EP1091103B1 - Système de refroidissement pour un moteur à combustion interne dans des véhicules - Google Patents

Système de refroidissement pour un moteur à combustion interne dans des véhicules Download PDF

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Publication number
EP1091103B1
EP1091103B1 EP00118482A EP00118482A EP1091103B1 EP 1091103 B1 EP1091103 B1 EP 1091103B1 EP 00118482 A EP00118482 A EP 00118482A EP 00118482 A EP00118482 A EP 00118482A EP 1091103 B1 EP1091103 B1 EP 1091103B1
Authority
EP
European Patent Office
Prior art keywords
temperature
coolant
internal combustion
engine
radiator
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
EP00118482A
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German (de)
English (en)
Other versions
EP1091103A1 (fr
Inventor
Michael Krauss
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1091103A1 publication Critical patent/EP1091103A1/fr
Application granted granted Critical
Publication of EP1091103B1 publication Critical patent/EP1091103B1/fr
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
    • 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
    • F01P11/16—Indicating devices; Other safety devices concerning coolant 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
    • F01P2025/08—Temperature
    • F01P2025/31—Cylinder 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
    • F01P2025/08—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
    • F01P2025/08—Temperature
    • F01P2025/34—Heat exchanger incoming 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
    • F01P2025/08—Temperature
    • F01P2025/52—Heat exchanger 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
    • F01P2031/00—Fail safe
    • F01P2031/32—Deblocking of damaged thermostat

Definitions

  • the invention relates to a cooling system for an internal combustion engine in motor vehicles according to the preamble of patent claim 1.
  • thermostatic valve can be, for example, an unheated or contain a heatable expansion element.
  • the technical environment, in particular with regard to the various operating conditions that are used for Opening, partial opening and closing of the thermostatic valve attention is also drawn to DE 43 24 178 A1.
  • a first temperature sensor for detecting the thermostat inlet temperature and a second temperature sensor for detection the thermostat outlet temperature.
  • the thermostat inlet temperature corresponds to the thermostat inlet temperature the coolant temperature at the output of the internal combustion engine, the temperature of the coolant to be cooled, and the thermostat outlet temperature the coolant temperature at the radiator outlet, so the temperature of the cooled coolant, if the coolant at least partially passed over the cooler.
  • a thermostatic valve fault is detected when firstly the thermostat inlet temperature is below the thermostat opening temperature, the thermostatic valve So the coolant only via the short circuit back to the internal combustion engine allowed to pass through, and secondly a temperature difference between the thermostat outlet temperature and the thermostat inlet temperature there is less than a predetermined error detection threshold is. Because with a functioning thermostatic valve should at a coolant temperature below the thermostat opening temperature, the thermostat outlet temperature, as defined above, be much less than the thermostat inlet temperature. However, this check routine only allows one Clamping of the thermostatic valve can be recognized. The additional surveillance the control temperature is not possible.
  • At least one first temperature sensor is for detection the coolant temperature is provided at the radiator outlet.
  • the output signal the temperature sensor is a preferably electronic control unit supplied, which already exist in known cooling systems is.
  • the output signal of the temperature sensor can either directly or e.g. B. over a bus connection from another Control unit are transmitted.
  • the control unit which is usually also receives and processes further input signals, checked at one Change from a first operating condition in which the coolant flow through the thermostatic valve initially only through the short-circuit line would have to become a second operating condition in which the coolant flow released by the thermostatic valve at least partially via the cooler should be whether an increase in the coolant temperature at the radiator outlet starts.
  • a second temperature sensor for detecting the coolant temperature is preferred provided at the output of the internal combustion engine, for example be mounted in a cylinder head of the internal combustion engine can. Its output signal is also fed to the control unit.
  • the main operating conditions for opening, partially opening and Closing the thermostatic valve refer to the coolant temperatures.
  • the second operating condition at least for the partial opening of the Thermostat valve or for partial release of the coolant flow via leads the cooler, is preferably reaching a predetermined Coolant temperature at the output of the internal combustion engine, preferably the so-called opening temperature.
  • Other operating conditions may change for example, the ambient temperature or the Obtain engine speed.
  • the invention is for unheated Thermostatic valves can be used as well as for heated thermostatic valves.
  • the coolant temperature remains at the radiator outlet approximately the same level. If the operating condition, especially the Opening temperature, reached for "opening" the thermostat, flows for the first time coolant at least partially through the radiator, causing the Coolant temperature at the radiator outlet rises. There will be no increase in Coolant temperature detected at the radiator outlet, although the thermostat should have opened in accordance with the specified operating condition for example, an error message according to the known on-board diagnostic regulations output. For example, the error message the thermostatic valve is stuck in the closed state Clues. In this case, the thermostatic valve can be repaired if necessary.
  • the control unit preferably continues to check whether the Coolant temperature at the output of the internal combustion engine above one second threshold is after the coolant temperature at Radiator outlet has reached or exceeded a first threshold.
  • the first Threshold is below the second threshold.
  • An increase in Coolant temperature at the radiator outlet e.g. B. a predetermined Amount that can be used as a reliable release condition to expire required diagnostics can be used in normal operation.
  • the second threshold is advantageously so according to predetermined environmental regulations chosen to have a coolant temperature or a Internal combustion engine temperature corresponds to that to optimize the Emission values and / or for the release of further emissions-relevant ones Diagnostic functions are at least necessary. Is that Coolant temperature at the output of the internal combustion engine in normal operation, d. H.
  • the invention provides an overall diagnosis with differentiation Error message possible.
  • Fig. 1 is a cooling system of a motor vehicle, not shown here an internal combustion engine 1, with a radiator 2, with one of the Internal combustion engine 1 leading to cooler 2 flow line 3, with a return line 4 leading from cooler 2 to internal combustion engine 1, with one connecting the flow line 3 and the return line 4 Short-circuit line 5 and with one arranged in the short-circuit line 5
  • Thermostatic valve 6 shown.
  • the thermostatic valve 6 is arranged in this way and configured that depending on operating conditions, especially the coolant temperature at the thermostat inlet, the Coolant flow from the internal combustion engine 1 through the short-circuit line 5 and / or is led back through the cooler 2 to the internal combustion engine 1.
  • Such cooling systems are known. For more details, for example referred to DE 43 24 178 DE.
  • Coolant bypassing cooler 2 via short-circuit line 5 is returned to the internal combustion engine 1 as cool as possible.
  • the internal combustion engine 1 is heated up quickly, as a result of which the Emissions from an internal combustion engine are reduced.
  • Thermostat valve 5 finds regulation to a predetermined specified one Coolant temperature instead Since this function is emission-relevant, this is necessary monitoring that is as secure as possible is required.
  • first temperature sensor 7 at the radiator outlet and Output of the internal combustion engine 1 or preferably in a cylinder head the internal combustion engine 1 attached a second temperature sensor 9.
  • the Temperature sensors 7 and 9 are electronic with inputs Control unit 8 connected.
  • the control unit 8 may have further ones Inputs for recording other operating conditions such as B. for Detection of engine speed, vehicle speed, the ambient temperature and / or the load of the internal combustion engine.
  • the temperature profile A is the coolant temperature at the outlet the internal combustion engine 1 shown, which by means of the z. B. in the cylinder head attached temperature sensor 9 is measured.
  • the temperature curve B refers to the coolant temperature at the outlet of the cooler 2, the is detected by means of the temperature sensor 7.
  • both temperature profiles A and B begin at the same temperature T Start , which corresponds approximately to the ambient temperature.
  • the temperature profile A detected by means of the temperature sensor 9 rises relatively quickly and reaches the opening temperature (eg 95 ° C.) of the thermostatic valve 6 at the time t1.
  • the temperature profile B remains constant at least until the time t1; because when the thermostatic valve is intact, no heated coolant is passed over the cooler 2 as long as the opening temperature has not been reached.
  • coolant also begins to flow through the cooler 2.
  • heated coolant arrives at the radiator outlet, as a result of which the temperature curve B begins to rise.
  • the control unit 8 preferably enters a differentiated error message in a diagnostic error memory and / or transmits it to an output unit.
  • temperature profile B has a first threshold S1 reached.
  • This threshold S1 is chosen so that there is an intact Thermostat valve should be in regular operation if the Coolant temperature at the outlet of the cooler 2 this threshold S1 has at least achieved.
  • the coolant temperature on Output of the internal combustion engine 1 above a predetermined second Threshold S2 lie.
  • the control temperature corresponds approximately to that Opening temperature and is 95 ° C in the example shown.
  • the Temperature curve A is approximately 95 ° C. at time t3 and later thus above the threshold S2. In the case shown, this is therefore Thermostatic valve intact.
  • the coolant temperature at Output of the internal combustion engine, i.e. the temperature profile A, below this second threshold S2 would be one of the control unit 8 corresponding error message and / or a corresponding one Fault memory entry made that is too low Coolant temperature would indicate in normal operation.
  • a simple, safe, differentiated and fast running diagnostic function for Monitoring compliance with a specific emissions-reducing Engine cooling water temperature reached.
  • partial coolant temperature sensors already installed as standard on the Radiator outlet and / or in the internal combustion engine may not be an additional one structural change of the cooling system required.

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  • 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)

Claims (4)

  1. Système de refroidissement d'un moteur à combustion interne (1) équipant un véhicule automobile comportant une conduite de départ (3) reliant le moteur à son radiateur (2), une conduite de retour (4) reliant le radiateur (2) au moteur, une conduite de court-circuit (5) reliant la conduite de départ et la conduite de retour ainsi qu'une soupape thermostatique (6) qui, selon les conditions de fonctionnement fait passer le flux de liquide de refroidissement du moteur à combustion interne à travers la conduite de court-circuit (5) et/ou à travers le radiateur (2) pour revenir au moteur à combustion interne (1)
    caractérisé en ce qu'
    au moins un premier capteur de température (7) saisit la température du liquide de refroidissement à la sortie du radiateur, son signal de sortie étant appliqué à une unité de commande (8), et
    en cas de changement en passant d'une première condition de fonctionnement pour laquelle le débit de liquide de refroidissement à travers la soupape thermostatique (6) devrait tout d'abord traverser encore la conduite de court-circuit (5) vers une seconde condition de fonctionnement pour laquelle le flux de liquide de refroidissement à travers la soupape thermostatique (6) devrait être libéré au moins en partie par le radiateur (2), l'unité de commande (8) vérifie si la température du liquide de refroidissement commence à monter à la sortie du radiateur.
  2. Système de refroidissement selon la revendication 1,
    caractérisé par
    un second capteur de température (9) pour saisir la température du liquide de refroidissement à la sortie du moteur à combustion interne et dont le signal de sortie est également appliqué à l'unité de commande (8).
  3. Système de refroidissement selon la revendication 2,
    caractérisé en ce que
    la seconde condition de fonctionnement consiste à atteindre une température prédéterminée du liquide de refroidissement (T=95°C) à la sortie du moteur à combustion interne, température qui est demandée par l'unité de commande (8) par l'intermédiaire du capteur de température (9).
  4. Système de refroidissement selon la revendication 2 ou 3,
    caractérisé en ce que
    l'unité de commande (8) vérifie si la température du liquide de refroidissement à la sortie du moteur à combustion interne est au-dessus d'un second seuil (S2) après que la température du liquide de refroidissement à la sortie du radiateur ait atteint ou dépassé un premier seuil (S1).
EP00118482A 1999-10-07 2000-08-25 Système de refroidissement pour un moteur à combustion interne dans des véhicules Expired - Lifetime EP1091103B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19948249A DE19948249A1 (de) 1999-10-07 1999-10-07 Kühlsystem für eine Brennkraftmaschine in Kraftfahrzeugen
DE19948249 1999-10-07

Publications (2)

Publication Number Publication Date
EP1091103A1 EP1091103A1 (fr) 2001-04-11
EP1091103B1 true EP1091103B1 (fr) 2003-07-16

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ID=7924772

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00118482A Expired - Lifetime EP1091103B1 (fr) 1999-10-07 2000-08-25 Système de refroidissement pour un moteur à combustion interne dans des véhicules

Country Status (4)

Country Link
US (1) US6532807B1 (fr)
EP (1) EP1091103B1 (fr)
JP (1) JP2001140645A (fr)
DE (2) DE19948249A1 (fr)

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US6279390B1 (en) * 1996-12-17 2001-08-28 Denso Corporation Thermostat malfunction detecting system for engine cooling system
GB2348297B (en) * 1999-03-20 2003-04-16 Rover Group Thermostat fault detection in a vehicle cooling circuit.
GB0426647D0 (en) * 2004-12-04 2005-01-05 Ford Global Tech Llc An engine cooling system
US8161800B2 (en) * 2008-12-30 2012-04-24 General Electric Company Methods and systems for valve leak simulation
CN101968401B (zh) * 2009-07-28 2012-09-26 北汽福田汽车股份有限公司 一种用于发动机性能测试的冷却液温控系统
JP5251844B2 (ja) * 2009-11-24 2013-07-31 トヨタ自動車株式会社 冷却装置の異常判定装置および冷却装置の異常判定方法
JP5375790B2 (ja) * 2010-10-08 2013-12-25 トヨタ自動車株式会社 異常判定装置および異常判定方法
US8820272B2 (en) 2012-11-30 2014-09-02 Caterpillar Inc. Cooling system having shock reducing valve
CN105164383B (zh) * 2013-04-30 2017-12-19 丰田自动车株式会社 冷却水控制装置
GB2523980B (en) * 2013-11-22 2016-06-01 Jaguar Land Rover Ltd Method of identifying a fault
JP5839021B2 (ja) * 2013-12-03 2016-01-06 トヨタ自動車株式会社 内燃機関の冷却装置
US20150176473A1 (en) * 2013-12-24 2015-06-25 Hyundai Motor Company Thermostat with failure diagnosis function and mehod for failure diagnosis of thermostat using the same
DE102014106362A1 (de) * 2014-05-07 2015-11-12 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Überwachung des Öffnungszustands eines Regelventils eines Kühlmittelkreislaufs einer Brennkraftmaschine und Vorrichtung dafür
CN104390785B (zh) * 2014-10-28 2017-05-10 北京新能源汽车股份有限公司 一种纯电动汽车冷却系统试验台
GB2536249B (en) * 2015-03-10 2017-11-08 Jaguar Land Rover Ltd Controller for a motor vehicle cooling system and method
JP6418112B2 (ja) * 2015-09-09 2018-11-07 株式会社デンソー 診断装置
JP6245236B2 (ja) * 2015-08-27 2017-12-13 トヨタ自動車株式会社 内燃機関の冷却装置
CN107956573B (zh) 2017-11-24 2019-06-28 广州汽车集团股份有限公司 节温器故障诊断方法、装置、计算机设备以及存储介质
KR102496809B1 (ko) * 2018-08-22 2023-02-06 현대자동차 주식회사 냉각 시스템의 제어방법
CN109653860B (zh) * 2018-12-14 2020-07-24 安徽江淮汽车集团股份有限公司 一种节温器合理性诊断方法
TR201900313A2 (tr) * 2019-01-10 2020-07-21 Kirpart Otomotiv Parcalari Sanayi Ve Ticaret A S Motor soğutma i̇çi̇n bi̇r akilli termal yöneti̇m modülü
CN110566339A (zh) * 2019-09-27 2019-12-13 潍柴动力股份有限公司 节温器卡滞监控方法、装置、控制器及车辆
US11788495B2 (en) * 2020-01-22 2023-10-17 Square Head Inc. Fluid control system

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FR2773845B1 (fr) * 1998-01-22 2000-04-14 Siemens Automotive Sa Procede de detection d'un dysfonctionnement d'un thermostat de vehicule automobile
GB2348297B (en) * 1999-03-20 2003-04-16 Rover Group Thermostat fault detection in a vehicle cooling circuit.

Also Published As

Publication number Publication date
DE50002893D1 (de) 2003-08-21
US6532807B1 (en) 2003-03-18
EP1091103A1 (fr) 2001-04-11
DE19948249A1 (de) 2001-04-26
JP2001140645A (ja) 2001-05-22

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