EP0398011B1 - Steuergerät-Kühlsystem für eine Brennkraftmaschine - Google Patents

Steuergerät-Kühlsystem für eine Brennkraftmaschine Download PDF

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Publication number
EP0398011B1
EP0398011B1 EP90106563A EP90106563A EP0398011B1 EP 0398011 B1 EP0398011 B1 EP 0398011B1 EP 90106563 A EP90106563 A EP 90106563A EP 90106563 A EP90106563 A EP 90106563A EP 0398011 B1 EP0398011 B1 EP 0398011B1
Authority
EP
European Patent Office
Prior art keywords
control unit
unit device
contact signal
ignition contact
coolant
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
EP90106563A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0398011A1 (de
Inventor
Johannes Locher
Herbert Dipl.-Ing. Graf (Fh)
Jürgen Dipl.-Ing. Schwenger (FH)
Werner Dr.-Ing. Zimmermann
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 EP0398011A1 publication Critical patent/EP0398011A1/de
Application granted granted Critical
Publication of EP0398011B1 publication Critical patent/EP0398011B1/de
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
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • 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
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
    • 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
    • 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
    • F01P2050/00—Applications
    • F01P2050/30—Circuit boards

Definitions

  • the invention relates to a control unit with cooling used in internal combustion engines.
  • Such cooling systems are used where a control unit is arranged in the engine compartment and must be protected against overheating by heat radiated by the engine.
  • Such a control unit cooling system is known from DE-A-30 26 802.
  • the control device device for an internal combustion engine, the control device device is put into operation by an ignition contact signal.
  • this system comprises a coolant circuit with a coolant pump device and a cooling arrangement for cooling the control device device.
  • the cooling system further includes a temperature dependent valve that interrupts the coolant circuit when the temperature is below a threshold.
  • This system comprises means which, after the vehicle driven by the internal combustion engine has stopped, continue to operate the coolant pump device until the temperature drops below a threshold value.
  • a control unit cooling system is known from an article by RJ Hames et al. In SAE 861049 under the title "DDEC II - Advanced Electronic Diesel Control", with a control unit device for controlling a diesel engine, the control unit device being activated by an ignition contact signal.
  • a coolant system is cooled by a coolant circuit with a coolant pump, to which the control device device is connected in a highly conductive manner.
  • the control unit is equipped with components that can reach temperatures below 125 ° C. This ensures that the control device device is not destroyed even if heat accumulates after the diesel engine is switched off.
  • a cooling method for an electronic control unit is also known from EP-A-0 309 986. It is provided here that the control device is cooled by means of cooling water. After the motor vehicle has come to a standstill, the cooling water flow is released by a cooling arrangement. When the internal combustion engine is switched off, the control unit is usually also switched off. With this device, cooling takes place only when the vehicle is stationary and the internal combustion engine is running. Adequate cooling of the control device after switching off the internal combustion engine is therefore not guaranteed with this device.
  • EP-A-0 271 136 shows a cooling device for a turbocharger.
  • the turbocharger is cooled to a predetermined temperature by means of a cooling medium. After the internal combustion engine has been switched off, it is provided that the coolant pump continues to be operated for a predetermined time.
  • the control unit cooling system according to the invention and a control unit cooling system according to DE-A-30 26 802 have a means for temporarily supplying supply voltage to the coolant pump device even after the ignition contact signal has been canceled, and for as long as until a predetermined condition is met.
  • This condition is e.g. the expiration of a predetermined period of time and / or the reaching of a predetermined sufficiently low temperature.
  • the fact that the coolant circuit continues to be operated even after the ignition contact has been removed ensures that the heat accumulating on the control unit is dissipated from the latter. This makes it possible to use components of normal temperature resistance.
  • the control unit cooling system is equipped with a self-holding circuit which is set by the ignition contact signal, which controls a relay in the set state, which gives the supply voltage to the control device device and the coolant pump device in the activated state, and which is reset by a pulse which is emitted by a microcomputer in the control device device as soon as a predetermined condition is met after the ignition contact signal has been canceled, the reset pulse only after expiration a self-diagnosis procedure of the control device device is output.
  • a control unit cooling system with such a self-holding circuit has several advantages.
  • a first is the general advantage already described, namely that after-cooling can take place after the internal combustion engine has been switched off.
  • Another advantage is that an existing microcomputer can be used to evaluate whether the specified conditions are met when the coolant pump device is disconnected from the supply voltage.
  • a third advantage is that if the microcomputer is still operated with the help of the self-holding circuit, self-diagnosis processes are carried out, as would otherwise only be carried out when the internal combustion engine was started. So there is a time saving during the starting process.
  • FIG. 1 The arrangement shown in FIG. 1 is used to cool a control device 10.
  • a control device device can also have a plurality of control devices instead of a single control device 10.
  • the control unit 10 is connected to a cooling plate 11 with good thermal conductivity.
  • the cooling plate 11 can also be integrated in the control unit, fuel flows through it, which is sucked out of the fuel tank 13 by a coolant pump 12 and reaches the tank again with the aid of lines through the cooling plate 11.
  • the coolant pump 12 is driven by a pump motor 14. It is pointed out that instead of fuel tank 13, fuel can also be pumped from another storage container. Another coolant can be used instead of fuel.
  • the invention relates to embodiments with a latch circuit. An example of such an embodiment will now be explained with reference to FIG. 2.
  • a self-holding circuit 21 is also present in the control device 10.
  • a control device can also contain further functional groups, but on the other hand also the self-holding circuit 21 and / or the voltage stabilization 15 can be arranged outside the control device. It is important in the embodiment according to FIG. 2 that the voltage stabilization 15 is no longer supplied with voltage from contact Z, but rather with voltage from battery contact B. However, this only occurs when a relay 20 closes the motor switch 18 already mentioned. One connection of the relay 20 is on the battery contact B, so it is supplied with voltage. The other terminal is connected to the latch circuit 21.
  • the relay 20 picks up and closes the motor switch 18, whereupon the pump motor 14 runs and the voltage stabilization 15 in the control unit is supplied with voltage. It outputs a stabilized voltage to the microcomputer 16.
  • the microcomputer 16 is also supplied with the ignition contact signal from the contact Z, but not in order to supply it with voltage, but rather to indicate to it when the ignition contact signal is present and when it is canceled. As soon as the microcomputer 16 determines that the ignition contact signal is no longer present, it runs a procedure which determines how long the pump motor 14 should continue to run.
  • the microcomputer can determine the time period depending on the coolant temperature of the internal combustion engine, which temperature is routinely supplied to a microcomputer in a control unit.
  • the control device 10 can, however, also have its own temperature measuring element, e.g. B. an NTC resistor 22. Its signal is supplied to the microcomputer 16, which compares it with a setpoint. As soon as it is determined that the actual temperature of values above the target temperature has reached or fallen below the target temperature, the reset signal is output.
  • the microcomputer 16 outputs the reset signal in any event with a time delay, even if the main condition for ending the post-cooling phase is not the expiry of a predetermined time period, but rather the achievement of a target temperature. Even if the actual temperature is below the target temperature, the reset signal is not output immediately, but only after the self-diagnosis procedure has ended.
  • the latch circuit 21 is advantageously designed so that it is by a reset signal at its reset input R cannot be reset as long as the ignition contact signal is present at its set input S. Unwanted reset signals can e.g. B. occur when the microcomputer 16 is working incorrectly. Even in the event of such an error, if the measure just mentioned is taken, it is ensured that the voltage stabilization 15 continues to operate and can continue to operate an auxiliary computer which is present in many systems.
  • the self-holding circuit 21 can then be switched off either by a signal from the auxiliary computer or in that it has its own timer which ensures that the relay 20 is no longer supplied with voltage after a predetermined period of time after the ignition contact signal has ceased to exist.
  • the signal from a temperature control device can additionally act on the pump motor 14 in order to operate the pump motor even during the time in which the ignition contact signal is present only when cooling of the control device device 10 is actually required.
  • a switch is placed in series with the pump motor 14, which switch is controlled by the temperature control device, preferably the microcomputer.
  • the microcomputer 16 evaluates the signal from the temperature element 22 not only when the ignition contact signal is no longer present, but continuously evaluates it and compares it continuously with a setpoint value. Whenever the actual value is below the setpoint value, the trigger just mentioned switch so that it separates the pump motor 14 from the supply voltage.

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)
EP90106563A 1989-05-13 1990-04-05 Steuergerät-Kühlsystem für eine Brennkraftmaschine Expired - Lifetime EP0398011B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3915709 1989-05-13
DE3915709A DE3915709A1 (de) 1989-05-13 1989-05-13 Steuergeraet-kuehlsystem fuer eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0398011A1 EP0398011A1 (de) 1990-11-22
EP0398011B1 true EP0398011B1 (de) 1993-06-30

Family

ID=6380636

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90106563A Expired - Lifetime EP0398011B1 (de) 1989-05-13 1990-04-05 Steuergerät-Kühlsystem für eine Brennkraftmaschine

Country Status (4)

Country Link
US (1) US5042434A (ja)
EP (1) EP0398011B1 (ja)
JP (1) JP2824315B2 (ja)
DE (2) DE3915709A1 (ja)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2704185B1 (fr) * 1993-04-23 1995-06-16 Renault Procede d'entrainement d'un appareil auxiliaire de moteur a combustion interne et dispositif pour sa mise en oeuvre.
DE4344027C2 (de) * 1993-12-23 1996-10-24 Audi Ag Steuergerät zur Steuerung von Motorbetriebsfunktionen
WO2000063547A1 (de) * 1999-04-21 2000-10-26 Siemens Aktiengesellschaft Steuerungsanlage für eine brennkraftmaschine mit elektromechanisch betätigten gaswechselventilen
GB2357593A (en) * 1999-12-21 2001-06-27 Cummins Engine Co Ltd Temperature control of engine electronic control unit
US7240660B1 (en) 2006-09-21 2007-07-10 Ford Global Technologies, Llc Heat management for control unit
US8206204B2 (en) * 2006-09-21 2012-06-26 Ford Global Technologies, Llc Control unit heat management
EP1923555A1 (en) * 2006-11-17 2008-05-21 Delphi Technologies, Inc. Temperature protection in motor vehicle engine control units
DE102006060624A1 (de) * 2006-12-21 2008-06-26 Robert Bosch Gmbh Steuergerät insbesondere für ein Kühlluftgebläse eines Verbrennungsmotors sowie Kühlsystem für einen Verbrennungsmotor
FR3103576B1 (fr) * 2019-11-26 2023-12-29 Psa Automobiles Sa Procédé et dispositif de contrôle d’un dispositif de communication de véhicule

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2352525A1 (de) * 1973-10-19 1975-04-30 Bosch Gmbh Robert Schaltanordnung fuer den elektrischen motor eines luefters
JPS53138132A (en) * 1977-05-09 1978-12-02 Toyota Motor Corp Automotive cooling fan drive control unit
JPS5614824A (en) * 1979-07-18 1981-02-13 Hitachi Ltd Overheat preventing apparatus for fuel supply system controlling unit
DE3004822A1 (de) * 1980-02-09 1981-10-15 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum steuern einer kraftstoffpumpe bei einer brennkraftmaschine
JPS5825617U (ja) * 1981-08-12 1983-02-18 日産自動車株式会社 車両のエンジンル−ム内冷却装置
US4557225A (en) * 1984-01-18 1985-12-10 Mikuni Kogyo Kabushiki Kaisha Combined housing and heat sink for electronic engine control system components
JPS6364607A (ja) * 1986-09-05 1988-03-23 Alps Electric Co Ltd 磁気ヘツド
NL8602971A (nl) * 1986-11-24 1988-06-16 Volvo Car Bv Koelsysteem voor een turbocompressor.
JPH0765506B2 (ja) * 1987-09-30 1995-07-19 株式会社日立製作所 自動車用電子制御装置

Also Published As

Publication number Publication date
JP2824315B2 (ja) 1998-11-11
JPH02305311A (ja) 1990-12-18
EP0398011A1 (de) 1990-11-22
DE59001878D1 (de) 1993-08-05
US5042434A (en) 1991-08-27
DE3915709A1 (de) 1990-11-15

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