EP0727570B1 - Temperature control device for the cooling system of an internal combustion engine - Google Patents
Temperature control device for the cooling system of an internal combustion engine Download PDFInfo
- Publication number
- EP0727570B1 EP0727570B1 EP95119912A EP95119912A EP0727570B1 EP 0727570 B1 EP0727570 B1 EP 0727570B1 EP 95119912 A EP95119912 A EP 95119912A EP 95119912 A EP95119912 A EP 95119912A EP 0727570 B1 EP0727570 B1 EP 0727570B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coolant
- defect
- air conditioning
- temperature control
- 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.)
- Expired - Lifetime
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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
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- 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
- F01P2031/00—Fail safe
-
- 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
- F01P2031/00—Fail safe
- F01P2031/32—Deblocking of damaged thermostat
-
- 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
- F01P2070/00—Details
- F01P2070/04—Details using electrical heating elements
Definitions
- the invention relates to a coolant temperature control system for the cooling system of an internal combustion engine in motor vehicles with an electrically heated thermostatic valve, its operation by means of electrical Current can be shifted in the direction of cooler operation is.
- Such a coolant temperature control system is, for example known from DE 43 24 178 A1.
- a cooler and a thermostatic valve with which the temperature of the coolant in a warm-up mode, a mixed operation and a cooler operation adjustable is provided.
- the thermostatic valve contains an expansion element that is used to reduce the coolant temperature is electrically heated.
- the expansion element is designed so that the coolant temperature is without heating of the expansion element in warm-up mode and / or in Mixed operation is regulated to an upper working limit temperature.
- This upper working limit temperature is preferred equal to the most economical operating temperature of the Internal combustion engine and is only slightly smaller than a maximum permissible operating temperature.
- This upper one Working limit temperature can be, for example, approx. 105 ° C.
- this upper working limit temperature can last for other systems regulating the coolant flow be high.
- H. without a Defective is with a possible coolant flow control Usually overheating can be prevented.
- the heat exchanger temperature for heating or air conditioning systems via the timed activation of valves regulated in permissible ranges.
- a Defect for example a permanently open valve, the coolant can flow freely into the heat exchanger. This can be particularly the case with a coolant temperature around the range of the upper working limit temperature faults, damage and possibly total failure of the Run heating or air conditioning.
- means are provided for detecting a defect in a further system regulating the coolant flow in the motor vehicle. If this system detects a defect, the thermostatic valve is energized. When the thermostatic valve is energized, the operating mode of the thermostatic valve is shifted in the direction of the cooler operation, as a result of which the coolant temperature is reduced if a defect is present. This generally protects all systems and parts that come into contact with the coolant against overheating.
- the energization of the thermostatic valve is carried out in such a way that the coolant temperature is below a predetermined coolant temperature threshold.
- this protects against overheating of the systems in the event of a defect; B. a reduction in fuel consumption, not having to give up completely.
- a compromise is thus achieved between the requirements for the internal combustion engine and the requirements for further systems through which the coolant flows with respect to the coolant temperature.
- the detection of a defect is carried out by means of plausibility monitoring of output signals of the systems through which the coolant flows.
- These output signals are preferably existing input signals of a control device which generally regulates the electrical energization of the thermostatic valve. This enables a further function of the coolant temperature control system without having to make design changes to the hardware. For example, a separate error signal line is saved.
- An electronic engine control unit 1 which also performs other functions of an internal combustion engine in motor vehicles, not shown here, contains, inter alia, a function block 4.
- the electronic engine control unit 1 has a plurality of input and output signals.
- a possible output signal is, for example, the current switching signal S T.
- Input signals of the electronic engine control unit 1 are the coolant temperature signal T Kist , an air conditioning readiness signal S AC and an air conditioning compressor activation signal S KO .
- the air conditioning readiness signal S AC and the air conditioning compressor switch-on signal S KO are output signals of an air conditioning control unit 2 of an air conditioning system, which here is an example of a further system regulating the coolant flow.
- the air conditioning control unit 2 emits, inter alia, a valve switching signal S V , with which a valve is actuated in a clocked manner, in particular by a pulse-width-modulated signal, in order to regulate the flow of coolant for the internal combustion engine accordingly in order to achieve a desired heat exchanger temperature.
- a valve switching signal S V with which a valve is actuated in a clocked manner, in particular by a pulse-width-modulated signal, in order to regulate the flow of coolant for the internal combustion engine accordingly in order to achieve a desired heat exchanger temperature.
- a bus system such as. B. exchange the known motor vehicle bus CAN.
- the climate control device 2 controls to output the valve switching signal S V a diagnosable driver circuit 3 depending on various input signals, such as. B. from signals of the control unit of an air conditioning system.
- the air conditioning control unit 2 detects via the diagnostics-capable driver circuit 3 when a proper valve switching signal S V cannot be output.
- the valve switching signal S V can cause the valve to open continuously due to a defect. This would allow unhindered heating coolant to flow through the heat exchanger and endanger the functionality of the air conditioning system.
- This is an example of the presence of a defect in a system regulating the coolant flow, which is initially recognized by the air conditioning control unit 2 and is subsequently communicated to the electronic engine control unit 1 or the function block 4, for example.
- This error can be reported, for example, via the CAN bus or, if such a bus is not present, via the air conditioning standby and air conditioning compressor activation signals S AC and S KO , which are present anyway.
- the air conditioning system ready signal S AC informs the electronic engine control unit 1 that the driver has requested that the air conditioning system be switched on.
- the air conditioning compressor switch-on signal S KO the information is transmitted to the electronic engine control unit 1 that the air conditioning compressor is active and, for example, the idle speed must therefore be increased.
- the predetermined coolant temperature threshold T Kdef can be defined , for example, as a coolant temperature setpoint T Ksoll instead of a setpoint during normal operation as a function of various operating parameters in the event of a defect. Such a setpoint specification in the event of a defect can, like in normal operation, be carried out using characteristic diagrams which are stored in the control unit. Different errors can also be communicated and recognized, for example via the CAN bus.
- the coolant temperature threshold T Kdef can thus also be set differently in accordance with the type of defect or also in accordance with the system which is currently transmitting a defect.
- Coolant temperature control system created that one hand flexible, but also realized in a cost-saving way can be.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
- Devices That Are Associated With Refrigeration Equipment (AREA)
Description
Die Erfindung bezieht sich auf ein Kühlmitteltemperatur-Regelsystem für die Kühlanlage eines Verbrennungsmotors in Kraftfahrzeugen mit einem elektrisch beheizbaren Thermostatventil, dessen Betriebsweise mittels elektrischer Bestromung in Richtung Kühlerbetrieb hin verschiebbar ist.The invention relates to a coolant temperature control system for the cooling system of an internal combustion engine in motor vehicles with an electrically heated thermostatic valve, its operation by means of electrical Current can be shifted in the direction of cooler operation is.
Ein derartiges Kühlmitteltemperatur-Regelsystem ist beispielsweise aus der DE 43 24 178 A1 bekannt. Bei der aus der DE 43 24 178 A1 bekannten Kühlanlage für einen Verbrennungsmotor sind ein Kühler und ein Thermostatventil, mit dem die Temperatur des Kühlmittels in einem Warmlaufbetrieb, einem Mischbetrieb und einem Kühlerbetrieb regelbar ist, vorgesehen. Hierbei enthält das Thermostatventil ein Dehnstoffelement, das zum Reduzieren der Kühlmitteltemperatur elektrisch beheizbar ist. Bei diesem Thermostatventil wird das Dehnstoffelement derart ausgelegt, daß sich die Kühlmitteltemperatur ohne Beheizung des Dehnstoffelements im Warmlaufbetrieb und/oder im Mischbetrieb auf eine obere Arbeitsgrenztemperatur einregelt. Diese obere Arbeitsgrenztemperatur ist vorzugsweise gleich der verbrauchsgünstigsten Betriebstemperatur des Verbrennungsmotors und ist nur geringfügig kleiner als eine maximal zulässige Betriebstemperatur. Diese obere Arbeitsgrenztemperatur kann beispielsweise ca. 105°C betragen.Such a coolant temperature control system is, for example known from DE 43 24 178 A1. At the out the cooling system for an internal combustion engine known from DE 43 24 178 A1 are a cooler and a thermostatic valve, with which the temperature of the coolant in a warm-up mode, a mixed operation and a cooler operation adjustable is provided. Here, the thermostatic valve contains an expansion element that is used to reduce the coolant temperature is electrically heated. With this Thermostatic valve, the expansion element is designed so that the coolant temperature is without heating of the expansion element in warm-up mode and / or in Mixed operation is regulated to an upper working limit temperature. This upper working limit temperature is preferred equal to the most economical operating temperature of the Internal combustion engine and is only slightly smaller than a maximum permissible operating temperature. This upper one Working limit temperature can be, for example, approx. 105 ° C.
Diese obere Arbeitsgrenztemperatur kann jedoch auf Dauer für weitere den Kühlmitteldurchfluß regelnde Anlagen zu hoch sein. Im Normalbetrieb, d. h. ohne Vorliegen eines Defekts, ist bei einer möglichen Kühlmitteldurchflußregelung üblicherweise eine Überhitzung verhinderbar. Beispielsweise wird die Wärmetauschertemperatur bei Heiz- oder Klimaanlagen über das getaktete Ansteuern von Ventilen in zulässigen Bereichen geregelt. Liegt jedoch ein Defekt vor, beispielsweise ein dauernd geöffnetes Ventil, kann das Kühlmittel ungehindert in den Wärmetauscher einfließen. Dies kann insbesondere bei einer Kühlmitteltemperatur um den Bereich der oberen Arbeitsgrenztemperatur zu Störungen, Schädigungen und evtl. zum Totalausfall der Heiz- oder Klimaanlage führen.However, this upper working limit temperature can last for other systems regulating the coolant flow be high. In normal operation, i.e. H. without a Defective, is with a possible coolant flow control Usually overheating can be prevented. For example the heat exchanger temperature for heating or air conditioning systems via the timed activation of valves regulated in permissible ranges. However, is a Defect, for example a permanently open valve, the coolant can flow freely into the heat exchanger. This can be particularly the case with a coolant temperature around the range of the upper working limit temperature faults, damage and possibly total failure of the Run heating or air conditioning.
Es ist Aufgabe der Erfindung, ein Kühlmitteltemperatur-Regelsystem eingangs genannter Art derart zu verbessern, daß andere vom Kühlmittel des Verbrennungsmotors durchflossene Anlagen, insbesondere bei hohen Kühlmitteltemperaturen, nicht geschädigt werden.It is an object of the invention to provide a coolant temperature control system to improve the type mentioned at the beginning, that others are traversed by the coolant of the internal combustion engine Systems, especially at high coolant temperatures, not be harmed.
Diese Aufgabe wird durch die kennzeichnenden Merkmale des
Patentanspruchs 1 gelöst.
Erfindungsgemäß sind Mittel zur Erkennung eines Defekts
einer weiteren den Kühlmitteldurchfluß regelnden Anlage
im Kraftfahrzeug vorgesehen. Bei erkanntem Defekt dieser
Anlage wird eine Bestromung des Thermostatventils vorgenommen.
Mit der Bestromung des Thermostatventils wird die Betriebsweise
des Thermostatventils in Richtung Kühlerbetrieb
hin verschoben, wodurch eine Reduzierung der Kühlmitteltemperatur
bei Vorliegen eines Defekts stattfindet.
Hierdurch werden allgemein alle Anlagen und Teile, die
mit dem Kühlmittel in Kontakt kommen, vor Überhitzung geschützt.This object is achieved by the characterizing features of
According to the invention, means are provided for detecting a defect in a further system regulating the coolant flow in the motor vehicle. If this system detects a defect, the thermostatic valve is energized.
When the thermostatic valve is energized, the operating mode of the thermostatic valve is shifted in the direction of the cooler operation, as a result of which the coolant temperature is reduced if a defect is present.
This generally protects all systems and parts that come into contact with the coolant against overheating.
Nach einer vorteilhaften Weiterbildung gemäß Patentanspruch
2 wird bei erkanntem Defekt die Bestromung
des Thermostatventils derart vorgenommen, daß die Kühlmitteltemperatur
unterhalb einer vorgegebenen Kühlmitteltemperatur-Schwelle
liegt.
Hierdurch wird einerseits vor einer Überhitzung der Anlagen
bei einem Defekt geschützt, andererseits kann jedoch
durch die Vorgabe der Kühlmitteltemperatur-Schwelle noch
eine ausreichende Kühlmitteltemperatur eingehalten werden,
um die Vorteile einer hohen Kühlmitteltemperatur für
den Verbrennungsmotor, wie z. B. eine Senkung des
Kraftstoffverbrauchs, nicht vollkommen aufgeben zu müssen.
Somit wird ein Kompromiß zwischen den Anforderungen
an den Verbrennungsmotor und den Anforderungen an weitere
vom Kühlmittel durchflossene Anlagen bezüglich der Kühlmitteltemperatur
erreicht.According to an advantageous development according to
On the one hand, this protects against overheating of the systems in the event of a defect; B. a reduction in fuel consumption, not having to give up completely. A compromise is thus achieved between the requirements for the internal combustion engine and the requirements for further systems through which the coolant flows with respect to the coolant temperature.
Nach einer weiteren vorteilhaften Ausgestaltung der Erfindung
gemäß Patentanspruch 3 wird die Erkennung eines
Defekts mittels Plausibilitätsüberwachung von Ausgangssignalen
der kühlmitteldurchflossenen Anlagen vorgenommen.
Vorzugsweise sind diese Ausgangssignale ohnehin vorhandene
Eingangssignale eines Steuergeräts, das allgemein
die elektrische Bestromung des Thermostatventils regelt.
Hierdurch ist eine weitere Funktion des Kühlmitteltemperatur-Regelsystems
ermöglicht, ohne konstruktive Änderungen
der Hardware vornehmen zu müssen. Beispielsweise wird
eine eigene Fehlersignalleitung eingespart.According to a further advantageous embodiment of the invention, the detection of a defect is carried out by means of plausibility monitoring of output signals of the systems through which the coolant flows.
These output signals are preferably existing input signals of a control device which generally regulates the electrical energization of the thermostatic valve.
This enables a further function of the coolant temperature control system without having to make design changes to the hardware. For example, a separate error signal line is saved.
In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt. Sie zeigt eine mögliche Anordnung zur Realisierung des erfindungsgemäßen Kühlmitteltemperatur-Regelsystems, insbesondere ein Blockschaltbild zur Erkennung eines Defekts und zur darauf folgenden Bestromung des Thermostatventils.In the drawing is an embodiment of the invention shown. It shows a possible arrangement for Realization of the coolant temperature control system according to the invention, in particular a block diagram for detection a defect and the subsequent energization of the thermostatic valve.
Ein elektronisches Motorsteuergerät 1, das auch weitere
hier nicht dargestellte Funktionen eines Verbrennungsmotors
in Kraftfahrzeugen durchführt, enthält u. a.
einen Funktionsblock 4. Das elektronische Motorsteuergerät
1 weist eine Mehrzahl von Ein- und Ausgangssignalen
auf. Ein mögliches Ausgangssignal ist beispielsweise das
Bestromungsschaltsignal ST. Eingangssignale des elektronischen
Motorsteuergeräts 1 sind das Kühlmitteltemperatur-Signal
TKist, ein Klimaanlagenbereitschafts-Signal
SAC und ein Klimakompressoreinschalt-Signal SKO. Das Klimaanlagenbereitschafts-Signal
SAC und das Klimakompressoreinschalt-Signal
SKO sind Ausgangssignale eines Klimasteuergeräts
2 einer Klimaanlage, die hier ein Beispiel
für eine weitere den Kühlmitteldurchfluß regelnde Anlage
ist. Das Klimasteuergerät 2 gibt u. a. ein Ventilschaltsignal
SV ab, mit dem ein Ventil, insbesondere durch ein
pulsweitenmoduliertes Signal, getaktet angesteuert wird,
um zum Erreichen einer gewünschten Wärmetauschertemperatur
den Durchfluß des Kühlmittels für den Verbrennungsmotor
entsprechend zu regeln. Zur näheren Erläuterung der
Funktionsweise von Heiz- und Klimaanlagen wird auf übliche
Klimaanlagen verwiesen, wie sie beispielsweise in den
VDI-Berichten Nr. 515, 1984, Seite 161 ff. beschrieben
sind. Zusätzlich oder alternativ kann das Klimasteuergerät
2 einer Klimaanlage mit dem elektronischen Motorsteuergerät
auch Ein- und Ausgangssignale über ein Bussystem,
wie z. B. den bekannten Kraftfahrzeugbus CAN,
austauschen.An electronic
Das Klimasteuergerät 2 steuert zur Abgabe des Ventilschaltsignals
SV eine diagnosefähige Treiberschaltung 3
in Abhängigkeit von verschiedenen Eingangssignalen, wie
z. B. von Signalen der Bedieneinheit einer Klimaanlage,
an. Das Klimasteuergerät 2 erkennt über die diagnosefähige
Treiberschaltung 3, wenn kein ordnungsgemäßes
Ventilschaltsignal SV abgegeben werden kann. Beispielsweise
kann durch einen Defekt das Ventilschaltsignal SV
ein ständiges Öffnen des Ventils verursachen. Hierdurch
würde ungehindert erhitztes Kühlmittel durch den Wärmetauscher
fließen und die Funktionsfähigkeit der Klimaanlage
gefährden. Dies ist ein Beispiel für das Vorliegen
eines Defekts einer den Kühlmitteldurchfluß regelnden Anlage,
der zunächst vom Klimasteuergerät 2 erkannt wird
und beispielsweise daraufhin dem elektronischen Motorsteuergerät
1 bzw. dem Funktionsblock 4 mitgeteilt wird.The
Die Mitteilung dieses Fehlers kann beispielsweise über
den CAN-Bus erfolgen oder, wenn ein derartiger Bus nicht
vorhanden ist, über die ohnehin vorhandenen Klimaanlagenbereitschafts-
und Klimakompressoreinschalt-Signale SAC
und SKO. Üblicherweise wird, beispielsweise zur Steuerung
der Leerlaufdrehzahl bei Stillstand des Kraftfahrzeugs,
über das Klimaanlagenbereitschafts-Signal SAC dem elektronischen
Motorsteuergerät 1 mitgeteilt, daß vom Fahrer
ein Einschaltwunsch der Klimaanlage vorliegt. Über das
Klimakompressoreinschalt-Signal SKO wird dem elektronischen
Motorsteuergerät 1 die Information übertragen, daß
der Klimakompressor aktiv ist und dadurch beispielsweise
die Leerlaufdrehzahl angehoben werden muß. Bei einer
Plausibilitätsüberwachung dieser beiden Signale würde das
elektronische Motorsteuergerät 1 bzw. der Funktionsblock
4 einen Fehler bzw. einen Defekt erkennen, wenn das
Klimaanlagenbereitschafts-Signal SAC nicht vorliegt (SAC
= 0), jedoch das Klimakompressoreinschalt-Signal SKO
einen eingeschalteten Klimakompressor anzeigt (SKO = 1).
Diese Signalkombination, SAC=0 und SKO=1, wird vom Klimasteuergerät
2 ausgegeben, wenn ein Defekt an Teilen der
Klimaanlage, wie insbesondere am Wärmetauscherventil,
vorliegt.This error can be reported, for example, via the CAN bus or, if such a bus is not present, via the air conditioning standby and air conditioning compressor activation signals S AC and S KO , which are present anyway. Usually, for example to control the idle speed when the motor vehicle is at a standstill, the air conditioning system ready signal S AC informs the electronic
Liegt ein derartiges Fehlersignal, vorzugsweise für eine vorgegebene Zeit dt, vor und ist die momentan vorliegende Kühlmitteltemperatur TKist größer als eine vorgegebene Kühlmitteltemperatur-Schwelle TKdef, wird das Bestromungsschaltsignal ST für die elektrische Bestromung des Thermostatventils aktiviert (ST = 1). Die vorgegebene Kühlmitteltemperatur-Schwelle TKdef kann beispielsweise in Abhängigkeit von verschiedenen Betriebsparametern im Falle eines Defekts als Kühlmitteltemperatur-Sollwert TKsoll anstelle eines Sollwerts bei Normalbetrieb fest oder variabel definiert werden. Eine derartige Sollwertvorgabe im Falle eines Defekts kann, wie auch im Normalbetrieb, über Kennfelder, die im Steuergerät abgelegt sind, vorgenommen werden. Auch können, beispielsweise über den CAN-Bus, unterschiedliche Fehler mitgeteilt und erkannt werden. Somit kann die Kühlmitteltemperatur-Schwelle TKdef auch entsprechend der Art des Defekts oder auch entsprechend der Anlage, die gerade einen Defekt übermittelt, unterschiedlich festgesetzt werden.If such an error signal is present, preferably for a predetermined time dt, and the present coolant temperature T Kist is greater than a predetermined coolant temperature threshold T Kdef , the energization switching signal S T for the electrical energization of the thermostatic valve is activated (S T = 1). The predetermined coolant temperature threshold T Kdef can be defined , for example, as a coolant temperature setpoint T Ksoll instead of a setpoint during normal operation as a function of various operating parameters in the event of a defect. Such a setpoint specification in the event of a defect can, like in normal operation, be carried out using characteristic diagrams which are stored in the control unit. Different errors can also be communicated and recognized, for example via the CAN bus. The coolant temperature threshold T Kdef can thus also be set differently in accordance with the type of defect or also in accordance with the system which is currently transmitting a defect.
Mit diesem erfindungsgemäßen Ausführungsbeispiel ist ein Kühlmitteltemperatur-Regelsystem geschaffen, das einerseits flexibel, andererseits aber kostensparend realisiert werden kann.With this embodiment according to the invention is a Coolant temperature control system created that one hand flexible, but also realized in a cost-saving way can be.
Claims (3)
- A coolant-temperature control system for the cooling system of an internal combustion engine in motor vehicles, with an electrically heatable thermostat valve, the mode of operation of which can be shifted by electric energisation in the direction towards radiator operation, characterised in that means (4) are provided for discerning a defect in a further system (2) for controlling the flow of coolant in the vehicle and if a defect in this further system (2) is discerned a flow (ST=1) is produced through the thermostat valve.
- A coolant-temperature control system according to claim 1, characterised in that if a defect is discerned, the flow (ST=1) through the thermostat valve is produced in such a way that the coolant temperature (TK ist) remains below a preset coolant temperature threshold (TK def).
- A coolant-temperature control system according to claim 1 or 2, characterised in that a defect is discerned by plausibility monitoring of output signals (SAC, SKO) from the system (2).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19504893A DE19504893B4 (en) | 1995-02-14 | 1995-02-14 | Coolant temperature control system for the cooling system of an internal combustion engine |
| DE19504893 | 1995-02-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0727570A1 EP0727570A1 (en) | 1996-08-21 |
| EP0727570B1 true EP0727570B1 (en) | 1998-08-26 |
Family
ID=7753922
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95119912A Expired - Lifetime EP0727570B1 (en) | 1995-02-14 | 1995-12-16 | Temperature control device for the cooling system of an internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5692460A (en) |
| EP (1) | EP0727570B1 (en) |
| DE (2) | DE19504893B4 (en) |
| ES (1) | ES2122429T3 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19728814A1 (en) * | 1997-07-05 | 1999-01-07 | Behr Thermot Tronik Gmbh & Co | Cooling system for an internal combustion engine of a motor vehicle |
| JPH11117739A (en) * | 1997-10-09 | 1999-04-27 | Toyota Motor Corp | Cooling water circulating device for internal combustion engine |
| US6200021B1 (en) * | 1997-11-10 | 2001-03-13 | Toyoto Jidosha Kabushiki Kaisha | Abnormality detector apparatus for a coolant apparatus for cooling an engine |
| JP2000234535A (en) * | 1999-02-12 | 2000-08-29 | Yamaha Motor Co Ltd | Exhaust device for plopulsion of ship |
| JP2003506616A (en) * | 1999-08-05 | 2003-02-18 | 日本サーモスタット株式会社 | Cooling control system for internal combustion engine |
| US6612271B2 (en) * | 2001-03-13 | 2003-09-02 | Nippon Thermostat Co., Ltd. | Cooling controller for internal-combustion engine |
| US6925376B2 (en) * | 2003-04-01 | 2005-08-02 | Cummins, Inc. | System for diagnosing operation of a cooling system for an internal combustion engine |
| DE10336599B4 (en) * | 2003-08-08 | 2016-08-04 | Daimler Ag | Method for controlling a thermostat in a cooling circuit of an internal combustion engine |
| DE102005048313B4 (en) * | 2005-10-06 | 2013-10-10 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Method for diagnosing the condition of a thermostat |
| DE202014002635U1 (en) * | 2014-03-26 | 2015-06-29 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Cooling system for a motor vehicle |
| US11046448B2 (en) * | 2016-12-20 | 2021-06-29 | Textron Innovations Inc. | Engine cooling systems for aircraft |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57181918A (en) * | 1981-04-30 | 1982-11-09 | Fuji Heavy Ind Ltd | Cooling controller for water-cooled engine |
| IT1179990B (en) * | 1984-02-24 | 1987-09-23 | Gilardini Spa | THERMOSTATIC GROUP FOR THE VEHICLE ENGINE COOLING CIRCUIT |
| US4672920A (en) * | 1984-12-10 | 1987-06-16 | Duprez Wayne R | Pressure compensated temperature switch unit for protection of an internal combustion engine |
| DE8702534U1 (en) * | 1987-02-19 | 1988-06-23 | Gustav Wahler Gmbh U. Co, 7300 Esslingen | Temperature control device for the coolant of internal combustion engines |
| DE4109498B4 (en) * | 1991-03-22 | 2006-09-14 | Robert Bosch Gmbh | Device and method for controlling the temperature of an internal combustion engine |
| DE9115114U1 (en) * | 1991-12-05 | 1992-02-20 | Gustav Wahler Gmbh U. Co, 7300 Esslingen | Temperature control device for the coolant of internal combustion engines |
| JPH05332139A (en) * | 1992-05-29 | 1993-12-14 | Toyota Motor Corp | Cooling device for internal combustion engine |
| DE4448011B4 (en) * | 1993-07-19 | 2011-09-15 | Bayerische Motoren Werke Aktiengesellschaft | Cooling system for an internal combustion engine of a motor vehicle with a thermostatic valve containing an electrically heatable expansion element |
| DE4324178A1 (en) * | 1993-07-19 | 1995-01-26 | Bayerische Motoren Werke Ag | Cooling system for an internal combustion engine of a motor vehicle with a thermostatic valve that contains an electrically heated expansion element |
| DE4332101B4 (en) * | 1993-09-22 | 2005-09-15 | Bayerische Motoren Werke Ag | Cooling device for a liquid-cooled internal combustion engine of a motor vehicle |
| DE4401620A1 (en) * | 1994-01-20 | 1995-07-27 | Bayerische Motoren Werke Ag | Cooling system for an internal combustion engine of a motor vehicle with a thermostatic valve that contains an electrically heated expansion element |
-
1995
- 1995-02-14 DE DE19504893A patent/DE19504893B4/en not_active Expired - Lifetime
- 1995-12-16 ES ES95119912T patent/ES2122429T3/en not_active Expired - Lifetime
- 1995-12-16 EP EP95119912A patent/EP0727570B1/en not_active Expired - Lifetime
- 1995-12-16 DE DE59503336T patent/DE59503336D1/en not_active Expired - Lifetime
-
1996
- 1996-06-07 US US08/660,101 patent/US5692460A/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE19504893A1 (en) | 1996-08-22 |
| DE59503336D1 (en) | 1998-10-01 |
| EP0727570A1 (en) | 1996-08-21 |
| ES2122429T3 (en) | 1998-12-16 |
| US5692460A (en) | 1997-12-02 |
| DE19504893B4 (en) | 2004-12-30 |
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