EP1523612A1 - Procede et dispositif de reglage de la temperature d'un fluide de refroidissement d'un moteur a combustion interne - Google Patents

Procede et dispositif de reglage de la temperature d'un fluide de refroidissement d'un moteur a combustion interne

Info

Publication number
EP1523612A1
EP1523612A1 EP03761367A EP03761367A EP1523612A1 EP 1523612 A1 EP1523612 A1 EP 1523612A1 EP 03761367 A EP03761367 A EP 03761367A EP 03761367 A EP03761367 A EP 03761367A EP 1523612 A1 EP1523612 A1 EP 1523612A1
Authority
EP
European Patent Office
Prior art keywords
coolant
temperature
driver type
control device
internal combustion
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.)
Granted
Application number
EP03761367A
Other languages
German (de)
English (en)
Other versions
EP1523612B1 (fr
Inventor
Isabelle Gentil-Kreienkamp
Holger Huelser
Jim Odeskog
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1523612A1 publication Critical patent/EP1523612A1/fr
Application granted granted Critical
Publication of EP1523612B1 publication Critical patent/EP1523612B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump 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
    • 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
    • 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
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • 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

Definitions

  • the invention relates to a method for regulating the temperature of a coolant of an internal combustion engine, wherein a temperature sensor detects the temperature of the coolant and a first control device controls and / or regulates the coolant temperature in order to achieve a predetermined temperature setpoint, another
  • Control device is provided, the signals of which are fed to the first control device, the further control device forwards signals to the first control device via a determined driver type of the motor vehicle and, depending on whether the driver type is classified as economical or sporty, the first control device specifies the temperature setpoint.
  • the method relates to a device, in particular for a motor vehicle, having an internal combustion engine and a cooling device, comprising a control unit for controlling and / or regulating a setpoint temperature value of a coolant and a temperature sensor for measuring the actual temperature value and a valve for setting a coolant volume flow to a cooler and / or to the internal combustion engine, wherein a second control unit is provided which interacts with the first control unit in order to provide the latter with an indication of the driver type, namely a sporty or economical driver type, and based on this information, a temperature setpoint can be determined by the first control unit.
  • Such a device and such a method are known, for example, from DE 199 51 362 AI, which discloses a method for regulating the cooling water temperature, wherein a temperature sensor detects the cooling water temperature and a control device for the cooling water temperature actuates at least one valve and / or a fan, in order to obtain a predetermined temperature setpoint of the cooling water, a further sensor or an engine or vehicle control unit being provided, the signals of which are fed to the first control unit, the first control unit determining a temperature setpoint therefrom.
  • the determination of the target value can be predefined depending on the driver type, for example a sporty or an economically driving driver.
  • Fuel consumption can be optimized or minimized.
  • the invention solves this problem by a method in which the volume flow of the coolant for cooling the internal combustion engine is regulated and / or controlled by the control device as a function of the determined driver type.
  • the task is solved by an appropriate device.
  • driver type in the operating parameters that the control method uses, the usual algorithms for determining a driver type being used here, after which it is used to determine a sporty driver type, whether frequent and rapid load changes are carried out and in the case of rare and slow load changes, an economic driver type is concluded.
  • the risk of local overheating in particularly hot areas of the cylinder head can occur, as occurs, for example, when the engine load increases rapidly and rapidly can be avoided further.
  • Parameters have a favorable effect on fuel consumption.
  • the coolant temperature is controlled and / or regulated between an upper and a lower limit value by the control device.
  • the previously customary 95 ° Celsius and the upper limit a value between 105 and 115 ° Celsius can be used as the lower limit.
  • the coolant temperature is closer to the upper limit value the more the driver type is classified as an economical driver type. It can be provided here that, especially in part-load operation, a higher cooling water temperature can be set for the economical driver type than for the sporty driver type. In the case of intermediate values, it can be provided that the coolant temperature is set lower, depending on this intermediate value is closer to the driver type "sporty". The method is particularly advantageous if it is implemented at partial load. The method according to the invention can now lower a sporty driver type even when the engine is under partial load
  • the coolant temperature will therefore be all the more at the lower limit, especially in part-load operation, the more the driver type is classified as a sporty driver type. This is the case with a sporty one
  • Driver type the risk of loss of power when changing from part-load operation to full-load operation less, if at the price of increased fuel consumption.
  • the economical driver type achieves lower fuel consumption due to the increased coolant temperature in part-load operation, which, however, is associated with a higher risk of performance loss in the transition from part-load operation to full-load operation. It can be provided that an adjustment in the direction of the upper limit value is only provided for the economical driver type if the internal combustion engine is operated in part-load operation.
  • the sporty driver is assigned a higher coolant flow, at least in part-load operation, than the economical driver type. by virtue of This assignment reduces the risk of local overheating in particularly hot places in the cylinder head in a sporty driver, as can otherwise occur with a strong and rapid increase in the engine load. On the other hand, however, an increased
  • the economical driver type only has a lower one in partial load operation
  • Coolant volume flow is assigned and that in full load operation the coolant flow is the same for the sporty and for the economical driver.
  • the invention relates to a control device of an internal combustion engine, in particular for a motor vehicle, on which a program is stored which can be run on a computing device, in particular a microprocessor, and is suitable for executing a method described above.
  • the invention relates to the device already described for a motor vehicle with an internal combustion engine, wherein the internal combustion engine can in particular comprise a control and / or regulating device as described above.
  • the control device which serves as the second control device, can in particular be the electronic engine control device.
  • Figure 1 is a schematic diagram of a cooling circuit of an internal combustion engine.
  • the internal combustion engine in this case comprises an internal combustion engine 10 and a coolant pump 12, which can pump the coolant for cooling the internal combustion engine 10 through a cooling circuit.
  • the coolant pump 12 can either be driven by a belt directly from the crankshaft of the internal combustion engine 10 or it can be an electrically driven coolant pump.
  • the coolant pump 12 is connected to a device for varying the coolant volume flow 14.
  • the coolant pump 12 is an electrical coolant pump, the variation of the volume flow is particularly easy to carry out.
  • the coolant can either be completely or a part thereof via a cooler 18 flow and thereby be cooled.
  • a thermostatic valve 20 and a bypass line 22 it can be achieved that coolant can flow past the cooler 18.
  • a bypass line 22 can optionally be provided.
  • coolant is conducted from the internal combustion engine 10, that is to say the internal combustion engine, via a heating heat exchanger 26 to the coolant pump 12.
  • a passenger compartment can be heated, for example, via the heating heat exchanger 26.
  • Thermostat valve 20 can be actuated by an electronic first control unit 30 via an actuating device 28. Depending on the position of the valve 20, a more or less large part of the coolant volume flow flows through the cooler 18 and is cooled. By mixing coolant that has been cooled by the radiator and coolant that has been cooled by the
  • At least one temperature sensor 32 is provided in the cooling circuit, via which the control unit 30 can determine the temperature of the coolant, that is to say the actual temperature.
  • a second electronic control device 34 is provided, which can in particular be the engine control device.
  • This second control unit 34 determines from a method known in the prior art (in particular for the Transmission control) a driver type in the range between economical and sporty. A finite number of intermediate values can be provided between these two values, which can also be set. For this purpose, the control unit 34 evaluates the position of a selector switch, not shown.
  • the second electronic control unit 34 has a data connection with the first electronic control unit 30 z. B. via a CAN bus.
  • first and the second control device can also be implemented in a single control device.
  • a corresponding control program is stored in the control unit 30 for carrying out a method according to the invention.
  • the valve 20 is opened and closed via the actuating device 28.
  • the control program also takes into account in particular the driver type determined in control unit 34.
  • the control program in the control unit 30 actuates the valve 20 via the actuating device 28 in such a way that, for at least some values Operating parameters of the internal combustion engine for a sporty driver type a different, in particular a lower, value of the coolant temperature is set than for an economical driver type. If there is an intermediate value of the driver type between "sporty" and "economical", the coolant temperature for this intermediate value of the driver type can be set the lower the closer this intermediate value is to the driver type "sporty".
  • a lower value of the coolant temperature is set for a sporty driver than for an economical driver for the operating parameter “partial load” of the internal combustion engine.
  • the above applies to intermediate values.
  • a higher value of the coolant temperature is not set for a sporty driver than for full load, while in an economical driver type a higher value of the coolant temperature is set for partial load than for full load.
  • the temperature in partial load operation can be raised to 105-115 ° Celsius as the upper limit and the coolant temperature can only be reduced to 95 ° Celsius in full load operation in order to limit damage to the internal combustion engine and / or loss of power.
  • the efficiency of the internal combustion engine 10 can be increased.
  • the control unit 30 in addition to varying the coolant temperature as a function of the driver type, the control unit 30 also varies the volume flow of the coolant as a function of the driver type via the device 14.
  • the control program in the control unit 30 assigns one economical driver type, especially in part-load operation, to a relatively low coolant volume flow. On the one hand, little energy is required to pump the coolant around, and on the other hand, the engine reaches the desired temperature more quickly in the warm-up phase. This results in lower fuel consumption.
  • control program in control unit 30 assigns a higher coolant flow to a sporty driver type, in particular in part-load operation, than to an economical driver type. In this way, a sufficient coolant flow is always available for a sporty driver type in order to ensure waste heat removal and to prevent damage to the internal combustion engine 10. Since a sporty driver type is usually characterized by frequent and rapid load changes, this is increased in this way
  • Coolant flow rate appropriate.
  • the associated increased fuel consumption is accepted.
  • the driver type is determined in a known manner, in particular, by inferring a sporty driver type in the event of frequent and rapid load changes and in the case of rare and slow load changes economical driver type.

Landscapes

  • 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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé de réglage de la température d'un fluide de refroidissement d'un moteur à combustion interne (10). Selon cette invention, un capteur de température détermine la température du fluide de refroidissement et un premier organe de commande (30) commande et/ou règle la température du fluide de refroidissement, afin de maintenir une consigne de température prédéfinie. Un autre organe de commande (34), dont les signaux sont acheminés au premier organe de commande (30), transmet à ce premier organe de commande (30) des signaux relatifs à un type de conducteur et, en fonction du type de conducteur (conduite sportive ou économique), ce premier organe de commande (30) prescrit la consigne de température. Cette invention se caractérise en ce qu'un débit volumique de fluide de refroidissement destiné à refroidir le moteur à combustion interne (10) est réglé ou commandé par l'intermédiaire de l'organe de commande en fonction du type de conducteur déterminé.
EP03761367A 2002-07-16 2003-06-12 Procede et dispositif de reglage de la temperature d'un fluide de refroidissement d'un moteur a combustion interne Expired - Lifetime EP1523612B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10232150 2002-07-16
DE10232150A DE10232150A1 (de) 2002-07-16 2002-07-16 Verfahren und Vorrichtung zur Regelung der Temperatur eines Kühlmittels einer Brennkraftmaschine
PCT/DE2003/001964 WO2004016920A1 (fr) 2002-07-16 2003-06-12 Procede et dispositif de reglage de la temperature d'un fluide de refroidissement d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1523612A1 true EP1523612A1 (fr) 2005-04-20
EP1523612B1 EP1523612B1 (fr) 2009-03-25

Family

ID=30010037

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03761367A Expired - Lifetime EP1523612B1 (fr) 2002-07-16 2003-06-12 Procede et dispositif de reglage de la temperature d'un fluide de refroidissement d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US7013848B2 (fr)
EP (1) EP1523612B1 (fr)
JP (1) JP2005533223A (fr)
DE (2) DE10232150A1 (fr)
ES (1) ES2322576T3 (fr)
WO (1) WO2004016920A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10206297A1 (de) * 2002-02-15 2003-09-04 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
US7886988B2 (en) * 2004-10-27 2011-02-15 Ford Global Technologies, Llc Switchable radiator bypass valve set point to improve energy efficiency
DE102010032317A1 (de) * 2010-07-27 2012-02-02 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Kühlvorrichtung eines Verbrennungsmotors und Verfahren zur Kühlung des Verbrennungsmotors
JP5623474B2 (ja) * 2012-08-13 2014-11-12 トヨタ自動車株式会社 冷却水制御装置
DE102013005707B4 (de) 2013-03-30 2018-01-18 Audi Ag Verfahren zur Steuerung und/oder Regelung der Kühlleistung eines fahrertypbeeinflussten Fahrzeug-Kühlsystems und entsprechendes Fahrzeug-Kühlsystem
JP2014202106A (ja) * 2013-04-02 2014-10-27 株式会社山田製作所 電動ウォーターポンプの制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4109498B4 (de) 1991-03-22 2006-09-14 Robert Bosch Gmbh Vorrichtung und Verfahren zur Regelung der Temperatur einer Brennkraftmaschine
DE19951362A1 (de) 1999-10-26 2001-05-03 Bosch Gmbh Robert Verfahren zur Regelung der Kühlwassertemperatur eines Kraftfahrzeugs mit einem Verbrennungsmotor
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

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004016920A1 *

Also Published As

Publication number Publication date
EP1523612B1 (fr) 2009-03-25
DE50311341D1 (de) 2009-05-07
JP2005533223A (ja) 2005-11-04
WO2004016920A1 (fr) 2004-02-26
US20050224018A1 (en) 2005-10-13
DE10232150A1 (de) 2004-02-05
ES2322576T3 (es) 2009-06-23
US7013848B2 (en) 2006-03-21

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