EP1165948A1 - Procede de detection de defaillance dans un systeme de refroidissement d'un moteur d'automobile - Google Patents

Procede de detection de defaillance dans un systeme de refroidissement d'un moteur d'automobile

Info

Publication number
EP1165948A1
EP1165948A1 EP01911350A EP01911350A EP1165948A1 EP 1165948 A1 EP1165948 A1 EP 1165948A1 EP 01911350 A EP01911350 A EP 01911350A EP 01911350 A EP01911350 A EP 01911350A EP 1165948 A1 EP1165948 A1 EP 1165948A1
Authority
EP
European Patent Office
Prior art keywords
temperature
computer
model band
temperature sensor
actual
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.)
Granted
Application number
EP01911350A
Other languages
German (de)
English (en)
Other versions
EP1165948B1 (fr
Inventor
Frank Kastner
Peter Wiltsch
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 EP1165948A1 publication Critical patent/EP1165948A1/fr
Application granted granted Critical
Publication of EP1165948B1 publication Critical patent/EP1165948B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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
    • 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
    • F01P2023/00—Signal processing; Details thereof
    • 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
    • F01P2025/60—Operating parameters
    • F01P2025/62—Load
    • 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
    • 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
    • F01P2031/20—Warning 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
    • F01P2031/00—Fail safe
    • F01P2031/22—Fail safe using warning lamps

Definitions

  • the invention is based on a method for
  • Temperature sensor measured and fed to a computer that uses an algorithm to calculate a first temperature model band from the measured values for the actual temperature. An error detection is then carried out by comparing the actual temperature with the first temperature model band. However, it cannot be seen from the resulting error message whether there is a defect in the thermostatic valve or even in the temperature sensor. Errors in the supply line or the display are also indistinguishable. On the other hand, there are legal ones
  • the cooling system of a motor vehicle engine has the advantage that the individual causes of the error, for example a non-closing thermostatic valve or a defective temperature sensor, can be selectively recognized and displayed directly without additional hardware expenditure. This is achieved with the simulation of a second temperature model band, which is calculated in the case of a non-closing thermostatic valve. This simple measure advantageously allows detailed error detection to be carried out with an appropriate algorithm.
  • the computer calculates the second temperature model band for a load-dependent temperature or different speeds.
  • the change in the course during the second temperature model band can then be used to differentiate whether the thermostatic valve actually no longer closes or whether there is a defect in the temperature sensor, for example an interruption or an oscillation.
  • the ambient temperature for the calculation of the second temperature model band the cause of the incorrect display can advantageously be determined more precisely.
  • additional parameters such as the intake air temperature, intake air mass, the throttle valve angle and / or the vehicle speed are added.
  • the two temperature model bands are only analyzed at a point in time when they no longer overlap.
  • a defective temperature transmitter can already be recognized if the actual temperature lies outside the two overlapping temperature bands for a predetermined period of time.
  • the curve for the actual temperature is advantageously evaluated using a simple time counter that tracks the actual temperature during a predetermined time interval. An error exists if the actual temperature is outside the first temperature model range. If the course of the actual temperature is even outside the two temperature model bands, it can be assumed that a defective temperature sensor is present. If, on the other hand, the curve for the actual temperature lies within the second temperature model range, this is an indication of a thermostatic valve that does not close while the temperature sensor is OK. A possible cause may be that the valve got stuck in the open state, for example.
  • FIG. 1 shows a block diagram of a simplified cooling circuit of a motor vehicle engine
  • FIG. 2 shows a flow diagram
  • FIG. 3 shows a diagram with temperature model bands and temperature curves.
  • FIG. 1 shows in a highly simplified form a block diagram of a cooling circuit with a motor 1, in which the cooling water is passed through a cooler 6 by means of a circulating pump 2 via a feed line V and return line R.
  • a preferably mechanically operated thermostatic valve 3 opens or closes depending on the coolant temperature. At a low temperature it should be closed, while at a high temperature it opens wide, thus allowing a larger flow of cooling water to pass through in the direction of the cooler 6.
  • the cooling effect of the cooler 6 can be enhanced by one or more fans 10 and / or the headwind F.
  • a temperature sensor 4 is attached at a suitable point (preferably on the engine block) and detects the instantaneous actual temperature of the cooling water. This measured value is fed to a computer 7 which controls the function of the fan 10 by means of a program which is stored in a program memory 8.
  • the computer 7 actuates the thermostatic valve 3 electrically. If a fault in the cooling system is detected, then this is output optically or acoustically on a display 9, for example, or can also be read out via a corresponding service connection. The mode of operation of this arrangement is explained in more detail with reference to FIGS. 2 and 3.
  • the invention is based on the idea of using a simple algorithm without additional hardware expenditure
  • a second temperature model band is calculated in addition to the already known first temperature model band, which is usually determined by means of a corresponding software program.
  • this second temperature model band is set so that it shows the temperature profile in the case of a defective thermostatic valve, the passage valve of which is open. The temperature measurement takes place within a defined time interval. The influence of load changes or speed changes can also be advantageously taken into account.
  • the determination of this second temperature model band is shown in the flow chart of FIG. 2. In practice, the algorithm is advantageously implemented with a program.
  • the flow chart of Figure 2 shows the following sequence. Starting in a start position 20, position 21 checks whether the two temperature model bands are free of overlaps or not. If this is not the case, then a defective temperature sensor can already be detected in position 27, provided the actual temperature is outside both model bands for a certain time. A corresponding output is generated on the display 9. Otherwise the test cycle is repeated. If the two model bands are free of overlap, the temperature profile of the actual temperature measured by the temperature sensor 4 is first compared in position 22 with the first temperature model band. To determine the It should be noted in principle that the temperature curve from the model calculation is defined with a corresponding tolerance band in order to record the tolerances that occur.
  • position 23 checks whether the actual temperature lies outside the first temperature model range. Time counters are started that show the respective uninterrupted length of stay of the measured cooling water temperature in the corresponding model temperature band. In position 23, it is therefore continuously checked how long the actual temperature lies outside the first temperature model range. As long as this predetermined time interval has not been reached, the program jumps back to position 22. In the other case, it is checked in position 24 whether the actual temperature is within the second temperature model range. If this is not the case, then this is a sign that the temperature sensor 4 is defective. In this case, a corresponding error message can be output optically or acoustically on a display or via a loudspeaker or also via a corresponding service plug. The message could be "Temperature sensor defective".
  • the measured actual temperature is outside the first temperature model band, but within the second temperature model band within the specified one
  • the dynamic test is carried out in position 26.
  • the dynamic test is carried out in such a way that the temperature profile now also, for example, over a longer period of time
  • the ambient temperature can also be taken into account in order to specify the result.
  • the engine temperature is then compared with the second temperature model band in accordance with the actual temperature of the cooling water and stored.
  • the measurements are carried out continuously for a predetermined time interval and are preferably stored. If it turns out that the temperature sensor essentially follows the actual temperature profile according to the second temperature model range, then it can be concluded that the temperature sensor is working, because the observed temperature differences are identical except for the tolerance of the calculated model range. However, the amount of the difference between the change of the second exceeds
  • Temperature model band and the change in the measured actual temperature a predetermined threshold then it can be concluded that the temperature sensor is defective.
  • the temperature sensor 4 oscillates, ie it changes the displayed temperature without there being any dynamics in the model. Both cases indicate a defect in the temperature sensor, so that a corresponding error message can be issued for the defective temperature sensor.
  • FIG. 3 shows the individual relationships again in the temperature diagram shown.
  • the first temperature model band 31 shows the state when the curve for the actual temperature 32 lies within the model band 31. If, on the other hand, the temperature sensor shows temperature 2 , for example, it cuts the first temperature model band 31 only briefly. Since the temperature curve 33 has been outside the first temperature model band 31 for the longest time, an error in the temperature sensor 4 can be concluded.
  • the lower model band shows the temperature rise of the cooling water, which corresponds to an open thermostatic valve 3. This course is relatively flat because the heat generated by the internal combustion engine is immediately dissipated via the radiator without the engine reaching its operating temperature.
  • the second temperature model band only increases slightly in the right part of the diagram when there is a higher load or higher speed.
  • the course of the actual temperature within this second temperature model band is also in the case of an intact temperature sensor 4. If, on the other hand, the actual temperature of the temperature sensor 4 is essentially constant at the value T 1 , then a defective temperature sensor 4 can be concluded, since this essentially does not follow the right curve (FIG. 3) of the second temperature model band.
  • the termostat valve 3 is defective if the amount the difference between the temperature change in the second model range and the change in the measured actual temperature is less than a predetermined threshold.
  • the computer 7 can issue a corresponding error message for the defective thermostatic valve 3.
  • the algorithm for calculating the temperature model bands is preferably implemented in the form of a software program.
  • This program can also be part of an existing control program for engine functions or the like.

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)
  • Testing Of Engines (AREA)
  • Control Of Temperature (AREA)

Abstract

L'invention concerne un procédé de détection de défaillance dans un système de refroidissement d'un moteur d'automobile. Selon ce procédé, un algorithme permet non seulement de détecter une défaillance du système de refroidissement mais également de déterminer si la soupape thermostatique ou le capteur de température sont défectueux. La détermination d'erreur différenciée s'obtient au moyen d'un calcul d'une deuxième plage de température modèle pour les cas où le thermostat reste en position ouverte. Une première plage de température modèle est calculée pour les cas où le système de refroidissement est en état de marche. La comparaison de la courbe de température réelle mesurée avec les deux plages de températures modèles permet d'établir un diagnostic sélectif et de déterminer si le capteur de température ou la soupape thermostatique sont défectueux. Un investissement supplémentaire en matériel n'est pas nécessaire.
EP01911350A 2000-01-18 2001-01-13 Procede de detection de defaillance dans un systeme de refroidissement d'un moteur d'automobile Expired - Lifetime EP1165948B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10001713 2000-01-18
DE10001713A DE10001713A1 (de) 2000-01-18 2000-01-18 Verfahren zur Fehlererkennung eines Kühlsystems eines Kraftfahrzeug-Motors
PCT/DE2001/000124 WO2001053674A1 (fr) 2000-01-18 2001-01-13 Procede de detection de defaillance dans un systeme de refroidissement d'un moteur d'automobile

Publications (2)

Publication Number Publication Date
EP1165948A1 true EP1165948A1 (fr) 2002-01-02
EP1165948B1 EP1165948B1 (fr) 2012-01-11

Family

ID=7627759

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01911350A Expired - Lifetime EP1165948B1 (fr) 2000-01-18 2001-01-13 Procede de detection de defaillance dans un systeme de refroidissement d'un moteur d'automobile

Country Status (6)

Country Link
US (1) US6640168B2 (fr)
EP (1) EP1165948B1 (fr)
JP (1) JP4605738B2 (fr)
DE (1) DE10001713A1 (fr)
ES (1) ES2376729T3 (fr)
WO (1) WO2001053674A1 (fr)

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JP3932035B2 (ja) * 2002-08-21 2007-06-20 株式会社デンソー 内燃機関の冷却系の異常診断装置
FR2863662B1 (fr) * 2003-12-16 2006-02-10 Sc2N Sa Dispositif de surveillance du circuit de refroisissement d'un vehicule automobile
US6931865B1 (en) * 2004-02-18 2005-08-23 General Motors Corporation Method and apparatus for determining coolant temperature rationally in a motor vehicle
JP4407589B2 (ja) * 2005-07-29 2010-02-03 トヨタ自動車株式会社 内燃機関の冷却装置
US8635006B2 (en) * 2008-11-14 2014-01-21 GM Global Technology Operations LLC Control systems and methods for estimating engine coolant heat loss
DE102009054401A1 (de) * 2009-11-24 2011-06-01 Continental Automotive Gmbh Verfahren zum Überwachen eines Kühlmittel-Temperatursensors sowie Steuereinrichtung
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JP5218526B2 (ja) * 2010-11-11 2013-06-26 トヨタ自動車株式会社 水温センサ異常判定装置
US9605584B2 (en) * 2012-11-07 2017-03-28 Cummins Inc. Method and system to diagnose thermostat failure in engine with onboard diagnostics
JP6209024B2 (ja) 2013-08-28 2017-10-04 ヤンマー株式会社 遠隔サーバ
SE539360C2 (sv) * 2013-10-18 2017-08-08 Scania Cv Ab Arrangemang och förfarande för att diagnosticera ett kylsystem i ett fordon
US9568089B2 (en) 2014-03-21 2017-02-14 Flextronics Ap, Llc Smart solenoid for controlling fluid flow
JP6160646B2 (ja) * 2015-03-27 2017-07-12 トヨタ自動車株式会社 エンジンの冷却装置
KR101714176B1 (ko) 2015-07-23 2017-03-09 현대자동차주식회사 써모스탯의 고장진단방법
JP6365564B2 (ja) * 2016-02-15 2018-08-01 マツダ株式会社 車両の温度表示装置
US11260749B2 (en) * 2016-09-26 2022-03-01 Transportation Ip Holdings, Llc Cooling control systems
JP6461221B2 (ja) * 2017-03-30 2019-01-30 株式会社Ｓｕｂａｒｕ エンジンの制御装置
FR3086336B1 (fr) 2018-09-24 2020-09-04 Continental Automotive France Procede de commande d'un moteur a combustion interne refroidi par air
US10662863B1 (en) * 2018-11-20 2020-05-26 Caterpillar Inc. Systems and methods for monitoring the performance of a heat exchanger
EP3772168A1 (fr) * 2019-08-02 2021-02-03 Schneider Electric Industries SAS Détection d'une défaillance d'un module de puissance sur la base des conditions de fonctionnement
CN110848017B (zh) * 2019-11-26 2021-08-31 奇瑞汽车股份有限公司 一种水温合理性诊断方法
JP7348137B2 (ja) * 2020-06-16 2023-09-20 株式会社神戸製鋼所 温度異常判定装置および温度異常判定方法
CN112378667A (zh) * 2020-09-25 2021-02-19 潍柴动力股份有限公司 一种发动机节温器卡滞故障检测方法
EP4009125A1 (fr) * 2020-12-02 2022-06-08 Andreas Stihl AG & Co. KG Procédé de détermination d'informations concernant une condition d'un système de moteur d'entrainement et/ou d'un pack d'accumulateur d'entrainement d'une machine de jardinage, de foresterie et/ou de construction et d'un systeme pour determiner des informations sur l'état d'un systëme de moteur d'entrainement et/ou de traitement de construction de système de moteur d'entrainement équipement
CN115234371B (zh) * 2021-06-01 2023-09-05 广州汽车集团股份有限公司 车辆发动机热管理诊断方法、装置、设备及存储介质

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Also Published As

Publication number Publication date
DE10001713A1 (de) 2001-07-19
JP2003520320A (ja) 2003-07-02
WO2001053674A1 (fr) 2001-07-26
EP1165948B1 (fr) 2012-01-11
US20020157620A1 (en) 2002-10-31
JP4605738B2 (ja) 2011-01-05
US6640168B2 (en) 2003-10-28
ES2376729T3 (es) 2012-03-16

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