CN114459765A - Method for monitoring cooling efficiency of radiator - Google Patents
Method for monitoring cooling efficiency of radiator Download PDFInfo
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- CN114459765A CN114459765A CN202210077972.5A CN202210077972A CN114459765A CN 114459765 A CN114459765 A CN 114459765A CN 202210077972 A CN202210077972 A CN 202210077972A CN 114459765 A CN114459765 A CN 114459765A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention relates to a method for monitoring cooling efficiency of a radiator, which is characterized in that the efficiency of the radiator is calculated by collecting the inlet temperature, the outlet temperature and the ambient temperature of the radiator, so that the efficiency of the radiator is monitored in real time; based on a supercharger outlet temperature model and an intake manifold temperature sensor, correction of various environmental conditions and vehicle conditions is added, so that the efficiency monitoring precision of the radiator is ensured, the robustness of fault diagnosis is enhanced, and the false alarm rate is reduced; meanwhile, the diagnosis control strategy is simple and complete, and the test verification cost is greatly reduced.
Description
Technical Field
The invention relates to the technical field of national six-engine OBD monitoring, in particular to a method for monitoring cooling efficiency of a radiator.
Background
The diesel engine as a power machine makes a great contribution to the development of society by the characteristics of strong power, high heat efficiency, low oil consumption and the like, but the tail gas emission contains harmful gases and particles, thereby causing pollution to the environment. With the gradual upgrade of the automobile emission standard in China, the automobile emission regulations are more strict after entering the six-emission stage of China, and the emission technical requirements on diesel engines are higher and higher.
The existing diesel engine generally adopts a supercharging intercooling air inlet mode, more fresh air is sucked, the dynamic property and the economical efficiency of the diesel engine are improved, and harmful emissions such as NOx and particulate matters are reduced. The temperature of fresh inlet air is increased after passing through the supercharger, the temperature of air entering the cylinder is increased, the charging efficiency is reduced, the dynamic property and the economical efficiency of the diesel engine are reduced, the emission of harmful emissions is increased, and the diesel engine can be damaged in serious cases. Therefore, a radiator is usually installed in a diesel engine equipped with a supercharger to lower the temperature of the supercharged intake air. The radiator is used as an important part in an air inlet system, and has important significance for ensuring the normal work of the diesel engine. Therefore, the cooling efficiency of the radiator needs to be monitored in real time, and the normal performance of the diesel engine is ensured. The technical requirements of the national six-engine OBD also provide monitoring requirements for the cooling efficiency of the radiator.
Disclosure of Invention
In order to solve the problems, the invention provides a method for monitoring the cooling efficiency of a radiator, which is used for monitoring the cooling efficiency of the radiator in real time and ensuring the cooling effect of supercharged intake air so as to meet the monitoring requirement of national standard OBD.
The technical scheme adopted by the invention is as follows: a method for monitoring cooling efficiency of a radiator is characterized by comprising the following steps: the method comprises the following steps:
s1: judging whether the monitoring conditions are met, and when all the monitoring conditions are met, starting to calculate the efficiency of the radiator; the monitoring conditions were: the vehicle speed is more than or equal to 50km/h, the fuel injection quantity is more than or equal to 15mg/cyc, the pressure ratio of the supercharger is more than or equal to 1.25, the temperature difference between the outlet temperature of the supercharger and the reference temperature is more than or equal to 60 ℃, and the ambient temperature is more than or equal to-25 ℃ and less than or equal to 38 ℃;
s2: calculating the cooling efficiency of the radiator after all the monitoring conditions are met;
Tus＝ΔTcmpr+Tair
Pv(adiabatic coefficient-1) Tair*m1(1.006/compressor efficiency)/3.6
In the formula: etarawFor radiator efficiency, TusIs the radiator inlet temperature, TdsIs the intake manifold temperature, TairIs ambient temperature; delta TcmprFor temperature rise of the supercharger, PvPower consumed for the supercharger, m1For the air mass flow through the supercharger, cpairIs the specific heat capacity of air.
S3: and (3) cooling efficiency comparison: comparing the calculated cooling efficiency with a threshold value, and if the cooling efficiency is lower than the threshold value, entering fault processing and activating a fault lamp judgment program;
s4: when the detection of S3 is completed, if a fault is detected, the OBD system carries out fault judgment and confirmation and activates a fault lamp to remind a driver and timely process the fault; if the fault is not detected, the system is normal.
Preferably, the step S2 further includes correcting the calculated cooling efficiency of the radiator with respect to the environmental condition and the vehicle condition, and includes: vehicle speed correction kvAnd correction of ambient temperature ktAnd ambient pressure correction kpFinally, the corrected cooling efficiency eta is calculatedcor＝ηraw+kv+kt+kp。
Preferably, in step S3, the threshold is 0.4.
The beneficial effects obtained by the invention are as follows: calculating the efficiency of the radiator by collecting the inlet temperature, the outlet temperature and the ambient temperature of the radiator, thereby monitoring the efficiency of the radiator in real time; based on a supercharger outlet temperature model and an intake manifold temperature sensor, correction of various environmental conditions and vehicle conditions is added, so that the efficiency monitoring precision of the radiator is ensured, the robustness of fault diagnosis is enhanced, and the false alarm rate is reduced; meanwhile, the diagnosis control strategy is simple and complete, and the test verification cost is greatly reduced.
Drawings
Fig. 1 is a schematic diagram of the present invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1, the method for monitoring cooling efficiency of a heat sink according to the present invention calculates the efficiency η of the heat sink by collecting the inlet temperature, the outlet temperature and the ambient temperature of the heat sinkrawThe calculation formula is as follows:
in the formula: t isusThe temperature of the inlet of the radiator is calculated by an ECU through a supercharger outlet temperature model; t isdsThe temperature of the intake manifold is measured by an intake manifold temperature sensor; t isairIs the ambient temperature, measured by an ambient temperature sensor.
The method specifically comprises the following steps:
s1: judging whether the monitoring conditions are met, and when all the monitoring conditions are met, starting to calculate the efficiency of the radiator; the monitoring conditions were:
a. the vehicle speed is more than or equal to 50km/h, and enough cooling flow is ensured to pass through the radiator;
b. the fuel injection quantity is more than or equal to 15mg/cyc, so that the engine is ensured to be in large load operation;
c. the pressure ratio of the supercharger is more than or equal to 1.25, and the sufficiently high inlet air temperature is ensured to enter the radiator;
d. the temperature difference between the outlet temperature of the supercharger and the reference temperature is more than or equal to 60 ℃, and the high enough temperature difference before and after the radiator is ensured;
e. the environmental temperature is more than or equal to minus 25 ℃ and less than or equal to 38 ℃, and the monitoring is not carried out when the environmental temperature is too low or too high, so that the efficiency of the radiator is prevented from being greatly influenced by the environmental temperature;
the monitoring conditions are set for monitoring only under specific engine operating conditions and environmental conditions, so that the calculation accuracy is improved, and the false alarm risk is reduced;
s2: when all the monitoring conditions are met, the ECU calculates the cooling efficiency of the radiator; the ECU calculates the outlet temperature of the compressor through a compressor outlet temperature model, and the calculation formula is as follows:
Tus＝ΔTcmpr+Tair
Pv(adiabatic coefficient-1) Tair*m1(1.006/compressor efficiency)/3.6
In the formula: delta TcmprFor temperature rise of the supercharger, PvPower consumed for the supercharger, m1For the air mass flow through the supercharger, cpairIs the specific heat capacity of air;
in order to further improve the accuracy of cooling efficiency calculation and reduce the risk of false alarm, some environmental conditions and vehicle conditions are corrected on the basis of the cooling efficiency:
a. vehicle speed correction kv: as the vehicle speed decreases, the radiator cooling capacity gradually decreases. The cooling efficiency calculated by the ECU may be lower than the error threshold in the case where the vehicle speed is low. For this purpose, a curve relating to the vehicle speed is used to correct the cooling efficiency. The vehicle speed correction coefficient is shown in an attached table 1;
attached table 1-vehicle speed correction coefficient table
| Vehicle speed (km/h) | 40 | 50 | 60 | 70 | 80 |
| Correction factor | 0.1 | 0.075 | 0.05 | 0.025 | 0 |
b. Ambient temperature correction kt: as the ambient temperature increases, the radiator cooling capacity gradually decreases. The increase in ambient temperature to a certain degree may result in the cooling efficiency calculated by the ECU falling below the error threshold. For this purpose, a curve relating to the ambient temperature is used to correct the cooling efficiency. The ambient temperature correction coefficient is shown in attached table 2;
attached Table 2-ambient temperature correction factor
| Ambient temperature (. degree. C.) | -20 | -10 | 0 | 10 | 20 | 30 | 40 |
| Correction factor | -0.1 | -0.5 | 0 | 0 | 0 | 0.05 | 0.1 |
c. Ambient pressure correction kp: as the ambient pressure decreases, the radiator cooling capacity gradually decreases. A reduction in ambient pressure to a certain level may result in the ECU calculating a cooling efficiency below the error threshold. For this purpose, a curve relating to the ambient pressure is used to correct the cooling efficiency. The ambient pressure correction factor is shown in attached table 3;
attached Table 3 ambient pressure correction factor
| Ambient pressure (kPa) | 60 | 70 | 80 | 90 | 100 |
| Correction factor | 0.2 | 0.1 | 0.05 | 0.02 | 0 |
The ECU finally calculates the corrected cooling efficiency etacor＝ηraw+kv+kt+kp；
S3: and (3) cooling efficiency comparison: comparing the calculated cooling efficiency with a threshold value, and if the cooling efficiency is lower than the threshold value (0.4), entering fault processing and activating a fault lamp judgment program; the threshold is determined according to engineering experience and real vehicle verification results, the threshold is set to be 0.4 reasonably under general conditions, the threshold is set to be too large, fault identification is more sensitive, and the risk of error reporting is increased; the threshold value is set to be too small, the fault identification is slow, and the efficiency of the radiator can not be identified under certain conditions;
s4: when the detection of S3 is completed, if a fault is detected, the OBD system carries out fault judgment and confirmation and activates a fault lamp to remind a driver and timely process the fault; if the fault is not detected, the system is normal.
The efficiency monitoring of a light truck under high-speed conditions is taken as an example for explanation:
the vehicle runs at the speed of 90km/h, the engine speed is 2200r/min, the fuel injection quantity is 40mg/cyc, the air intake flow measured by the air flow meter is 400kg/h, the ambient temperature is 20 ℃, and the ambient pressure is 100 kPa. The intercooled temperature measured by the boost pressure temperature sensor was 40 ℃ and the boost pressure was 200 kPa.
Firstly, the ECU calculates and judges that all monitoring conditions meet the requirements, and starts to calculate the efficiency.
Calculating the outlet temperature of the supercharger:
the adiabatic coefficient under the working conditions of the current pressure ratio and the intake flow is calculated to be 1.219 by looking up a table 4 and a table 5, and the efficiency of the compressor is 0.737.
Pv＝(1.219-1)*293*400*(1.006/0.737)/3.6＝9731.947(w)
ΔTcmpr＝9731.947/1.006/(400*1000/3600)＝87.065(K)
Tus＝87.065+20＝107.065(℃)
Calculating the efficiency of the radiator: etaraw＝(107.065-40)/(107.065-20)＝0.77
The correction coefficients are calculated by looking up tables 1, 2 and 3: k is a radical of formulav+kt+kp＝0
Calculating the corrected radiator efficiency: etacor＝0.77
And (3) efficiency comparison:
0.77>0.4 indicates that the heat sink is normally efficient.
TABLE 4 attached-adiabatic coefficient
| Pressure ratio (-) | 1 | 1.2 | 1.4 | 1.6 | 1.8 | 2 | 2.2 | 2.4 |
| Coefficient of thermal insulation | 1 | 1.053 | 1.101 | 1.144 | 1.183 | 1.219 | 1.252 | 1.284 |
TABLE 5 attached compressor efficiency
The foregoing shows and describes the general principles and principal structural features of the present invention. The present invention is not limited to the above examples, and various changes and modifications may be made without departing from the spirit and scope of the invention, which fall within the scope of the claimed invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Here, it should be noted that the description of the above technical solutions is exemplary, the present specification may be embodied in different forms, and should not be construed as being limited to the technical solutions set forth herein. Rather, these descriptions are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the present invention is limited only by the scope of the claims.
The shapes, sizes, ratios, angles, and numbers disclosed to describe aspects of the specification and claims are examples only, and thus, the specification and claims are not limited to the details shown. In the following description, when a detailed description of related known functions or configurations is determined to unnecessarily obscure the focus of the present specification and claims, the detailed description will be omitted.
Where the terms "comprising", "having" and "including" are used in this specification, there may be another part or parts unless otherwise stated, and the terms used may generally be in the singular but may also be in the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "side," "other," "end," "other end," and the like may be used and used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one element or section from another element or section. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with the top and bottom elements being interchangeable or switchable with one another, where appropriate, without departing from the scope of the present description; the components at one end and the other end may be of the same or different properties to each other.
In describing positional relationships, for example, when positional sequences are described as being "on.. above", "over.. below", "below", and "next", unless such words or terms are used as "exactly" or "directly", they may include cases where there is no contact or contact therebetween. If a first element is referred to as being "on" a second element, that does not mean that the first element must be above the second element in the figures. The upper and lower portions of the member will change depending on the angle of view and the change in orientation. Thus, in the drawings or in actual construction, if a first element is referred to as being "on" a second element, it can be said that the first element is "under" the second element and the first element is "over" the second element. In describing temporal relationships, unless "exactly" or "directly" is used, the description of "after", "subsequently", and "before" may include instances where there is no discontinuity between steps. The features of the various embodiments of the present invention may be partially or fully combined or spliced with each other and performed in a variety of different configurations as would be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. It is obvious that the invention is not limited to the above-described embodiments, but that many variations are possible. Any simple modification, equivalent change and modification made to the above embodiments in accordance with the technical spirit of the present invention should be considered to be within the scope of the present invention.
Claims (3)
1. A method for monitoring cooling efficiency of a radiator is characterized by comprising the following steps: the method comprises the following steps:
s1: judging whether the monitoring conditions are met, and when all the monitoring conditions are met, starting to calculate the efficiency of the radiator; the monitoring conditions were: the vehicle speed is more than or equal to 50km/h, the fuel injection quantity is more than or equal to 15mg/cyc, the pressure ratio of the supercharger is more than or equal to 1.25, the temperature difference between the outlet temperature of the supercharger and the reference temperature is more than or equal to 60 ℃, and the ambient temperature is more than or equal to-25 ℃ and less than or equal to 38 ℃;
s2: calculating the cooling efficiency of the radiator after all the monitoring conditions are met;
Tus＝ΔTcmpr+Tair
Pv(adiabatic coefficient-1) Tair*m1(1.006/compressor)Efficiency)/3.6
In the formula: etarawFor radiator efficiency, TusIs the radiator inlet temperature, TdsIs the intake manifold temperature, TairIs ambient temperature; delta TcmprFor temperature rise of the supercharger, PvPower consumed for the supercharger, m1For the air mass flow through the supercharger, cpairIs the specific heat capacity of air.
S3: and (3) cooling efficiency comparison: comparing the calculated cooling efficiency with a threshold value, and if the cooling efficiency is lower than the threshold value, entering fault processing and activating a fault lamp judgment program;
s4: when the detection of S3 is completed, if a fault is detected, the OBD system carries out fault judgment and confirmation and activates a fault lamp to remind a driver and timely process the fault; if the fault is not detected, the system is normal.
2. The radiator cooling efficiency monitoring method according to claim 1, characterized in that: step S2 further includes correcting the calculated cooling efficiency of the radiator for the environmental condition and the vehicle condition, including: vehicle speed correction kvAnd correction of ambient temperature ktAnd ambient pressure correction kpFinally, the corrected cooling efficiency eta is calculatedcor＝ηraw+kv+kt+kp。
3. The method for monitoring the cooling efficiency of a radiator according to claim 1, wherein: in step S3, the threshold value is 0.4.
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| 马修真, 陈志显, 李文辉, 丁彦闯, 麻洪涛: "机车柴油机增压系统故障诊断仪的研制", 铁道学报, no. 01 * |
| 马修真,陈志显,李文辉,丁彦闯,麻洪涛: "机车柴油机增压系统故障诊断仪的研制" * |
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| CN114459765B (en) | 2023-09-29 |
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