EP0731260B1 - Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors - Google Patents
Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors Download PDFInfo
- Publication number
- EP0731260B1 EP0731260B1 EP96100636A EP96100636A EP0731260B1 EP 0731260 B1 EP0731260 B1 EP 0731260B1 EP 96100636 A EP96100636 A EP 96100636A EP 96100636 A EP96100636 A EP 96100636A EP 0731260 B1 EP0731260 B1 EP 0731260B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cooling medium
- temperature
- internal combustion
- combustion engine
- mot
- 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
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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
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
- F01P7/044—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using hydraulic drives
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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
- 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
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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
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/30—Engine incoming fluid temperature
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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
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/32—Engine outcoming fluid temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/62—Load
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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
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/64—Number of revolutions
-
- 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
- F01P2025/60—Operating parameters
- F01P2025/66—Vehicle 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
- F01P2031/00—Fail safe
- F01P2031/30—Cooling after the engine is stopped
-
- 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
- F01P2037/00—Controlling
- F01P2037/02—Controlling starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
- F01P2060/045—Lubricant cooler for transmissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/08—Cabin heater
-
- 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
Definitions
- the invention relates to a method for regulating a cooling circuit Internal combustion engine, in particular for motor vehicles, with at least one Coolant pump for setting a coolant flow, a cooler module in which a Heat exchange between an air flow adjustable by means of a fan and the coolant, possibly a temperature-dependent valve for adjustment a mixing ratio between that passed through the cooler module Coolant flow and a guided over a second flow branch Coolant flow and a control unit that is at least that of the coolant pump generated coolant flow and controls the air flow generated by the fan.
- a device for controlling the cooling of a device is known Internal combustion engine that uses a coolant pump to generate the Flow of the coolant in an internal combustion engine and a radiator guided coolant circuit, a fan for generating an air flow through the Cooler and a control device depending on a temperature setpoint of the coolant controls the air flow generated by the fan.
- the Coolant pump is driven by an organ of the internal combustion engine and thus a function of the speed of the internal combustion engine Coolant flow generated, especially in the warm-up phase after the start of Internal combustion engine requires too much energy and the Warm-up phase of the internal combustion engine unnecessarily extended.
- German laid-open specification DE 38 10 174 A1 Device for controlling the coolant temperature of an internal combustion engine is indeed in addition to the blowers that generate the air flow through the cooler, also those from one Electric motor driven coolant pump depending on a temperature setpoint controlled, but the temperature setpoint is dependent on the engine load and Engine speed specified so that the warm-up phase through the Operating point-dependent control of the coolant pump and fan is unnecessary is extended.
- WO-A-84 00578 describes a control method according to the preamble of Claim 1 known.
- the speed of the coolant pump being regulated in such a way that the temperature difference between the inlet and outlet temperature of the Motor is below a certain limit.
- Has the temperature at the outlet of the Motors reaches a certain threshold the temperature difference between the temperature at the inlet and outlet of the motor in relation to the aforementioned Limit value and also the temperature at the output of the motor in relation to one certain temperature limit regulated by the speed of the coolant pump and if necessary, the fan speed is also set accordingly.
- the circuitry complexity is relatively high and Operation carried out continuously and two separate temperature measurements must be evaluated.
- the present invention is therefore based on the object of a method for To provide control of a cooling circuit for an internal combustion engine, in which with the simplest possible means, the power consumption of the coolant pump and the Air flow through the cooler module producing blower kept low Warm-up phase of the internal combustion engine by generating too high Coolant flow is not unnecessarily extended.
- a temperature limit of the coolant between the warm-up phase after the start of the internal combustion engine and one Operation of the internal combustion engine with operating temperature differentiated. Below of the temperature limit is both that generated by the coolant pump Coolant flow and the air flow generated by the fan through the cooler module in Regulated depending on a differential temperature setpoint. After reaching the The temperature limit value controls the coolant pump and the blower both as a function of the differential temperature setpoint and a temperature setpoint of the coolant at the engine outlet.
- the Temperature limit only the coolant flow generated by the coolant pump in Regulate dependence of the differential temperature, but no air flow through the Generate cooler module.
- a further shortening of the warm-up phase is achieved if below one Initial coolant temperature that is less than the temperature limit and one defined period of time after starting the internal combustion engine neither Coolant flow from the coolant pump still generates an air flow from the blower. The time period in which neither the coolant pump nor the blower are activated, is determined so that no hot spots can occur on the internal combustion engine.
- the control of the coolant pump and / or the fan generating the air flow as a function of the heat flow in the coolant occurs. This is done by creating those from the control unit Control signals with a delay to the coolant pump and / or the fan to get redirected. The size of the delay is chosen so that the Time behavior of the coolant pump and the blower the dynamic behavior of the Heat flow of the coolant corresponds.
- the temperature setpoint of the coolant for the control at least the Coolant pump and blower is preferred depending on one for each Operating point of the internal combustion engine optimal engine temperature determined.
- the at least from the operating point of the internal combustion engine and from The coolant flow predetermined heat flow is stored as a map in the control unit.
- the coolant circuit shown in FIG. 1 for an internal combustion engine 2 of a motor vehicle consists of several line branches a to f, the opening cross sections of which are controlled by a temperature-dependent valve 6 (thermostat).
- the direction of rotation of the coolant flow, which is driven by the coolant pump 3, is indicated by arrows.
- the line branch a is guided via a cooler module 1 for cooling the coolant emerging from the internal combustion engine 2. Air is drawn in from outside the motor vehicle by the fan 4 arranged behind the radiator module 1. When flowing through the cooler module 1, a heat exchange takes place between the air flow m ⁇ l adjustable by the blower 4 and the coolant flow m ⁇ w .
- a line branch b is provided, the cross section of which can be controlled by the temperature-dependent valve 6 in order to influence the coolant temperature.
- the line branch c has an expansion tank 7 and serves to regulate the pressure in the entire coolant circuit.
- a heat exchanger 8 for the interior heating of the motor vehicle and a cooler 9 and 10 for cooling the engine oil and the transmission oil are arranged in the additional line branches d to f. These line branches d to f are optional.
- the corresponding cooling or heating functions can also be solved in other ways.
- the coolant circuit includes a control unit 5, for example the control unit of the internal combustion engine, which receives the output signal S sen of the coolant temperature ⁇ w as an input signal , is detected at the engine outlet temperature sensor 11 and via the output signals S pump , S air and S therm both the speed of the Coolant pump 3 and the fan 4 and the temperature-dependent valve 6 controls.
- a control unit 5 for example the control unit of the internal combustion engine, which receives the output signal S sen of the coolant temperature ⁇ w as an input signal , is detected at the engine outlet temperature sensor 11 and via the output signals S pump , S air and S therm both the speed of the Coolant pump 3 and the fan 4 and the temperature-dependent valve 6 controls.
- the warm-up V1 of the internal combustion engine As illustrated in FIG. 2, three cases are distinguished in the method according to the invention; the warm-up V1 of the internal combustion engine, the driving mode V2 at the operating temperature of the coolant and the run-on V3.
- the first method step A1 it is checked whether the internal combustion engine 2 has been started. If this is the case, the coolant temperature ⁇ w is compared (output signal S sen from the temperature sensor 11) at the engine outlet with a temperature limit value ⁇ w characterizing the end of the warm-up phase V1 , warm. At a coolant temperature ⁇ w, below this temperature limit, warm-up V1 is detected. If the coolant temperature ⁇ w, the temperature limit ⁇ w, warml has been reached, the coolant circuit is controlled according to the algorithm for driving mode V2 at operating temperature.
- the coolant circuit is controlled using an algorithm for the run-on V3. If the coolant temperature ⁇ w is below the temperature limit ⁇ w, the control stops after the internal combustion engine 2 is restarted.
- the first step is to compare the coolant temperature ⁇ w, at the engine outlet, with a coolant start temperature ⁇ w, start . If the coolant temperature is below the coolant start value ⁇ w, start , the coolant pump 3 starts with a delay of the time period t start in order to keep the heat flow from components of the internal combustion engine 2 into the coolant as low as possible and thus to achieve a faster heating of the components .
- the coolant flow m ⁇ w generated by the coolant pump 3 is continuously increased until, for the first time, the minimum coolant flow m ⁇ w , min for maintaining the differential temperature setpoint ⁇ w, Mot is intended between Motorein- reaches and exits.
- the control signal S pump, min for the coolant pump 3 is calculated in the control unit 5 from the minimum coolant flow m ⁇ w , min .
- the coolant pump 3 is controlled to maintain the differential temperature setpoint ⁇ w, Mot, coolant with a control signal S pump, warml .
- the actual differential temperature ⁇ w, Mot, required for the control results from the heat flow Q ⁇ Mot from the internal combustion engine into the coolant, which in turn is calculated from the current coolant flow m ⁇ w , the current engine load L Mot and the engine speed n.
- the heat flow Q ⁇ Mot is preferably stored as a map in the control unit 5 for the special internal combustion engine 2.
- the reaction of the coolant pump 3 to short-term engine load and speed changes should be prevented. Since, due to the thermal inertia of the internal combustion engine 2, brief changes in the engine load L Mot and the engine speed n play no role for the heat flow Q ⁇ Mot in the coolant, carrying the speed of the coolant pump 3 would represent unnecessary energy consumption.
- the control signal S pump for the coolant pump is therefore assigned a dynamic transmission behavior, the time constant T stg of which is chosen so that the time behavior of the coolant pump roughly corresponds to the behavior of the heat flow Q ⁇ Mot from the internal combustion engine into the coolant. It follows from this that the speed change of the coolant pump 3 follows the change in the heat flow Q Q mot into the coolant.
- the blower 4 is not activated during the warm-up phase V1, ie no airflow m ⁇ l is generated by the cooler module 1.
- the warm-up phase V1 has ended when the current coolant temperature ⁇ w, the temperature limit value den w, warml is reached for the first time.
- the coolant temperature is also controlled as a function of a temperature setpoint ⁇ w, according to the algorithm for driving mode V2 at operating temperature instead.
- the temperature setpoint ⁇ w, set is first calculated. For this purpose, there is a map in the control unit 5 in which the optimum temperature setpoint ⁇ w, for the specified engine temperature with variable engine load L Mot , engine speed n and coolant flow m ⁇ w , is stored.
- the control temperature ⁇ w, therm results for the temperature-dependent valve 6, from which the control signal S therm is determined for the temperature-dependent valve 6.
- the valve 6 regulates the coolant temperature ⁇ w via the coolant flow conditions between the line branch a led via the cooler module 1 and the line branch b.
- the coolant circuit is simultaneously used to cool the engine oil via a cooler 9, the current oil temperature ⁇ oil can be monitored with a sensor (not shown). Exceeds the current oil temperature ⁇ oil has a temperature limit value ⁇ oil, cross so the coolant temperature is gradually ⁇ w, is lowered until the oil temperature ⁇ oil drops below this limit temperature value. The coolant temperature required for the selected engine temperature is then set again.
- the dynamic behavior of the control in the event of brief changes in the engine load L Mot and the engine speed n is different for compliance with the differential temperature setpoint ⁇ w, Mot, setpoint and the temperature setpoint ⁇ w, setpoint.
- the control according to the differential temperature setpoint ⁇ w, Mot, soll corresponds in its dynamics to that of warming up V1.
- the regulation according to the temperature setpoint ⁇ w should be done faster by varying the valve current S term and the speeds of the coolant pump 3 and blower 4.
- a compromise must be found between an energetic optimum and the temperature constancy of the components of the internal combustion engine 2. For energy purposes, it makes sense to allow brief temperature changes in the components, such as those that occur during the overtaking process.
Description
- Figur 1
- eine schematische Darstellung eines Kühlmittelkreislaufes,
- Figur 2
- ein Ablaufdiagramm für das gesamte Regelverfahren,
- Figur 3
- ein Ablaufdiagramm für die Regelung in der Warmlaufphase des Verbrennungskraftmotors und
- Figur 4
- ein Ablaufdiagramm für die Regelung der Betriebstemperatur.
- 1
- Kühlermodul
- 2
- Verbrennungskraftmotor
- 3
- Kühlmittelpumpe
- 4
- Gebläse
- 5
- Steuergerät
- 6
- temperaturabhängiges Ventil
- 7
- Ausgleichsbehälter
- 8
- Wärmetauscher
- 9
- Kühler
- 10
- Kühler
- 11
- Temperatursensor
- a - f
- Leitungszweige
- m ˙w , min
- minimaler Kühlmittelstrom
- m ˙w
- Kühlmittelstrom
- m ˙l
- Luftstrom
- ϑw,warml
- Temperaturgrenzwert für den Warmlauf
- Δϑw,Mot,ist
- Differenztemperatur-Istwert
- Δϑw,Mot,soll
- Differenztemperatur-Sollwert
- ϑw,soll
- Temperatursollwert
- ϑw,nach
- Temperaturgrenzwert für den Nachlauf
- tstart
- Zeitdauer der Verzögerung
- ϑw,start
- Temperaturanfangswert
- ϑw,therm
- Regeltemperatur des temperaturabhängigen Ventils
- Δϑw,heiß
- Differenzwert
- ϑw,ist
- momentane Temperatur des Kühlmittels am Motoraustritt
- LMot
- Motorlast
- n
- Motordrehzahl
- Q ˙w,k
- Wärmestrom am Kühlermodul
- Q ˙Mot
- Wärmestrom
- V1
- Warmlauf
- V2
- Fahrbetrieb bei Betriebstemperatur
- V3
- Nachlauf
- Ssen
- Ausgangssignal des Temperatursensors
- Spump
- Ansteuersignal für die Kühlmittelpumpe
- Spump,min
- Ansteuersignal für den minimalen Kühlmittelstrom
- Spump,warml
- Ansteuersignal für die Kühlmittelpumpe in der Warmlaufphase
- Stherm
- Ansteuersignal für das Ventil
- Sluft
- Ansteuersignal für das Gebläse
- Tstg
- Zeitkonstante
- ϑÖl
- Öltemperatur
- ϑÖl,Grenz
- Grenztemperaturwert
- k
- Wärmedurchgangskoeffizient
- Ak
- Fläche am Kühlermodul
- ak, bk, ck
- Konstanten
- PL
- Energieeinsatz für das Gebläse
- Pwapu
- Energieeinsatz für die Kühlmittelpumpe
- Kη
- Vergleichswert
- ηk,wapu
- Wirkungsgrad der Kühlmittelpumpe
- ηk,l
- Wirkungsgrad des Gebläses
Claims (10)
- Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors, insbesondere eines Kraftfahrzeuges,mit mindestens einer Kühlmittelpumpe (3) zur Einstellung eines Kühlmittelstromes,mit einem Kühlermodul (1), in dem ein Wärmeaustausch zwischen einem mittels eines Gebläses (4) einstellbaren Luftstromes und dem Kühlmittel erfolgt, undmit einem Steuergerät (5), das mindestens den von der Kühlmittelpumpe (3) erzeugten Kühlmittelstrom und den von dem Gebläse (4) erzeugten Luftstrom steuert,
dadurch gekennzeichnet,
daß ein für die Regelung in Abhängigkeit des Differenztemperatur-Sollwertes (Δϑw,Mot,soll) notwendiger Differenztemperatur-Istwert (Δϑw,Mot,ist) aus dem Wärmestrom (Q ˙Mot) vom Verbrennungskraftmotor (2) in das Kühlmittel und dem Kühlmittelstrom (m ˙w ) ermittelt wird. - Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Differenztemperatur-Sollwert (Δϑw,Mot,soll) und/oder der Temperatur-Sollwert (ϑw,soll) von dem Betriebspunkt (LMot,n) des Verbrennungskraftmotors (2) abhängig sind.
- Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Temperaturgrenzwert (ϑw,warml) das Ende der Warmlaufphase (V1) des Verbrennungskraftmotors (2) kennzeichnet.
- Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß unterhalb des Temperaturgrenzwertes (ϑw,warml) nur der durch die Kühlmittelpumpe (3) erzeugte Kühlmittelstrom (m ˙w ) in Abhängigkeit der Differenztemperatur (Δϑw,Mot,soll) geregelt wird, jedoch kein Luftstrom (m ˙l ) vom Gebläse (4) erzeugt wird.
- Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß nach dem Starten des Verbrennungskraftmotors (2) unterhalb einer Kühlmittelanfangstemperatur (ϑw,start), die kleiner ist als der Temperaturgrenzwert (ϑw,warml) und während einer vorgegebenen Zeitdauer (tstart) weder ein Kühlmittelstrom (m ˙w ) von der Kühlmittelpumpe (3) noch ein Luftstrom (m ˙l ) vom Gebläse (4) erzeugt wird.
- Verfahren nach Anspruch 5, dadurch gekennzeichnet, daß die Länge der vorgebbaren Zeitdauer (tstart) in Abhängigkeit der seit dem Start der Brennkraftmaschine vorgekommenen Betriebspunkte definiert wird.
- Verfahren nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß die Ansteuerung der Kühlmittelpumpe (3) und/oder des Gebläses (4) mit einer Verzögerung erfolgt, deren Zeitkonstanten (Tstg,wapu; Tstg,l) so gewählt sind, daß das Zeitverhalten der Kühlmittelpumpe (3) und/oder des Gebläses (4) dem Verhalten des Wärmestromes (Q ˙Mot ) vom Verbrennungskraftmotor (2) Lin das Kühlmittel bei hohen Motordrehzahlen (n) entspricht.
- Verfahren nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß nach Erreichen des Temperaturgrenzwertes (ϑw,warml) und der durch die Kühlmittelpumpe (3) erzeugte Kühlmittelstrom (m ˙w ) und der durch das Gebläse (4) entstellbare Luftstrom (m ˙l ) in Abhängigkeit eines zeitlichen Vergleiches der Wirkungsgrade (ηk,wapu;k,l) von Kühlmittelpumpe und Gebläse für die Wärmeabfuhr am Kühlermodul (1) gesteuert werden.
- Verfahren nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß der Temperatursollwert (ϑw,soll) in Abhängigkeit einer für jeden Betriebspunkt (LMot,n) des Verbrennungskraftmotors (2) optimalen Motortemperatur ermittelt wird.
- Verfahren nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß der Wärmestrom (Q ˙Mot ) vom Verbrennungskraftmotor (2) in das Kühlmittel vom Betriebspunkt (LMot,n) des Verbrennungskraftmotors (2) und vom Kühlmittelstrom (m ˙w ) abhängig im Steuergerät (5) abgelegt ist.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19508104A DE19508104C2 (de) | 1995-03-08 | 1995-03-08 | Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors |
DE19508104 | 1995-03-08 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0731260A1 EP0731260A1 (de) | 1996-09-11 |
EP0731260B1 true EP0731260B1 (de) | 2000-06-07 |
Family
ID=7755955
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96100636A Expired - Lifetime EP0731260B1 (de) | 1995-03-08 | 1996-01-18 | Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors |
Country Status (4)
Country | Link |
---|---|
US (1) | US5724924A (de) |
EP (1) | EP0731260B1 (de) |
DE (2) | DE19508104C2 (de) |
ES (1) | ES2148598T3 (de) |
Families Citing this family (50)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5660149A (en) * | 1995-12-21 | 1997-08-26 | Siemens Electric Limited | Total cooling assembly for I.C. engine-powered vehicles |
FR2752016B1 (fr) * | 1996-07-31 | 1998-09-11 | Renault | Dispositif de refroidissement d'un moteur a combustion interne |
ITTO980348A1 (it) * | 1998-04-24 | 1999-10-24 | Gate Spa | Sistema di controllo a consumo elettrico minimo per un impianto di raf freddamento per un motore a combustione interna. |
JP3473398B2 (ja) * | 1998-05-01 | 2003-12-02 | 株式会社日立製作所 | 地図応用システムおよび地図表示制御方法 |
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-
1995
- 1995-03-08 DE DE19508104A patent/DE19508104C2/de not_active Expired - Fee Related
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1996
- 1996-01-18 DE DE59605375T patent/DE59605375D1/de not_active Expired - Lifetime
- 1996-01-18 ES ES96100636T patent/ES2148598T3/es not_active Expired - Lifetime
- 1996-01-18 EP EP96100636A patent/EP0731260B1/de not_active Expired - Lifetime
- 1996-03-06 US US08/611,344 patent/US5724924A/en not_active Expired - Fee Related
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ES2148598T3 (es) | 2000-10-16 |
DE59605375D1 (de) | 2000-07-13 |
US5724924A (en) | 1998-03-10 |
DE19508104A1 (de) | 1996-09-12 |
DE19508104C2 (de) | 2000-05-25 |
EP0731260A1 (de) | 1996-09-11 |
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