EP1781910A1 - Procédé de régulation thermique par modéle prédictif pour un circuit de refroidissement d'un moteur - Google Patents
Procédé de régulation thermique par modéle prédictif pour un circuit de refroidissement d'un moteurInfo
- Publication number
- EP1781910A1 EP1781910A1 EP05762328A EP05762328A EP1781910A1 EP 1781910 A1 EP1781910 A1 EP 1781910A1 EP 05762328 A EP05762328 A EP 05762328A EP 05762328 A EP05762328 A EP 05762328A EP 1781910 A1 EP1781910 A1 EP 1781910A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fluid
- engine
- temperature
- radiator
- determined
- 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.)
- Ceased
Links
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
- F01P7/14—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
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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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
- F01P2005/125—Driving auxiliary pumps electrically
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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
- F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
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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
-
- 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
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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
- F01P2025/30—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
- F01P2025/46—Engine parts 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
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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
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/08—Cabin heater
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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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
-
- 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
- F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
Definitions
- the invention relates to the field of engine cooling circuits, in particular thermal, and more specifically the control of thermal regulation within such circuits.
- a cooling circuit of an engine for example of a motor vehicle, generally comprises, a cooling branch, comprising a cooling radiator, a heating branch, comprising an air heater (such as for example a heating radiator responsible for heating the passenger compartment of the vehicle), and a branch bypass of the radiator, in which circulate, in a closed circuit under the action of an actuator (arranged in the form of a circulation pump), a cooling fluid, usually constituted a mixture of water and antifreeze.
- the three branches are connected, at one of their ends, to three outputs of another actuator, arranged in the form of a control valve whose input is supplied with heated fluid coming from the engine.
- the valve is responsible for distributing in the three branches the fluid coming from the engine so that it is cooled and / or used by the air heater as required, while the pump is responsible for controlling the flow of fluid necessary for cooling the engine.
- the valve In known cooling circuits, the valve is frequently of the thermostatic type. When the temperature of the fluid is below a chosen threshold, the valve circulates the cooling fluid in the branch branch by short-circuiting the cooling branch. In contrast, when the fluid temperature is greater than the threshold 'selected, the valve circulates the coolant in the cooling branch and prohibits access to the branch branch.
- the heating branch generally receives fluid continuously.
- the control of the cooling circuit is therefore based on the temperature of the fluid leaving the engine.
- the circuit being subjected to numerous disturbances, the regulation is therefore not very precise. Consequently, a temperature threshold (or setpoint) is incorporated incorporating a large margin so as to artificially overcome instabilities and therefore to prevent the temperature of the fluid and the temperature of the material constituting the engine from exceeding the thresholds fixed by the manufacturer.
- this solution does not make it possible to optimize the mixing of the gases with the fuel, and therefore the fuel consumption, in particular during cold starts of the engine.
- the solution commonly used does not make it possible to optimally reduce the emissions of burnt gases before the catalytic converter and before it is effective.
- this solution does not make it possible to precisely regulate the temperature of the fluid during sudden variations in engine load outside the start-up phase, or even to anticipate variations in the temperature of the fluid.
- the invention therefore aims to improve the situation
- a cooling circuit of an engine for example of a motor vehicle, with cooling, bypass and heating branches, traversed by a cooling fluid and comprising at least one actuator controlled so to authorize a modification of the flow rate and / or the temperature of the fluid and / or a modification of the course followed by the fluid within the circuit.
- This process is characterized by the fact that it consists in determining at least one output data item intended to control the actuator or actuators as a function of at least one input data item chosen from the temperature of the engine, the heat dissipated by the engine. and / or at least one other specific value of the thermal state of the engine.
- a first actuator arranged in the form of a circulation pump, and supplied by means of a, second actuator, arranged in the form of a control valve comprising an inlet supplied with fluid coming from the engine and from the first, second and third outlets connected respectively to a radiator for cooling the engine, to a branch branch of the radiator, and to a heating air heater, the radiator, the branch branch and the air heater being connected to the pump
- the predictive model being arranged so as to evaluate the value (s) from the measurement of the parameter (s) and the knowledge, established beforehand, of the result of the specific values of the thermal state of the engine when an identical or equivalent engine is subject to the same conditions of use.
- the measured parameter (s) may be the engine speed, the engine load, and the flow rate and / or the temperature of the coolant entering the engine.
- the output data of the pump is determined as a function of at least one parameter of the motor and of the temperature of the fluid, for example at the output of the motor.
- the pump is of mechanical type, it is preferable to determine the flow rate of the fluid which circulates in the engine according to the engine speed and the position of the valve.
- the pump when the pump is of the electric type, it is preferable to determine the flow rate of the fluid which circulates in the motor from a first flow calculation model, function of input data representative of the thermal state of the engine.
- the input data may include a first input data representative of the dynamic power of the rejections of. heat transferred to the fluid by the engine.
- the dynamic power of the heat releases can then be determined. according to a first predictive model of engine operation.
- the first predictive model of engine operation can include a dynamic engine heat discharge calculation model responsible for calculating the dynamic power of the heat releases as a function of a static power of the engine heat releases and the (n- 1) -th value of the flow rate of the fluid circulating in the engine (calculated for the previous check).
- the first predictive model of engine operation may possibly include a model for the static calculation of the heat releases of the engine responsible for calculating the static power of the heat releases in. engine speed and load.
- the input data may further comprise a second input data, representative of the desired difference between the temperatures of the fluid entering and leaving the engine, and / or a third input data representative of the difference between a fluid temperature target and the temperature of the. fluid, preferably at the outlet of the engine.
- This fluid temperature target is by example depending on the dynamic power of the heat releases.
- the input data may comprise a second input data representative of the temperature of the material constituting a part of the engine.
- the material temperature can for example be determined as a function of a second predictive model of engine operation.
- the latter can possibly be in the form of a dynamic calculation model responsible for calculating the temperature of matter in. function of the dynamic power of the heat releases, the temperature of the fluid, preferably at the outlet of the engine, and the flow rate of the fluid circulating in the engine, calculated for the previous check.
- valve output data as a function, at least, of the flow rate of the fluid circulating in the radiator, calculated from a flow rate calculation model as a function of input data representative of the temperature. of said fluid, preferably at the outlet of the engine, of the power dissipated by the radiator and of the temperature of the fluid in. radiator outlet.
- the power dissipated by the radiator from the dynamic power of the heat discharges and the power dissipated by the air heater.
- the latter can be, for example, determined using a dynamic calculation model as a function of the temperature of the fluid, preferably at the outlet of the engine, the outside temperature (at the vehicle), the air flow supplying the air heater.
- This air flow supplying the air heater can for example be determined from data representative of the operation of the fan assembly dedicated to the passenger compartment, such as for example the speed of rotation and / or. control of its fan motor (or blower). It is also possible to determine the temperature of the fluid leaving the radiator using a dynamic calculation model as a function of the temperature of the fluid, preferably at the output of the engine, the outside temperature (at the vehicle), the air flow supplying the radiator and the fluid flow in the radiator.
- the air flow rate can for example be determined from data representative of the speed of rotation of the fan and the speed of the vehicle.
- valve output data is also possible to determine (or correct) the valve output data as a function of the flow rate of the fluid circulating in the radiator and of a correction data, for example determined as a function of a difference between the temperature objective of the fluid and the temperature of the fluid, preferably at the outlet of the engine.
- the fluid temperature objective can be, for example, a function of the dynamic power of the heat releases.
- FIG. 1 schematically and functionally illustrates a cooling circuit of an engine of motor vehicle, making it possible to implement a method according to the invention
- FIG. 2 schematically illustrates a first embodiment of a control module allowing a first implementation of a method according to the invention, dedicated to control an electric type circulation pump
- Figure 3 illustrates schematically, a second embodiment of a control module allowing a second implementation of a method according to the invention, also dedicated to controlling an electric type circulation pump
- FIG. 4 schematically illustrates a third embodiment of a control module allowing a third implementation of a method according to the invention. invention, dedicated to the control of an electric type valve
- FIG. 1 schematically and functionally illustrates a cooling circuit of an engine of motor vehicle, making it possible to implement a method according to the invention
- FIG. 2 schematically illustrates a first embodiment of a control module allowing a first implementation of a method according to the invention, dedicated to control an electric type circulation pump
- Figure 3 illustrates schematically, a second embodiment of a control module
- FIG. 5 schematically illustrates a fourth embodiment of a control module allowing a fourth implementation of a method according to the invention, dedicated to control of an electric type pump, of an electric type valve, as well as possibly of a fan motor
- FIG. 6 schematically illustrates a fifth embodiment of a control module allowing a fifth setting work of a method according to the invention, also dedicated to the control of an electric type pump, of an electric type valve, as well as possibly of a fan motor.
- the invention relates to the dynamic control of a cooling circuit of a heat engine, with a view to optimizing the regulation of the temperature of the cooling fluid.
- the heat engine is part of a motor vehicle.
- the cooling circuit according to the invention comprises a cooling branch Bl, a branch branch B2 and a heating branch B3, having first ends, respectively connected to the first SI, second S2 and third S3 outputs of an actuator arranged in the form of a control valve VC, and second ends respectively connected, directly or indirectly, to another actuator arranged in the form of a circulation pump PC.
- the PC circulation pump includes an output connected to the (thermal) engine M.
- This PC pump of the electrical or mechanical type, is responsible for controlling the flow of coolant necessary for cooling the engine M.
- the control valve VC ; ' is responsible for distributing the three (B1-B3) fluids (cooling) from the motor M, which reaches it at its inlet E, so that it is cooled and / or used by the unit heater as required.
- This VC valve is for example of the electrical type.
- the cooling branch B1 includes a cooling radiator RR coupled, on the one hand, to a fan unit comprising a fan (or "fan") MV, and on the other hand and preferably, to an expansion vessel VE.
- a cooling radiator RR coupled, on the one hand, to a fan unit comprising a fan (or "fan") MV, and on the other hand and preferably, to an expansion vessel VE.
- the branch of diversion. B2 is responsible for diverting all or part of the fluid towards the engine, so as to short-circuit at least the cooling branch Bl.
- the heating branch B3 comprises an air heater AE here responsible for heating the passenger compartment of the vehicle.
- This AE heater can optionally be coupled to an additional pump PA.
- the cooling circuit also includes a control module MC responsible for determining the parameters of operation of the PC pump and / or of the VC valve, as well as possibly those of the MV fan, and to send these parameters to them in the form of control instructions (or output data) so that they establishes (nt).
- a control module MC responsible for determining the parameters of operation of the PC pump and / or of the VC valve, as well as possibly those of the MV fan, and to send these parameters to them in the form of control instructions (or output data) so that they establishes (nt).
- Such a cooling circuit is suitable for implementing the control method according to the invention. This process can be implemented in different ways, depending on whether it is intended to control the PC pump and / or the VC valve, as well as possibly the MV fan motor.
- the method according to the invention consists in determining at least one output data item intended to control at least one of the actuators of the cooling circuit, that are. in particular the PC pump and the VC control valve, as a function of at least one input data item chosen from the temperature of the motor M, the heat dissipated by the motor M and / or at least one other specific value of the state engine thermal.
- the operation of the PC pump and / or of the VC valve is controlled as a function of input data representative at least of a thermal state of the motor M.
- control at least one of the outputs SI to S3 of the control valve VC by means of at least one of the determined output data, in order to modify the path of the fluid in the cooling circuit, and / or control the speed of the PC pump using at least one of the determined output data, in order to modify the flow rate of the fluid, and / or control the speed of rotation of the fan motor MV which favors the passage of the flow of air through the radiator RR ⁇ by means of at least one of the determined output data, in order to modify the temperature of the fluid.
- At least one representative parameter can be measured. of conditions of use of engine M and use a predictive model to evaluate (or estimate) the specific value (s) of the thermal state of the engine M from the measured parameter (s).
- This predictive model is arranged so as to evaluate the value or values on the basis of the measurement of the parameter (s) and of the knowledge, established beforehand, of the result of the specific values of the thermal state of the motor M when an identical or equivalent motor is subject to the same conditions of use.
- the measured parameter (s) may be the speed of the engine M, the load of the engine M, and the flow rate and / or the temperature of the coolant entering the engine M.
- FIG. 2 describes a first example of implementation of a method according to the invention, dedicated to controlling the PC pump when it is of the electrical type.
- This first example is based on the use within the control module MC of a (first) predictive model of the heat releases given up to the cooling fluid by the engine M during the combustion of the fuel.
- This predictive model is made up of series of measurements carried out on test vehicles fitted with sensors. It is based on mathematical equations comprising input variables, and in particular the engine speed RM and the engine load CM.
- This predictive model makes it possible to anticipate the future thermal behavior of the engine, taking into account its current operating mode. Rapid changes in load or engine speed have a direct effect on the amount of heat transmitted to the (cooling) fluid. Consequently, a change occurring at a given instant will not be fully effective until a few moments later, taking into account the times of heat transfer from the combustion chamber of the engine M to the material (metal) which constitutes it, then from the material. to the fluid.
- This first predictive model is managed by a module predicting the thermal state of the motor Ml comprising at least one M2 calculation sub-module responsible for determining the dynamic power of the heat releases transferred to the fluid Pdyn from a static power of the heat releases transferred to the fluid P s tat-
- the dynamic power of the heat releases transferred to the fluid P dyn constitutes an input data (representative of a thermal state of the engine) for a calculation module M3 responsible for determining the fluid flow rate Q m (n) to be supplied to the instant n for the motor M to cool it, taking into account its current operating mode and its environment.
- the calculation module M3 determines the fluid flow rate Q m (n) as a function of three input data: the dynamic power of the heat releases transferred to the fluid Pdyn a deviation ⁇ T desired between the temperatures of the fluid entering and leaving the engine M, and a difference ⁇ between a target of fluid temperature and the temperature of the fluid T f ⁇ , preferably measured at the outlet of the engine M by a dedicated sensor or by the one of the pre-existing sensors (not dedicated), connected to the vehicle network.
- the objective here is to control a chosen temperature difference ⁇ T, for example equal to 10 ° C.
- the input data ⁇ is for example delivered by an electronic comparator CE whose inverting input (-) is supplied by an input variable representative of the temperature of the fluid T f i, preferably measured at the output of the motor M, and the non-inverting input (+) is fed by an input variable representative of the fluid temperature objective (for example 110 ° C / 90 ° C) taking into account, preferably, the dynamic power of the heat releases P d y n -
- the input variable representative of the fluid temperature objective is delivered by a calculation module M4 coupled to the output of the predictive module Ml. It serves as a variable setpoint for the CE electronic comparator.
- the calculation module M3 uses a physical calculation model whose parameters are the three input data Pdyn / ⁇ T and ⁇ .
- the output of the calculation module M3 preferably supplies a first management module MG1 responsible for determining the control strategy of the pump PC taking into account the calculated fluid flow rate Q m (n). More specifically, the first management module MG1 is responsible for determining the operating parameters PF P of the pump PC and for transforming them into control instructions (or output data).
- the predictive module (of heat discharges) Ml preferably comprises another calculation sub-module M5 responsible for determining the static power of the heat discharges transferred to the fluid
- P stat / from the knowledge of the input variables that are the engine speed RM and the engine load CM. These two input variables come from measurements delivered by dedicated sensors or taken from the vehicle network.
- the first calculation sub-module M2 is preferably arranged so as to determine the fluid flow rate Q m (n), corresponding to the instant n, not only as a function of the static power of the heat releases transferred to the fluid Pg t at but also as a function of the fluid flow rate Q m (n-1), corresponding to the instant (n-1), that is to say the value of the fluid flow rate determined during the loop of previous regulation.
- FIG. 3 describes a second example of implementation of a method according to the invention, also dedicated to controlling the PC pump when it is of the electrical type.
- This second example is a variant of the previous example, based on the use within the control module a (first) predictive model of the heat releases given off to the coolant by the engine M during the combustion of the fuel, substantially identical to that described above, and a (second) predictive model of the temperature of the material constituting the engine M.
- This second predictive model is, like the previous one, made up of series of measurements carried out on test vehicles equipped with batteries of sensors. It is based on mathematical equations comprising input variables, and in particular the temperature of the fluid T f i, preferably measured at the output of the engine M, and the dynamic power of the heat releases Pdyn-
- This second predictive model also makes it possible to anticipate the future behavior of the motor M, taking into account its current operating mode, for the reasons mentioned above.
- the predictive module Ml ′ comprises, in addition to the calculation sub-modules M2 and M5, a calculation sub-module M6 responsible for determining the temperature T mat of the material constituting the motor M from the second model predictive, of the dynamic power of the heat releases transferred to the fluid Pdy n and of the temperature of the fluid Ti, measured preferentially at the output of the motor M, as well as preferentially as a function of the fluid flow rate Q m (n-1) determined during the previous control loop.
- the temperature of the material constituting the matt motor T, delivered by the calculation sub-module M6, and the dynamic power of the heat releases transferred to the fluid Pdy n delivered by the calculation sub-module M2 constitute two input data ( representative of engine thermal states) for a calculation module M3 'responsible for determining the fluid flow Q m (n) to be supplied at time n to the motor M to cool it, taking into account its current operating mode and its environment.
- the calculation module M3 uses a physical calculation model whose parameters (or variables) are the two input data P dy and T mat .
- the output of the calculation module M3 ′ preferably feeds the first management module MGl, described above and responsible for determining the control strategy of the pump PC taking into account the calculated fluid flow rate Q m (n), and more precisely the parameters PF P operating mode of the PC pump.
- the fluid flow rate that it delivers is proportional to the engine speed of the vehicle.
- the fluid flow is not controlled, but it participates in the control of the VC valve.
- FIG. 4 describes a third example of implementation of a method according to the invention, dedicated to the control of the control valve VC of the electrical type.
- This third example is based on the use within the control module MC of the first predictive model of the heat discharges given to the coolant by the engine M during the combustion of the fuel, substantially identical to that described above, and of dynamic models for calculating the power dissipated by the air heater AE and the power dissipated by the radiator RR.
- the predictive model of heat rejection is managed by the module predicting the thermal state of the engine Ml described previously with reference to FIG. 2.
- the elements M2 and M5 of this predictive module • l, responsible for determining the dynamic power of the Pdy heat rejections are therefore identical to those described above.
- the dynamic model for calculating the power dissipated by the heater AE is implemented in a calculation module M7. It is made up of series of measurements carried out on test vehicles equipped with batteries of sensors. It is based on mathematical equations comprising input variables, and in particular the temperature of the fluid T f i, preferably measured at the output of the motor M, the air flow supplying the air heater D ar a ero / the supply fluid flow the air heater D fi a é r ⁇ / and the temperature outside the vehicle T ex t-
- the temperature outside the vehicle T ex t is preferably supplied by a temperature sensor, installed outside. the passenger compartment of the vehicle, or through the vehicle network.
- the air flow supplying the air heater Dair aé r o is preferably deduced from the operating state of the GMV fan unit dedicated to the passenger compartment, and in particular from the speed of rotation of the fan motor (or pulse ⁇ r) MV and / or the cockpit ventilation control level.
- D f ⁇ has umber is preferably deduced from the current operating parameters of the valve VC.
- the calculation module M7 therefore delivers on its output the power P nc dissipated by the air heater AE. This output feeds one of the two inputs of an electronic subtractor SE.
- the other input of this electronic subtractor SE is supplied by the predictive module Ml with dynamic power of heat rejections Pdyn-
- This electronic subtractor SE is responsible for delivering the value of the on its output.
- power P rad dissipated by the radiator RR which constitutes an input data for a calculation module M8 responsible for determining the flow of fluid Qrad to be supplied at the instant n to the radiator RR, by the valve VC, in order to effectively cool the motor M, taking into account its current operating mode and its environment.
- the dynamic model for calculating the temperature of the fluid leaving the radiator RR is installed in an M9 calculation module. It is made up of series of measurements carried out on test vehicles equipped with batteries of sensors. It is based on mathematical equations comprising input variables, and in particular the temperature of the fluid T f ⁇ , preferably measured at the output of the engine M, the air flow supplying the radiator D a i rrd / the fluid flow supplying the radiator D f ⁇ ra d, and the temperature outside the vehicle T ext -
- the temperature outside the vehicle T ext is preferably provided by the temperature sensor located outside of. the passenger compartment of the vehicle.
- the air flow supplying the radiator D a i r rad is preferably deducted from the speed of rotation of the fan motor MV and from the speed of the vehicle .
- the flow of fluid supplying the radiator D f ⁇ rad - is preferably deduced from the operating parameters in progress of the valve VC.
- the calculation module M9 therefore delivers on its output the temperature of the fluid T g rad at the output of the radiator RR.
- This fluid temperature T s rad constitutes another input datum for the calculation module M8.
- the calculation module M8 also receives the temperature of the fluid Ti, preferably measured at the output of the engine M, which constitutes yet another of its input data.
- This calculation module M8 is responsible for determining the fluid flow rate Q rad to be supplied to the radiator RR, using a physical calculation model whose variables are the input data P ra d / Ts rad and T f ⁇ .
- its output supplies fluid flow Q rad to one of the two inputs of an adder, AD electronics.
- the second input of this AD electronic adder receives preferably a correction value C (Z) delivered by a correction module MCT. In this way, the temperature of the fluid can be regulated in a closed loop.
- the correction module MCT is preferably arranged so as to determine each correction value C (Z) as a function of a deviation ⁇ which is preferably the same as that serving as input data to the calculation module M3 in the first example of implementation, described above with reference to FIG. 2. It is recalled that this difference ⁇ is representative of the difference between the objective of temperature of the fluid and the temperature of the fluid T f ⁇ , preferably measured at the output of the motor M.
- the input data ⁇ is for example delivered by the electronic comparator CE whose inverting input is supplied by the input variable representative of the temperature of the fluid T f i and the non-inverting input is supplied by the variable d ' input representative of the fluid temperature objective, delivered by the calculation module M4, taking into account the dynamic power of the heat releases P d yn delivered by the predictive module Ml.
- the output of the electronic adder AD preferably feeds a second management module MG2 responsible for determining the control strategy of the valve VC, taking into account the fluid flow rate Q ra d and the corrective factor C (Z). More specifically, the second management module MG2 is responsible for determining the operating parameters PF V of the valve VC and for transforming them into control instructions (or output data).
- FIG. 5 describes a fourth example of implementation of a method according to the invention, dedicated to the control of the control valve VC of the electrical type and to the control of the pump PC of the electrical type.
- This fourth example of implementation can be seen as the combination of the second and third examples previously described with reference to FIGS. 3 and 4. More specifically, this example of implementation takes up the entirety of the third example (FIG. 4) by replacing its predictive module MI by the entirety of the second example of implementation (FIG. 3).
- the output of the first calculation sub-module M2, of the predictive module Ml ′ supplies dynamic power with heat releases P dyn not only the module for calculating the flow rate of the working fluid M '3, but also one of the two inputs of the electronic subtractor SE, as well as the objective calculation module M4.
- the calculation module MC is therefore here capable of delivering not only control instructions PF P for the pump PC, via its first management module MGl, but also control instructions PF V for the valve VC, via its second control module MG2 management.
- the calculation module MC may also be capable of issuing control instructions (or output data) PF MV for the fan motor MV coupled to the cooling radiator RR.
- it includes a third management module MG3 responsible for determining the control strategy of the fan motor MV taking account of an input data item constituted by the temperature of the fluid T s ra d, calculated by the calculation module M9. More specifically, the third MG3 management module. • is responsible for determining the PF MV operating parameters of the MV fan and transforming them into control instructions (or output data).
- FIG. 6 describes a fifth example of implementation of a method according to the invention, also dedicated to the control of the control valve VC of the electrical type and to the control of the pump PC of the electrical type.
- This fifth example of implementation is a variant of the fourth example previously described with reference to FIG. 5. It can be seen as the combination of the first and third examples previously described with reference to FIGS. 2 and 4. More specifically, this example of implementation takes up the entirety of the third example ( Figure 4) by adding to its predictive module Ml the calculation module M3 and the first management module MGl of the first example of implementation ( Figure 2).
- the output of the first so ⁇ s-calculation module M2, of the predictive module Ml supplies dynamic power with heat discharges Pdy n not only one of the two inputs of the electronic subtractor SE and the M4 objective calculation module, but also the engine fluid flow calculation module. M3. Furthermore, the output of the electronic comparator CE supplies a difference ⁇ not only to the correction module MCT, but also to the module for calculating the flow of the driving fluid M3, which also receives the input data ⁇ T, and supplies the first module MGl management in fluid flow Q m (n) so that it determines the corresponding PF P control instructions (or output data) for the PC pump.
- the calculation module MC includes a third management module MG3 responsible for determining the control strategy of the fan motor MV taking account of the temperature. of the fluid T s rad •
- the control module MC according to the invention can be produced in the form of electronic circuits, software (or computer) modules, or a combination of software modules and electronic circuits. Thanks to the invention, it is now possible to precisely and continuously regulate the temperature of the cooling fluid, without having to integrate a multitude of sensors into the cooling circuit. This advantageously makes it possible to optimize the mixing of the intake air with the fuel, and therefore to limit the emissions, in particular during cold starts of the engine, and consequently to optimize the reduction in the emission rate of the burnt gases, especially before the catalytic converter is effective. This also makes it possible to operate the actuators (valve, pump and fan) only as required, and therefore to minimize their consumption. In addition, this reduces fuel consumption by regulating the coolant at a higher temperature.
- the invention is not limited to the embodiments of the cooling circuit and of the control method described above, only by way of example, but it encompasses all the variants that a person skilled in the art may envisage.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0404283A FR2869355B1 (fr) | 2004-04-22 | 2004-04-22 | Procede de regulation thermique par modele predictif pour un circuit de refroidissement d'un moteur |
PCT/FR2005/000997 WO2005106223A1 (fr) | 2004-04-22 | 2005-04-22 | Procede de regulation thermique par modele predictif pour un circuit de refroidissement d'un moteur |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1781910A1 true EP1781910A1 (fr) | 2007-05-09 |
Family
ID=34948135
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05762328A Ceased EP1781910A1 (fr) | 2004-04-22 | 2005-04-22 | Procédé de régulation thermique par modéle prédictif pour un circuit de refroidissement d'un moteur |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1781910A1 (fr) |
JP (1) | JP2007533908A (fr) |
FR (1) | FR2869355B1 (fr) |
WO (1) | WO2005106223A1 (fr) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8689742B2 (en) * | 2009-11-24 | 2014-04-08 | Hyundai Motor Company | Integrated coolant flow control and heat exchanger device |
WO2024129306A1 (fr) * | 2022-12-15 | 2024-06-20 | Daimler Truck North America Llc | Systèmes et procédés de gestion de distribution d'enthalpie adaptative |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19508104C2 (de) * | 1995-03-08 | 2000-05-25 | Volkswagen Ag | Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors |
JPH108960A (ja) * | 1996-06-27 | 1998-01-13 | Mitsubishi Motors Corp | 車両用冷却ファン装置 |
DE19728351B4 (de) * | 1997-07-03 | 2004-07-22 | Daimlerchrysler Ag | Verfahren zur Wärmeregulierung einer Brennkraftmaschine |
JP4023176B2 (ja) * | 2002-02-13 | 2007-12-19 | トヨタ自動車株式会社 | 内燃機関の冷却装置 |
-
2004
- 2004-04-22 FR FR0404283A patent/FR2869355B1/fr not_active Expired - Fee Related
-
2005
- 2005-04-22 WO PCT/FR2005/000997 patent/WO2005106223A1/fr not_active Application Discontinuation
- 2005-04-22 EP EP05762328A patent/EP1781910A1/fr not_active Ceased
- 2005-04-22 JP JP2007508941A patent/JP2007533908A/ja active Pending
Non-Patent Citations (2)
Title |
---|
None * |
See also references of WO2005106223A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2005106223A1 (fr) | 2005-11-10 |
FR2869355A1 (fr) | 2005-10-28 |
JP2007533908A (ja) | 2007-11-22 |
FR2869355B1 (fr) | 2010-09-10 |
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