EP1381760B1 - 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 Download PDF

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Publication number
EP1381760B1
EP1381760B1 EP02724132A EP02724132A EP1381760B1 EP 1381760 B1 EP1381760 B1 EP 1381760B1 EP 02724132 A EP02724132 A EP 02724132A EP 02724132 A EP02724132 A EP 02724132A EP 1381760 B1 EP1381760 B1 EP 1381760B1
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EP
European Patent Office
Prior art keywords
oil temperature
toil
value
sens
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 - Fee Related
Application number
EP02724132A
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German (de)
English (en)
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EP1381760A2 (fr
Inventor
Franz Kunz
Hong Zhang
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Siemens AG
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Siemens AG
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Publication date
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Publication of EP1381760B1 publication Critical patent/EP1381760B1/fr
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    • 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 patent claim 1.
  • the current temperature of the engine oil is needed. For example, exceeding a threshold for the oil temperature of the engine may be used to trigger an on-board diagnostic. Further, it is known to use the oil temperature as a criterion for adjusting the idle speed of an internal combustion engine, since at very high oil temperatures a higher idle speed is necessary to provide the engine sufficiently with the then thin liquid oil. In addition, the oil temperature can be used for oil life calculations to optimally determine the time of oil change.
  • the invention has for its object to provide a method by which an oil temperature in an internal combustion engine can be determined with high accuracy.
  • the oil temperature is calculated by means of an oil temperature model.
  • As input variables for the oil temperature model at least one parameter characterizing the operating point of the internal combustion engine is included.
  • 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 input for an immediately or indirectly following iterative calculation cycle of a further oil temperature value 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 calculated into the oil temperature model in an additive or multiplicative manner.
  • a first and a second temperature threshold value are determined and a malfunction of the oil temperature sensor is detected when the first or below the second threshold value is exceeded.
  • the inventive method is just as suitable for internal combustion engines with a heat exchanger between the oil and the coolant circuit, as for internal combustion engines that do not have such a heat exchanger, as always a certain thermal coupling between oil and coolant is given over the engine block.
  • FIG. 1 very simply shows an internal combustion engine with a control unit, in which only those parts are shown which are necessary for the understanding of the invention.
  • the internal combustion engine 1 which is preferably used as a drive source for a motor vehicle, is supplied via a suction line 2, the necessary air for combustion.
  • An injection system 3 injects fuel into the intake line 2.
  • the inventive method is also applicable to an internal combustion engine with direct fuel injection, for example, has a high-pressure accumulator injection system with injection valves, which inject the fuel directly into the cylinder of the internal combustion engine 1.
  • the exhaust gas of the internal combustion engine 1 flows via an exhaust pipe 4 to an exhaust aftertreatment system and from this 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 corresponding to the air mass flow signal MAF.
  • a pressure sensor 6 which detects the pressure prevailing in the intake passage 2 ps. This is indicated by dashed lines in FIG.
  • an electronic control device 7 For controlling and regulating the internal combustion engine 1, an electronic control device 7 is provided.
  • Such electronic control devices which usually include a microprocessor and in addition to the ignition control and the fuel injection take a variety of other control and regulating tasks are known per se, so that in the following only on the relevant in connection with the invention structure and its function becomes.
  • the control device 7, the signals of a variety of sensors are supplied for further processing. Especially is a speed sensor 8 for the rotational speed N, a sensor 9 for the temperature TCO of the cooling liquid of the internal combustion engine 1, a sensor 10 for the temperature TIA of the intake air and a sensor 11 for the speed vs of the vehicle. Via a data and control line 12 shown only schematically, the control device 7 is still connected to other sensors and actuators of the internal combustion engine 1.
  • the control device 7 is associated with a memory device 13, with which it is connected via a data bus not designated in detail.
  • a data bus not designated in detail.
  • the oil temperature TOIL is measured in the internal combustion engine 1.
  • step S1 If the internal combustion engine is started according to method step S1 (FIG. 2), there is normally no value for the oil temperature TOIL since the internal combustion engine 1 (FIG. 1) does not yet have a warm operating state. Therefore, the coolant temperature TCO is first read out at the beginning of the process. When a certain threshold value of the coolant temperature TCO is exceeded, which may be, for example, 80 ° C., it is assumed that the internal combustion engine is operating at a low temperature.
  • a certain threshold value of the coolant temperature TCO which may be, for example, 80 ° C.
  • the coolant temperature TCO When falling below the threshold value of the coolant temperature TCO, the coolant temperature TCO is first input to a non-illustrated delay element V according to method step S2. This delay V delays the output of the input value by a definable time, which may be 15 seconds, for example.
  • the output of the delay element V is transmitted to an unillustrated differential element according to method step S3.
  • a difference value between the current coolant temperature TCO and the value generated by the delay element V is then formed. This results in the change of the coolant temperature at the output of the differential element TCO depending on the length of time set on the delay element.
  • This change in the coolant temperature TCO ie the gradient of the coolant temperature TCO, is determined according to method step S4 and is input to a low-pass filter, not shown.
  • the low-pass filter effects a low-pass filtering of the coolant temperature gradient TCO, wherein an oil temperature gradient value is delivered 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 input. By this map KF 1 thus a coolant temperature range-dependent factor is supplied to drive the low-pass filter. It is thus achieved that the oil temperature gradient value at the output of the low-pass filter drops to zero as the coolant temperature rises.
  • the oil temperature value TOIL_MDL of the model is output directly from the coolant temperature TCO according to the method steps S4 and S5.
  • This oil temperature value TOIL_MDL is converted to a modeled oil temperature sensor value TOIL_MDL_SENS after method step S6.
  • an averaging constant specific to the oil temperature sensor is added additively or multiplicatively 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 is dependent on the materials from which the oil temperature sensor, for example a thermocouple, is manufactured.
  • an oil temperature value TOIL_SENS is measured by means of 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 an indirectly or directly to a, the step of the difference value calculation TOIL_SENS_DIF subsequent calculation step S9.
  • the TOIL_SENS_DIF value is added as an additive or multiplicative 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 accurate determination of the oil temperature by means of the oil temperature model can be achieved by a single adjustment of the oil temperature TOIL_MDL by means of the control parameter.
  • a sufficiently accurate value can also be achieved by repeatedly passing through the balancing of the oil temperature TOIL_MDL and forming the difference value TOIL_SENS_DIF.
  • the temperature thresholds can be determined depending on the operating conditions, for example, from an installation position of the oil temperature sensor.
  • transition area Between the area in which the oil is warmed up after the starting of the internal combustion engine, which is referred to as the dynamic range, and the stationary area, there is a transition area.
  • the oil temperature value TOIL_MDL is fed into a further characteristic 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 when the coolant temperature TCO is above a threshold. This threshold will usually be in the vicinity of the coolant pump switching threshold, and thus the fact is taken into account that in an internal combustion engine usually the coolant pump is operated only above a certain minimum temperature.
  • FIG. 3 shows a profile of the oil temperatures TOIL and TOIL_SENS and the profile of the coolant temperature TCO over time.
  • the curves show at the beginning of the time axis 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 stationary state is established.
  • the dynamic range of the coolant temperature curve also shows schematically the coolant temperature gradient (TCO gradient). In the dynamic warm-up range, the measured oil temperature TOIL_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 (FIG. 1) as a variable and to use it as the parameter characterizing the operating point of the internal combustion engine.
  • the influence of an air ratio ⁇ be considered as the operating point of the internal combustion engine characterizing parameter.
  • 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 perfect combustion.
  • an optical or acoustic signal is generated, which can serve as a warning signal and thus, for example, makes a vehicle user aware of 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.

Claims (6)

  1. Procédé de détermination de la température d'huile dans un moteur à combustion interne, dans lequel la température d'huile est calculée au moyen d'un modèle de température d'huile et dans lequel au moins un paramètre caractérisant le point de fonctionnement du moteur à combustion interne est pris en compte comme grandeur d'entrée du modèle de température d'huile, caractérisé en ce qu'une valeur de capteur de température d'huile modélisée du modèle de température d'huile (TOIL_MDL_SENS) est comparée à une valeur de température d'huile mesurée (TOIL_SENS), et la valeur différentielle des deux valeurs de température (TOIL_SENS_DIF) est prise en compte comme grandeur d'entrée du modèle de température d'huile au cours d'un cycle de calcul itératif d'une autre valeur de température d'huile (TOIL_MDL) du modèle de température d'huile, immédiatement ou non immédiatement à la suite de l'étape de procédé de formation de la valeur différentielle (TOIL_SENS_DIF).
  2. Procédé selon la revendication 1, caractérisé en ce que les valeurs de température d'huile mesurées (TOIL_SENS) le sont au moyen d'un capteur de température d'huile.
  3. Procédé selon l'une des revendications 1 et 2, caractérisé en ce que la valeur différentielle (TOIL_SENS_DIF) entre la valeur de capteur de température d'huile modélisée (TOIL_MDL_SENS) et la température d'huile mesurée (TOIL_SENS) est prise en compte additivement ou multiplicativement dans le modèle de température d'huile.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'une défaillance du capteur de température d'huile est détectée quand la valeur différentielle (TOIL_SENS_DIF) dépasse une première valeur seuil de température ou devient inférieure à une deuxième valeur seuil de température.
  5. Procédé selon la revendication 4, caractérisé en ce qu'à la détection d'une défaillance du capteur de température d'huile, un signal optique et/ou acoustique est généré et/ou un enregistrement est exécuté dans une mémoire d'erreurs d'une unité de mémoire.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que, comme paramètre caractérisant le point de fonctionnement du moteur à combustion interne, il est recouru à au moins une des grandeurs suivantes : température de réfrigérant (TCO), débit massique d'air (MAF), pression de conduit d'admission (ps), facteur d'air (λ).
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
DE10119786 2001-04-23
DE10119786A DE10119786A1 (de) 2001-04-23 2001-04-23 Verfahren zum Bestimmen der Öltemperatur in einer Brennkraftmaschine
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 EP1381760A2 (fr) 2004-01-21
EP1381760B1 true EP1381760B1 (fr) 2007-01-24

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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

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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
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
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
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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EP0176323B1 (fr) * 1984-09-19 1988-12-07 Nippondenso Co., Ltd. Commande d'injection de carburant pour moteurs Diesel à minimisation de durée
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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
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DE10006533B4 (de) * 2000-02-15 2005-11-17 Siemens Ag Verfahren zum Bestimmen der Öltemperatur bei einer Brennkraftmaschine

Also Published As

Publication number Publication date
WO2002086296A2 (fr) 2002-10-31
EP1381760A2 (fr) 2004-01-21
WO2002086296A3 (fr) 2003-01-03
DE50209345D1 (de) 2007-03-15
US7069141B2 (en) 2006-06-27
DE10119786A1 (de) 2002-10-31
US20040128059A1 (en) 2004-07-01

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