EP1497540B1 - Procede permettant de commander et/ou de reguler un systeme de refroidissement d'un moteur a combustion interne d'un vehicule automobile - Google Patents

Procede permettant de commander et/ou de reguler un systeme de refroidissement d'un moteur a combustion interne d'un vehicule automobile Download PDF

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Publication number
EP1497540B1
EP1497540B1 EP03746236A EP03746236A EP1497540B1 EP 1497540 B1 EP1497540 B1 EP 1497540B1 EP 03746236 A EP03746236 A EP 03746236A EP 03746236 A EP03746236 A EP 03746236A EP 1497540 B1 EP1497540 B1 EP 1497540B1
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EP
European Patent Office
Prior art keywords
coolant
internal combustion
combustion engine
predefinable
cooling system
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.)
Expired - Lifetime
Application number
EP03746236A
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German (de)
English (en)
Other versions
EP1497540A1 (fr
Inventor
Karsten Mann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Priority claimed from DE2003116017 external-priority patent/DE10316017A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1497540A1 publication Critical patent/EP1497540A1/fr
Application granted granted Critical
Publication of EP1497540B1 publication Critical patent/EP1497540B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/30—Engine incoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/36—Heat exchanger mixed fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/52—Heat exchanger temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the invention relates to a method for controlling and / or regulating a cooling system of an internal combustion engine of a motor vehicle, in which a coolant is circulated by a coolant pump and in which the coolant flows outside the internal combustion engine at least through a cooler branch and through a bypass branch.
  • the invention further relates to a control and / or regulation of a cooling system of an internal combustion engine of a motor vehicle, with a coolant pump for circulating a coolant and with at least one radiator branch and a bypass branch, can flow through the coolant outside of the internal combustion engine.
  • a cooling circuit for an internal combustion engine of a motor vehicle usually include a heat source to be cooled (the internal combustion engine), which is cooled by means of a coolant by free or forced convection.
  • the temperature difference across the heat source is dependent on the heat input and the size of the coolant flow, while the absolute temperature of the coolant is determined by the heat input of the heat source, the heat removal via recirculating coolers and the heat capacities of the materials.
  • z. B the possibility of a demand-driven control or regulation of the engine cooling system with the aim to reduce fuel consumption and emissions or to comply with emission limits and also to increase comfort.
  • critical limits of the component load must not be exceeded.
  • a particularly critical component here is z. B. the cylinder head temperature.
  • the invention has for its object to provide a flexible control and / or regulation of the coolant flows in a cooling system of an internal combustion engine of a motor vehicle.
  • the object is achieved by a method for controlling and / or regulating a cooling system of an internal combustion engine of a motor vehicle, according to claim 1.
  • the coolant flows can be given in a particularly flexible manner in the method according to the invention.
  • One measure provides that a desired temperature of the coolant is set by means of a presettable actuation of the control and / or regulating means.
  • the inventive method used to set a coolant target temperature in a particularly flexible manner.
  • Another development provides that by means of the control and / or regulating means a predeterminable total coolant flow is set.
  • the method according to the invention furthermore makes it possible, independently of the boundary condition of the predetermined total coolant flow, to set a specifiable mixing ratio of the coolant flows through the radiator and bypass branch by means of the control and / or regulating means. In other words, it is possible to simultaneously set a certain total coolant flow and a mixing ratio of the coolant flows between the radiator and the bypass branch.
  • the mixing ratio is the control value for motor temperature control).
  • the object is further achieved by a control and / or regulation of a cooling system of an internal combustion engine of a motor vehicle, having the features according to claim 8.
  • control and / or regulation according to the invention has the same advantages as the method according to the invention.
  • FIG. 1 shows an example of a conventional cooling system.
  • an internal combustion engine 1 is traversed by a coolant.
  • the coolant flows out via a line 2 from the internal combustion engine 1 and flows through a three-way radiator valve 3, via a bypass branch 4, a coolant pump 5 and a line 6 back into the internal combustion engine 1.
  • a portion of the coolant starting from the three-way radiator valve 3, over a line 7 to a radiator 8, from there via a line 9 and also via the coolant pump 5 and line 6 back to the internal combustion engine. 1
  • the coolant leaves the internal combustion engine 1 via a line 10 and flows from there via a heating valve 11, a line 12, a heating heat exchanger 13, a line 14, the coolant pump 5 and line 6 back to the internal combustion engine 1.
  • the line 10, the Heating valve 11, the line 12, the Schuungstrermübertrager 13 and the line 14 form a heating branch.
  • FIG. 1 Furthermore, three temperature sensors are shown, which detect the temperatures at certain points of the cooling system. These are the temperature sensor 15, which detects the temperature in line 2, the temperature sensor 16, which detects the temperature in line 6, and the temperature sensor 17, which detects the temperature in line 9.
  • the temperature sensor 15 thus detects the temperature at an output of the internal combustion engine 1.
  • the temperature sensor 16 thus detects the temperature at an input of the Internal combustion engine 1
  • the temperature sensor 17 thus detects the temperature of the coolant at an outlet of the radiator fan 8.
  • FIG. 2 shows a cooling system according to the invention.
  • the three-way radiator valve 3 shown there is replaced by two separate valves 3a and 3b.
  • a cooler valve 3a is inserted into the line 7, whereby the line 7 is divided into two sub-lines 7a and 7b.
  • a bypass valve 3b has been inserted, whereby the conduit 4 is divided into the parts 4a and 4b.
  • the cooler valve 3, the partial lines 7a, 7b, the radiator 8 and the line 9 form a cooler branch.
  • the bypass valve 3 and the sub-lines 4a, 4b form a bypass branch.
  • the desired mixing ratio and the total nominal coolant flow can be set. If necessary, it must be assumed in this case that all the other branches short-circuiting the coolant pump 5 can likewise be disconnected, for example the heating branch 10-14.
  • the desired mixing ratio between the radiator branch 3, 7a, 7b, 8, 9 and the bypass branch 3b, 4a, 4b as well as on the determination of the total coolant flow through the entire cooling system is not discussed in the context of this invention, since this is not relevant to the essence of the invention and this data can be determined in a separate thermal management process management.
  • FIG. 3a shows a first embodiment of the method according to the invention. Here, it is shown schematically how from the desired mixing ratio and the total target coolant flow, the corresponding positions of the two valves 3a and 3b after FIG. 2 be determined.
  • the operating point of the coolant pump 5 is determined as a function of the rotational speed n of the internal combustion engine 1, and the desired hydraulic system resistance R is determined as a function of the total target coolant flow Vp by means of a first characteristic map 31.
  • This desired hydraulic system resistance R and a desired mixing ratio MV are the inputs of the second and third maps 32, 33. From the second map 32 out the cooling valve 3a and from the third map 33 out the bypass valve 3b is driven. Accordingly, signals are obtained from the two characteristic diagrams 32, 33 which correspond to the desired positions of the valves 3a, 3b.
  • FIG. 3b shows the same embodiment in a different representation.
  • a first step 34 the input variables setpoint mixing ratio MV, total setpoint coolant flow Vp and rotational speed n of the internal combustion engine 1 are detected. Based on these input data, the hydraulic total resistance R of the cooling system is determined in a step 35 by means of the total target coolant flow Vp and the rotational speed n. This total hydraulic resistance R is transmitted to step 36, wherein, based on the desired mixing ratio MV and the total target refrigerant flow Vp drive quantities for the cooling valve 3a and the bypass valve 3b are determined. Finally, in the final step 37, the radiator valve 3a and the bypass valve 3b are activated accordingly.
  • the first map 31 for determining the desired hydraulic resistance R and optionally the second and third maps 32, 33 can be generated automatically during the application of the internal combustion engine.
  • the map of the coolant pump 5 must be known, which indicates the pressure difference across the pump dependence of the coolant flow and the pump or engine speed.
  • the hydraulic resistances of the components should be known. In the case of the pump map, a hydraulic resistance can be clearly found for each data pair of coolant flow and speed.
  • the respective valve or throttle body position must be stored in the respective map depending on the desired mixing ratio and the desired hydraulic resistance.
  • a hydraulic equivalent resistance R of the cooling system can be determined by means of a hydraulic network analogous to electrical engineering, as long as the hydraulic resistances of the components and the resistance characteristics of the valves 3a, 3b are known.
  • FIG. 1 An example of such a hydraulic network according to the invention is shown in FIG.
  • the individual resistances of the components add up analogously to an electrical circuit for total resistance. This results in the system characteristic.
  • the sought total coolant flow of the cooling system through the coolant pump 5 then results from the intersection of the pump curve with the system curve.
  • FIG. 4 illustrated: the hydraulic resistance 41 of the internal combustion engine 1, the hydraulic resistance 42 of the heating branch 10-14, the hydraulic resistance 43 of a cylinder head, not shown in detail, contained in the internal combustion engine 1, the hydraulic resistance 44 of the bypass valve 3b, the hydraulic resistance 45 of the bypass branch 4a, 4b without the bypass valve 3b, the hydraulic resistance 46 of the radiator valve 3a and the hydraulic resistance 47 of the remaining radiator branch 7a, 7b, 8, 9 without the radiator valve 3a.
  • the hydraulic resistors 44, 45 of the bypass valve 3b and the remaining bypass branch 4a, 4b are connected in series. This series circuit is in turn connected in parallel to the series circuit of hydraulic resistance 46 of the radiator valve 3a and hydraulic resistor 47 of the remaining radiator branch 7a, 7, 8, 9.
  • FIG. 5 shows characteristics to determine the desired hydraulic resistance.
  • Vp On the horizontal axis coolant flows Vp are shown, while on the vertical axis pressure differences dp are shown.
  • n1, n2 and n3 pump characteristics 51, 52, 53 are respectively shown.
  • system characteristic curve 54 which results (in the case of turbulent flow) from the multiplication of the hydraulic resistance R by the square of the coolant flow Vp.
  • the system characteristic 54 represents a parabola, where the pressure difference dp is a function of the square of the refrigerant flow Vp, where the square of the refrigerant flow Vp is linked to the hydraulic resistance R as a factor.
  • the slope of the system characteristic curve 54 thus becomes smaller and finally results in a system-dependent minimum hydraulic resistance R sys min, the dependence of which on the coolant flow Vp is provided with the reference number 55. If, on the other hand, the hydraulic resistance R increases, the system characteristic curve 54 will increase in size, and the system characteristic curve 54 would continue to shift in the direction of the vertical axis. Knowing the current speed n of the internal combustion engine 1 and a desired total desired coolant flow Vp can thus be determined from the intersection of the sought coolant flow Vp with the corresponding pump curve 51-53 the desired system characteristic, from which the sought hydraulic resistance R can be determined. For example, in the illustration after FIG.
  • the illustrated method according to the invention can be integrated, for example, in a control unit of a motor vehicle, which additionally assumes, for example, the task of controlling the internal combustion engine 1.
  • the functional relationships shown may, for. B. be represented by corresponding mathematical functions, a multi-dimensional map or by multiple maps in the engine control unit.
  • the for the application required data are easily measurable, but should also be known or made known in the context of cooling system dimensioning by the vehicle manufacturer or by the component supplier.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (8)

  1. Procédé de commande et/ou de régulation d'un système de refroidissement d'un moteur à combustion interne (1) d'un véhicule automobile selon lequel,
    un agent de refroidissement circule avec une pompe d'agent de refroidissement (5) et traverse à l'extérieur du moteur à combustion interne (1) au moins une branche de radiateur (3a, 7a, 7b, 8, 9) et une branche de dérivation (3b, 4a, 4b),
    - des moyens de commande et/ou de régulation assure indépendamment l'étranglement d'un courant d'agent de refroidissement à travers la branche du radiateur (3a, 74a, 7b, 8, 9) et d'un courant d'agent de refroidissement à travers la branche de dérivation (3b, 4a, 4b),
    caractérisé en ce que
    - à l'aide des moyens de commande et/ou de régulation, on règle un débit global prédéterminé (Vp) de l'agent de refroidissement,
    - à l'aide des moyens de commande et/ou de régulation, on règle un rapport de mélange prédéfini entre les courants d'agent de refroidissement à travers le radiateur et dans la branche de dérivation (3a, 7a, 7b, 8, 9; 3b, 4a, 4b),
    - partant du débit total prédéfini (Vp) d'agent de refroidissement, du rapport de mélange prédéfini (MV) et de la vitesse de rotation (n) du moteur à combustion interne (1), on détermine la résistance hydraulique totale (R) du système de refroidissement, et
    - on définit des grandeurs de commande pour la vanne de radiateur (3a, 7a, 7b, 8) et la vanne de dérivation (3b, 4a, 4b).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    à l'aide d'une commande prédéfinie des moyens de commande et/ou de régulation, on règle la température de l'agent de refroidissement
  3. Procédé selon les revendications précédentes,
    caractérisé en ce qu'
    au moins à partir du rapport de mélange prédéfini, du débit total prédéfini (Vp) d'agent de refroidissement et de la vitesse de rotation (n) du moteur à combustion interne (1) et/ou de la pompe d'agent de refroidissement (5) et/ou de la position de la vanne de chauffage (11), on définit des grandeurs de commande pour les moyens de commande et/ou de régulation.
  4. Procédé selon la revendication 3,
    caractérisé en ce qu'
    à partir du débit total prédéfini (Vp) d'agent de refroidissement et de la vitesse de rotation (n) du moteur à combustion interne (1) et/ou de la pompe d'agent de refroidissement (5), on détermine la résistance hydraulique totale (R) du système de refroidissement.
  5. Procédé selon la revendication 3 ou 4,
    caractérisé en ce qu'
    à partir des champs de caractéristiques (31, 32, 33), on détermine des grandeurs de commande pour la vanne de radiateur (3a) dans la branche de radiateur (3a, 7a, 7b, 8, 9) et pour la vanne de dérivation (3b) de la branche de dérivation (3b, 4a, 4b).
  6. Procédé selon les revendications 4 et 5,
    caractérisé en ce que
    les champs de caractéristiques (31, 32, 33) sont enregistrés dans une mémoire au moins en fonction du rapport de mélange prédéfini et de la résistance hydraulique totale (R) du système de refroidissement.
  7. Procédé selon la revendication 4,
    caractérisé en ce qu'
    un champ de caractéristiques (31, 32, 33) est enregistré dans une mémoire pour déterminer la résistance hydraulique totale (R) du système de refroidissement.
  8. Commande et/ou régulation d'un système de refroidissement d'un moteur à combustion interne (1) d'un véhicule automobile comportant une pompe d'agent de refroidissement (5) pour faire circuler un agent de refroidissement, au moins une branche de radiateur (3a, 37a, 7b, 8, 9) et une branche de dérivation (3b, 4a, 4b) à travers lesquelles l'agent de refroidissement peut circuler à l'extérieur du moteur à combustion interne (1),
    - comprenant des moyens de commande et/ou de régulation avec étranglement d'un courant d'agent de refroidissement à travers la branche de radiateur (3a, 7a, 7b, 8, 9) et d'un courant d'agent de refroidissement à travers la branche de dérivation (3b, 4a, 4b) indépendamment l'un de l'autre,
    caractérisée en ce que
    les moyens de commande et/ou de régulation règlent un débit total prédéfini (Vp) d'agent de refroidissement,
    - les moyens de commande et/ou de régulation règlent un rapport de mélange prédéfini des courant d'agent de refroidissement à travers le radiateur et la branche de dérivation (3a, 7a, 7b, 8, 9; 3b, 4a, 4b),
    - à partir du débit total prédéfini (Vp) d'agent de refroidissement, du rapport de mélange prédéfini (MV) et de la vitesse de rotation (n) du moteur à combustion interne (1), on détermine une résistance hydraulique totale (R) du système de refroidissement, et
    - on définit les grandeurs de commande pour la vanne de radiateur (3a, 7a, 7b, 8) et de la vanne de dérivation (3b, 4a, 4b).
EP03746236A 2002-04-15 2003-04-11 Procede permettant de commander et/ou de reguler un systeme de refroidissement d'un moteur a combustion interne d'un vehicule automobile Expired - Lifetime EP1497540B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10216646 2002-04-15
DE10216646 2002-04-15
DE2003116017 DE10316017A1 (de) 2003-04-07 2003-04-07 Verfahren zur Steuerung und/oder Regelung eines Kühlsystems einer Brennkraftmaschine eines Kraftfahrzeugs
DE10316017 2003-04-07
PCT/DE2003/001228 WO2003087552A1 (fr) 2002-04-15 2003-04-11 Procede permettant de commander et/ou de reguler un systeme de refroidissement d'un moteur a combustion interne d'un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1497540A1 EP1497540A1 (fr) 2005-01-19
EP1497540B1 true EP1497540B1 (fr) 2008-10-01

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EP03746236A Expired - Lifetime EP1497540B1 (fr) 2002-04-15 2003-04-11 Procede permettant de commander et/ou de reguler un systeme de refroidissement d'un moteur a combustion interne d'un vehicule automobile

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EP (1) EP1497540B1 (fr)
DE (1) DE50310574D1 (fr)
WO (1) WO2003087552A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2475079B (en) * 2009-11-05 2015-02-18 Ford Global Tech Llc Cooling systems

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4033261C2 (de) * 1990-10-19 1995-06-08 Freudenberg Carl Fa Temperaturgesteuerter Kühlkreis einer Verbrennungskraftmaschine
US6178928B1 (en) * 1998-06-17 2001-01-30 Siemens Canada Limited Internal combustion engine total cooling control system
FR2804721B1 (fr) * 2000-02-03 2002-06-21 Peugeot Citroen Automobiles Sa Dispositif de refroidissement d'un moteur de vehicule automobile
JP4337207B2 (ja) * 2000-02-10 2009-09-30 株式会社デンソー 液冷式内燃機関の冷却装置

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EP1497540A1 (fr) 2005-01-19
WO2003087552A1 (fr) 2003-10-23
DE50310574D1 (de) 2008-11-13

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