater 17.

Then, after the combustion type heater 17 burns,
Air a returning to the main pipe 29 via the combustion gas discharge passage 35
Numeral 2 refers to the exhaust gas emitted from the combustion heater 17, so to speak, has heat. Until the heated air a2 exits the combustion heater 17, the heat of the air a2 is transmitted to the cooling water flowing through the cooling water passage 17a through the partition wall 17c, and the cooling is performed as described above. Warm the water. Therefore, the combustion chamber 17d is also a heat exchange passage.

The combustion cylinder 17b is provided with a fuel supply pipe 17e connected to a fuel pump (not shown), and supplies the fuel for combustion to the combustion cylinder 17b by receiving the pump pressure of the fuel pump therefrom. The supplied combustion fuel is vaporized in the combustion heater 17 to become vaporized fuel, and the vaporized fuel is ignited by an ignition source (not shown).

The air supply passage 33 and the combustion gas discharge passage 3
5 is used only for the combustion type heater 17. Therefore, they belong to the combustion heater 17. (Cooling water circulation) Next, the cooling water circulation will be described.

The cooling water passage 17a is provided with a cooling water inlet 17a1 connected to the water jacket of the engine body 3.
And a cooling water discharge port 17a2 connected to the vehicle interior heater 9.

The cooling water inlet 17a1 is connected to the engine body 3
The cooling water discharge port 17a2 is connected to the vehicle interior heater 9 via the water pipe W2. These water pipes W1
The combustion heater 17 is connected to the water jacket of the engine body 3 and the vehicle interior heater 9 via W2 and W2. Also, the heater 9 for the passenger compartment and the engine body 3
Are also connected via a water pipe W3.

By connecting the engine body 3, the combustion type heater 17, and the vehicle interior heater 9 using the water pipes W1, W2, and W3 in this manner, the cooling water in the water jacket of the engine body 3 is cooled. , The cooling water circulation passage 10 is formed in the following order, and returns to the water jacket again and repeats the above.

The circulation of the cooling water will be described in detail. The cooling water flows from the water jacket to the combustion heater 17 from the cooling water inlet 17a1 via the water pipe W1.
There they are warmed.

The cooling water warmed in the above-described manner reaches the vehicle interior heater 9 from the cooling water discharge port 17a2 of the combustion type heater 17 via the water pipe W2.

Then, the cooling water is subjected to heat exchange in the vehicle interior heater 9 and its temperature is lowered, or, if the operation of the vehicle interior heater 9 is stopped, the cooling water passes without heat exchange. , And returns to the water jacket via the water pipe W3. (Other components of the combustion chamber main body 43)
3 includes a blower fan 45 and a central processing controller (CPU) 47 that exclusively controls operation of the combustion heater 17 that is separate from an engine electronic control unit (ECU) 46. If the combustion heater 17 is controlled by a CPU (not shown) of the ECU 46, the combustion heater 1
The CPU 47 may be omitted. The output state of the combustion heater 17 is transmitted to the ECU 46 as an output signal. (ECU 46 and related members electrically connected thereto) The ECU 46 includes various sensors such as an outside air temperature sensor, a combustion gas temperature sensor, a rotation speed sensor, and a water temperature sensor (not shown), a blower fan 45 and a fuel pump (not shown). And the CPU 47 are electrically connected to each other. In addition, the opening of the accelerator pedal (not shown), the engine intake air amount, and the start of the starter motor are input to the ECU 46 as input signals, and the ECU 46 determines them comprehensively. An output control signal for controlling the output of the combustion heater 17 based on this determination is sent from the ECU 46 to the combustion heater 1.
Send to 7. Further, the engine body 3
An output signal for optimizing the fuel injection amount and the injection timing of the fuel injection device that injects fuel toward the cylinder is output.

Then, the CPU 47 of the combustion type heater 17 operates according to each parameter of the various sensors, thereby controlling the combustion state of the combustion type heater 17. In other words, the CPU 47 controls the momentum, the size, the temperature, and the like of the flame of the combustion type heater 17, and controls the temperature of the exhaust gas (combustion gas) of the combustion type heater 17 by this control.

The read-only memory ROM (not shown) of the ECU 46 stores the flowcharts shown in FIGS. 3 and 4, respectively.

Next, a description will be given based on these flowcharts.

(Flowchart of Engine Rotation Determination Means) The processing in the flowchart of FIG. 3 functions as engine rotation determination means for determining whether or not the internal combustion engine is rotating as a whole. Therefore, the processing in the flowchart of FIG. 3 is hereinafter referred to as engine rotation determination means.

This flowchart is composed of steps 101-101.
It consists of step 104. All operations in the following procedure including the case of the flowchart of FIG.
No. 6. Then, using the symbol S, for example, if it is step 101, it is abbreviated as S101.

In S101, it is determined whether or not the starter motor has started (ON state), that is, whether or not the crankshaft is rotating.

If an affirmative determination is made in S101, the next S1
The process proceeds to 02, and if a negative determination is made, the process proceeds to S103.

In S102, the crankshaft rotation flag F1 is set to "1" on the premise that the crankshaft is rotating. Setting the crankshaft rotation flag F1 to “1” is denoted by the symbol “F1 ←
1 ". The meaning of the process “F1 ← 1” is
Regardless of whether the crankshaft is rotated by the starter motor or by the reciprocating motion of the piston obtained during the explosion stroke of the internal combustion engine, if the crankshaft is rotating anyway, the flag F1 is set to "1" regardless of the means. Is to set.

In S103, the ignition switch is turned off using the symbol "IG OFF?"
F state), that is, whether or not the crankshaft is rotating is determined.

If a positive determination is made in S103, the next S1
The routine proceeds to 04, and if a negative determination is made, this routine ends.

In S104, the crankshaft rotation flag F1 is set to "0". Note that setting the crankshaft rotation flag F1 to “0” is represented by the symbol “F1 ←
0 ". After executing the processing in S104, this routine ends. According to this flowchart, if the crankshaft rotation flag F1 is set to "1", the starter motor may be used to determine whether the internal combustion engine is rotating the crankshaft due to the reciprocating motion of the piston obtained during its explosion stroke. Regardless of whether the crankshaft is rotating, it is determined that the internal combustion engine is rotating, regardless of the means for rotating the crankshaft, as long as the crankshaft is put in a rotating state anyway. On the other hand, when the crankshaft rotation flag F1 is set to “0”, it is determined that the internal combustion engine is not rotating based on the fact that the crankshaft is not in a rotating state.

(Flowchart Showing Operation Control Routine of Combustion Heater 17) Next, a flowchart shown in FIG. 4 controls ignition and combustion of the combustion heater 17.

This flowchart is composed of steps 201-201.
It consists of step 209.

In S201, it is determined whether or not the crankshaft rotation flag F1 described in FIG. 3 is "1" by using the equation symbol "F1 = 1?". If a positive determination is made, S2
02, and if a negative determination is made, the process proceeds to S207.

In S202, among several factors used as a guide for determining whether to operate the combustion heater 17, for example, whether the engine coolant temperature THW is lower than a predetermined temperature THW0 is determined by the inequality symbol "THW <THW0?" Is determined using If an affirmative determination is made in S202, the process proceeds to S203, and if a negative determination is made, the process proceeds to S207.

At S203, the combustion type heater ignition flag F2
Is determined using the equation symbol “F2 = 1?”. If the determination is affirmative, the process proceeds to S204, and if the determination is negative, the process proceeds to S205.

In step S204, combustion is performed to produce a flame in the combustion chamber 17d of the combustion type heater 17, and the momentum such as the size of the flame is controlled. The control of these flames is collectively called combustion control, and then this routine is terminated.

In step S205, the ignition process of the combustion type heater 17, that is, the process of generating a fire in the combustion type heater 17 is performed, and this is indicated by using the word "ON control".

At S206, the combustion type heater ignition flag F2
Is set to “1” by using a symbol “F2 ← 1”. The meaning of the process “F2 ← 1” means that if the combustion heater 17 is in the ignition state, that is, if the process in S205 is completed, “1” is set to the flag F2. After the processing in S206 is completed, this routine ends.

The process returns to S201. In the next step S207, in the case where a negative determination is made in S201, the same processing as in S203 is performed, and it is determined whether or not the combustion type heater ignition flag F2 is 1 by using the equation symbol “F2 = 1?”. If an affirmative determination is made, the process proceeds to S208, and if a negative determination is made, this routine ends.

In step S208, a process for stopping the operation of the combustion heater 17 is performed, and this process is indicated by using the word "OFF control".

In step S209, the combustion type heater ignition flag F2
Is set to “0” using the symbol “F2 ← 0”. The meaning of the process of “F2 ← 0” means that the operation of the combustion type heater 17 is stopped, that is, S2
When the process in 08 is completed, "0" is set to the flag F2. After the processing in S206 is completed,
This routine ends.

From the description of the flowchart for controlling the ignition and combustion of the combustion type heater 17 shown in FIG. 4, the combustion type only when the rotation of the engine 1 is determined by the flowchart of FIG. Heater 1
7, the heater operation start permitting means for permitting the start of operation
It can be said that it is 201. Therefore, hereafter S20
The processing in 1 is referred to as heater operation start permitting means. <Operation and Effect of Embodiment> Next, the operation and effect of the output control device for a combustion heater according to the embodiment will be described.

In the output control device of the combustion type heater, the operation start of the combustion type heater 17 is permitted by the heater operation start permitting unit only when the engine rotation determination unit determines that the engine 1 is rotating. That is, the combustion heater 17 does not operate unless the rotation determination is made by the engine rotation determination means, so that no combustion gas is emitted from the combustion heater 17 before the rotation of the crankshaft. In other words, the combustion gas is emitted from the combustion heater 17 only after the rotation of the crankshaft. Therefore, before the rotation of the crankshaft, the combustion gas of the combustion heater 17 tends to flow backward toward the upstream of the main pipe 29. Can't because there is no such thing. Therefore, heat damage to the air cleaner 13 located on the upstream side of the main pipe 29 can be prevented.

In order to prevent heat damage, it is not necessary to provide an on-off valve and a valve control device in the intake system unlike the prior art, so that the structure of the intake system can be extremely simplified.

Further, since the combustion gas exits from the combustion type heater 17 when the engine 1 is rotating,
In that case, the combustion gas of the combustion heater 17 always flows toward the cylinder of the engine 1. Moreover, the output of the combustion gas temperature from the combustion heater 17 is considerably higher than that of the glow plug or the electric intake heater described in the section of the prior art. Therefore, by injecting the high-temperature exhaust gas from the combustion heater 17 into the cylinder, the in-cylinder temperature at the time of low-temperature start can be sufficiently increased. As a result, even if the warming device such as the glow plug is not required, the startability of the engine can be improved. Therefore, even if the compression ratio is reduced, the startability of the internal combustion engine at a low temperature can be prevented from being impaired without using a large capacity battery.

[0064]

As described above, according to the present invention, in the internal combustion engine in which the combustion gas of the combustion type heater is introduced into the intake system of the internal combustion engine to promote warm-up, the opening / closing valve is provided in the intake passage. Even without a valve control device, the combustion gas emitted by the combustion heater can be prevented from flowing toward the upstream of the intake passage. The startability of the internal combustion engine can be prevented from being impaired.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an output control device of a combustion heater according to an embodiment of the present invention.

FIG. 2 is a schematic sectional view of a combustion type heater.

FIG. 3 is a flowchart for determining whether or not the internal combustion engine according to the embodiment of the present invention is rotating;

FIG. 4 is a flowchart showing an operation control routine of an output control device for a combustion heater according to the embodiment of the present invention;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine) 3 ... Engine body 5 ... Intake device 7 ... Exhaust device 9 ... Heater for vehicle interior 10 ... Cooling water circulation passage 13 ... Air cleaner 15 ... Turbocharger 15a ... Compressor 15b ... Turbocharger turbine 17 ... Combustion type Heater 17a Cooling water passage 17a1 Cooling water inlet 17a2 Cooling water outlet 17b Combustion cylinder 17c Cylindrical partition wall 17d Combustion chamber 17d1 Air supply port 17d2 Exhaust discharge port 17e Fuel supply pipe DESCRIPTION OF SYMBOLS 19 ... Intercooler 21 ... Intake manifold 23 ... Intake pipe 25 ... Upstream connection pipe 27 ... Downstream connection pipe 29 ... Main pipe 31 ... Heater branch pipe 33 ... Air supply path 35 ... Combustion gas discharge path 37 ... Exhaust manifold 39 ... exhaust catalyst 41 ... muffler 42 ... exhaust pipe 43 ... combustion chamber body 43a ... outside 45 ... Blower fan 46 ... ECU 47 ... CPU c1 ... Connection point between the air supply path 33 and the main pipe 29 c2 ... Connection point between the combustion gas discharge path 35 and the main pipe 29 ROM ... Read only memory W1 ... Water pipe W2 ... Water line W3 ... Water line a1 ... Outside air (fresh air) entering the main flow pipe 29 from the air cleaner 13 a1 '... Air flowing to the main flow pipe 29 toward the connection point c2 without branching at the connection point c1 a2 ... Air that has been subjected to combustion and has become combustion gas a3 ... Air mixed with combustion gas a4 ... Exhaust gas of engine 1

Claims (2)

[Claims] 1. An output control device for a combustion type heater related to a combustion type heater for introducing a combustion gas into an intake system of the internal combustion engine in order to promote warm-up of the internal combustion engine. Engine rotation determining means, and heater operation start permitting means for permitting the start of operation of the combustion type heater only when it is determined that the internal combustion engine is rotating as determined by the engine rotation determining means. An output control device for a combustion-type heater. 2. The output control device for a combustion-type heater according to claim 1, wherein the rotation determination by the engine rotation determination unit is performed when the internal combustion engine is cranked.