EP1381760A2 - Procede de determination de la temperature d'huile dans un moteur a combustion interne - Google Patents

Procede de determination de la temperature d'huile dans un moteur a combustion interne

Info

Publication number
EP1381760A2
EP1381760A2 EP02724132A EP02724132A EP1381760A2 EP 1381760 A2 EP1381760 A2 EP 1381760A2 EP 02724132 A EP02724132 A EP 02724132A EP 02724132 A EP02724132 A EP 02724132A EP 1381760 A2 EP1381760 A2 EP 1381760A2
Authority
EP
European Patent Office
Prior art keywords
oil temperature
toil
sens
value
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.)
Granted
Application number
EP02724132A
Other languages
German (de)
English (en)
Other versions
EP1381760B1 (fr
Inventor
Franz Kunz
Hong Zhang
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.)
Siemens AG
Original Assignee
Siemens 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 Siemens AG filed Critical Siemens AG
Publication of EP1381760A2 publication Critical patent/EP1381760A2/fr
Application granted granted Critical
Publication of EP1381760B1 publication Critical patent/EP1381760B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/005—Controlling temperature of lubricant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/023—Temperature of lubricating oil or working fluid

Definitions

  • the invention relates to a method for determining the oil temperature in an internal combustion engine according to the preamble of claim 1.
  • the current temperature of the engine oil is required for certain functions in an electronic control device • for internal combustion engines. For example, exceeding a threshold value for the engine oil temperature can be used to trigger on-board diagnosis. It is also known to use the oil temperature as a criterion for setting the idle speed of an internal combustion engine, since at very high oil temperatures a higher idle speed is necessary in order to supply the internal combustion engine with the then thin oil. In addition, the oil temperature can be used to calculate the oil life in order to be able to optimally determine the time of an oil change.
  • the oil temperature is determined from other variables. For this purpose, the period of time during which the coolant temperature is equal to or greater than a temperature threshold value is determined. Through a As a relationship between this time period and the oil temperature, a measure of the oil temperature is determined and the idling speed is set accordingly.
  • a hot running hare of an internal combustion engine requiring an increase in idle speed is recognized when an oil temperature value determined as a function of the coolant temperature, intake air temperature, speed and load of the internal combustion engine exceeds a threshold value.
  • the invention has for its object to provide a method with which an oil temperature in an internal combustion engine can be determined with high accuracy.
  • the oil temperature is calculated using an oil temperature model. At least one parameter characterizing the operating point of the internal combustion engine is included as input variables for the oil temperature model.
  • a modeled oil temperature sensor value of the oil temperature model is compared with a measured oil temperature value and the difference value of these two oil temperatures as an input variable for an immediately or indirectly following iterative calculation cycle of a further oil temperature of the oil temperature model, included in the oil temperature model.
  • the difference value between the modeled oil temperature sensor value and the measured oil temperature is included in the oil temperature model additively or multiplicatively.
  • the method according to the invention is just as suitable for internal combustion engines with a heat exchanger between the oil and coolant circuit as for internal combustion engines which do not have such a heat exchanger, since there is always a certain thermal coupling between the oil and coolant via the engine block.
  • Figure 1 is a schematic representation of an internal combustion engine in which the inventive method is applied
  • Figure 2 is a flowchart for determining the oil temperature
  • Figure 3 is a representation of the temperature profiles of the coolant and oil temperatures depending on the time.
  • the internal combustion engine 1 which is preferably used as a drive source for a motor vehicle, is supplied with the air required for combustion via an intake line 2.
  • An injection system 3 injects fuel into the intake line 2.
  • the method according to the invention can also be used in an internal combustion engine with direct fuel injection, which for example has a high-pressure accumulator injection system with injection valves, which inject the fuel directly into the cylinders of the internal combustion engine 1.
  • the exhaust gas of the internal combustion engine 1 flows via an exhaust pipe 4 to an exhaust gas aftertreatment system and from there via a silencer to the outside (not shown).
  • a load sensor in the form of an air mass sensor 5 is provided, which emits a signal MAF corresponding to the air flow rate.
  • a pressure sensor 6 can also be used as the load sensor for the internal combustion engine 1, which detects the pressure ps prevailing in the intake line 2. This is shown in dashed lines in FIG. 1.
  • An electronic control device 7 is provided for controlling and regulating the internal combustion engine 1.
  • Such electronic control devices which usually have one
  • the microprocessor and, in addition to the ignition control and the fuel injection, perform a large number of other control and regulating tasks are known per se, so that only the structure and its function relevant in connection with the invention are dealt with below.
  • the control device 7 is supplied with the signals from a wide variety of sensors for further processing.
  • a speed sensor 8 for the speed N a sensor 9 for the temperature TCO of the coolant of the internal combustion engine 1
  • a sensor 10 for the temperature TIA of the intake air a sensor 11 for the speed vs of the vehicle are provided.
  • the control device 7 is also connected to further sensors and actuators of the internal combustion engine 1 via a data and control line 12 which is only shown schematically.
  • the control device 7 is assigned a memory device 13, to which it is connected via a data bus (not specified).
  • the oil temperature TOIL in the internal combustion engine 1 is measured by means of an oil temperature sensor 14.
  • step S1 If the internal combustion engine is started in accordance with method step S1 (FIG. 2), there is normally no value for the oil temperature TOIL, since the internal combustion engine 1 (FIG. 1) has not yet reached a warm operating state. Therefore, the coolant temperature TCO is first read out at the beginning of the method. If a certain threshold value of the coolant temperature TCO is exceeded, which can be, for example, 80 ° C, a largely warm internal combustion engine is assumed.
  • the coolant temperature TCO is first input to a delay element V (not shown) in accordance with method step S2.
  • This delay element V delays the output of the entered value by a definable period of time, which can be, for example, 15 seconds.
  • Delay element V is transmitted to a differential element (not shown) in accordance with method step S3.
  • a difference value is then formed in the differential element between the current coolant temperature TCO and the value generated by the delay element V. This gives the change in coolant temperature at the output of the differential element.
  • TCO depends on the length of time that is defined on the delay element.
  • This change in the coolant temperature TCO ie the gradient of the coolant temperature TCO, is determined in accordance with method step S4 and is input into a low-pass filter, not shown.
  • the low-pass filter effects a low-pass filtering of the coolant temperature gradient TCO, an oil temperature gradient value being supplied at the output of the low-pass filter.
  • the filter behavior of the low-pass filter is adjustable and is set by a map KF1 in the memory device 13 (FIG. 1), to which the coolant temperature TCO has been entered. This characteristic map KF 1 thus provides a factor dependent on the coolant temperature range for controlling the low-pass filter. It is thus achieved that the oil temperature gradient value at the output of the low-pass filter drops towards zero as the coolant temperature rises.
  • the coolant temperature TCO according to method steps S4 and S5 is output directly as the oil temperature value TOIL_MDL of the model.
  • This oil temperature value TOIL_MDL is converted into a modeled oil temperature sensor value TOIL_MDL_SENS after method step S ⁇ .
  • An averaging constant specific to the oil temperature sensor is added or multiplied to the oil temperature value TOIL_MDL.
  • This sensor-specific averaging constant is determined empirically and is stored in the memory device 13. Among other things, it depends on the materials from which the oil temperature sensor, for example a thermocouple, is made.
  • an oil temperature value TOIL_SENS is measured using the oil temperature sensor.
  • the modeled Oil temperature sensor value TOIL_MDL_SENS is now compared with the oil temperature value TOIL_SENS measured by the oil temperature sensor.
  • This difference value TOIL_SENS_DIF is then used as an input variable for a calculation step S9 which follows the method step of the difference value calculation TOIL_SENS_DIF indirectly or directly.
  • the value TOIL_SENS_DIF is added or multiplied as a control parameter to adjust the oil temperature TOIL_MDL.
  • An approximation of the modeled oil temperature to the real oil temperature and thus a sufficiently precise determination of the oil temperature using the oil temperature model can be achieved by comparing the oil temperature T0IL_MDL once using the control parameter.
  • a sufficiently precise value can also be achieved by running through the adjustment of the oil temperature TOIL_MDL and forming the difference value TOIL_SENS_DIF.
  • the temperature threshold values can be determined depending on the operating conditions, for example on an installation position of the oil temperature sensor.
  • the oil temperature value TOIL_MDL is fed into a further map KF2, which outputs a gradient-dependent offset between the coolant temperature TCO and the oil temperature TOIL.
  • This offset value is added to the oil temperature value TOIL_MDL and the oil temperature gradient value of the oil temperature model.
  • the offset is only added if the coolant temperature TCO is above a threshold value. This threshold value will usually be close to the coolant pump switching threshold and thus takes into account the fact that the coolant pump in an internal combustion engine is generally only operated above a certain minimum temperature.
  • FIG. 3 shows a course of the oil temperatures TOIL and TOIL_SENS as well as the course of the coolant temperature TCO over time.
  • the curves show a dynamic range in which the temperatures rise. If the warm operating state of the internal combustion engine is reached, the curves flatten out and the steady state is established.
  • the coolant temperature gradient (TCO gradient) is also shown schematically in the dynamic range of the coolant temperature curve. In the dynamic warm-up range, the measured oil temperature T0IL_SENS of the sensor is about 30 ° C below the real oil temperature TOIL.
  • the air mass flow MAF or the intake manifold pressure ps in the intake line 2 can also be used as a variable, for example, and can be used as a parameter that characterizes the operating point of the internal combustion engine.
  • the influence of an air ratio ⁇ are taken into account as parameters characterizing the operating point of the internal combustion engine.
  • the air ratio ⁇ indicates the ratio of the amount of air supplied for the combustion of a unit of quantity of the supplied fuel to the minimum amount of air required for complete combustion.
  • an optical or acoustic signal is generated which can serve as a warning signal and thus, for example, draws the attention of a vehicle user to a defect.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

Selon l'invention, la température d'huile (TOIL) du moteur à combustion interne est calculée par l'intermédiaire d'un modèle de température d'huile faisant intervenir au moins un paramètre caractérisant le point de fonctionnement du moteur à combustion interne. La valeur différentielle (TOIL_SENS_DIF) entre la valeur de température modélisée du modèle de température d'huile (TOIL_MDL-SENS) et la valeur de température d'huile (TOIL-SENS) mesurée au moyen du capteur de température d'huile sert de grandeur d'entrée pour le modèle de température d'huile et est intégrée à un cycle de calcul itératif d'une valeur de température d'huile (TOIL_MDL), faisant directement ou indirectement suite à l'étape de production de valeur différentielle.
EP02724132A 2001-04-23 2002-04-04 Procede de determination de la temperature d'huile dans un moteur a combustion interne Expired - Fee Related EP1381760B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10119786A DE10119786A1 (de) 2001-04-23 2001-04-23 Verfahren zum Bestimmen der Öltemperatur in einer Brennkraftmaschine
DE10119786 2001-04-23
PCT/DE2002/001231 WO2002086296A2 (fr) 2001-04-23 2002-04-04 Procede de determination de la temperature d'huile dans un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1381760A2 true EP1381760A2 (fr) 2004-01-21
EP1381760B1 EP1381760B1 (fr) 2007-01-24

Family

ID=7682360

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02724132A Expired - Fee Related EP1381760B1 (fr) 2001-04-23 2002-04-04 Procede de determination de la temperature d'huile dans un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7069141B2 (fr)
EP (1) EP1381760B1 (fr)
DE (2) DE10119786A1 (fr)
WO (1) WO2002086296A2 (fr)

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DE10043695A1 (de) * 2000-09-04 2002-03-14 Bosch Gmbh Robert Verfahren zum Bestimmen einer Heißstartsituation bei einer Brennkraftmaschine
FR2851784B1 (fr) * 2003-02-27 2005-05-27 Peugeot Citroen Automobiles Sa Procede et systeme d'evaluation de la temperature de l'huile d'un moteur a combustion
DE10318241B4 (de) * 2003-04-23 2016-12-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102004061815A1 (de) * 2004-12-22 2006-07-06 Robert Bosch Gmbh Verfahren zur Überwachung der Funktionsfähigkeit eines Temperatursensors
DE102006057801B4 (de) * 2006-12-06 2016-12-22 Robert Bosch Gmbh Verfahren und Vorrichtung zum Diagostizieren der Funktionsfähigkeit einer Kühlmittelpumpe
US7930077B2 (en) * 2007-04-23 2011-04-19 GM Global Technology Operations LLC Engine oil temperature diagnostic methods and systems
GB2486195A (en) * 2010-12-06 2012-06-13 Gm Global Tech Operations Inc Method of Operating an I.C. Engine Variable Displacement Oil Pump by Measurement of Metal Temperature
DE102011088858B4 (de) * 2011-12-16 2014-12-24 Continental Automotive Gmbh Verfahren zum Bestimmen einer Öltemperatur eines Verbrennungsmotors
EP3211418A1 (fr) 2016-02-23 2017-08-30 C.C. Jensen A/S Évaluation de l'état d'un liquide pour un système de fonctionnement multimode
EP3211417A1 (fr) 2016-02-23 2017-08-30 C.C. Jensen A/S Système et unité de capteur pour la surveillance et l'évaluation de l'état d'un liquide
DE102016222044B3 (de) 2016-11-10 2018-05-30 Continental Automotive Gmbh Verfahren und Vorrichtung zum Ermitteln der Öltemperatur in einer Brennkraftmaschine

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DE3566707D1 (en) * 1984-09-19 1989-01-12 Nippon Denso Co Electronically controlled fuel injection based on minimum time control for diesel engines
US4847768A (en) * 1988-08-29 1989-07-11 General Motors Corporation Automatic engine oil change indicator system
JP2847142B2 (ja) * 1989-05-18 1999-01-13 富士重工業株式会社 エンジンのアイドル回転数制御装置
DE4433299A1 (de) 1994-09-19 1996-03-21 Bosch Gmbh Robert Verfahren und Vorrichtung zur Leerlaufeinstellung einer Brennkraftmaschine
US5633796A (en) * 1994-12-12 1997-05-27 Ford Motor Company Method and apparatus for inferring engine oil temperature for use with an oil change indicator
DE19634368C2 (de) * 1996-08-26 2000-11-23 Daimler Chrysler Ag Sensorsystem mit PT1-Meßelement
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DE19961118A1 (de) * 1999-12-17 2001-07-05 Siemens Ag Verfahren zum Bestimmen der Motoröltemperatur in einer Brennkraftmaschine
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Also Published As

Publication number Publication date
EP1381760B1 (fr) 2007-01-24
DE10119786A1 (de) 2002-10-31
DE50209345D1 (de) 2007-03-15
US20040128059A1 (en) 2004-07-01
US7069141B2 (en) 2006-06-27
WO2002086296A3 (fr) 2003-01-03
WO2002086296A2 (fr) 2002-10-31

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