EP2096276A1 - Verfahren zur Steuerung eines Motoraufladesystems, Steuersystem, Computerprogramm, Speichermedium und Motoraufladesystem - Google Patents

Verfahren zur Steuerung eines Motoraufladesystems, Steuersystem, Computerprogramm, Speichermedium und Motoraufladesystem Download PDF

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Publication number
EP2096276A1
EP2096276A1 EP08003644A EP08003644A EP2096276A1 EP 2096276 A1 EP2096276 A1 EP 2096276A1 EP 08003644 A EP08003644 A EP 08003644A EP 08003644 A EP08003644 A EP 08003644A EP 2096276 A1 EP2096276 A1 EP 2096276A1
Authority
EP
European Patent Office
Prior art keywords
mode
temperature
low
control
radiator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08003644A
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English (en)
French (fr)
Inventor
Eberhard Pantow
Sarah Parmentier
Jürg Spuler
Linus Signer
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.)
Mahle Behr GmbH and Co KG
Iveco SpA
Original Assignee
Behr GmbH and Co KG
Iveco SpA
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Filing date
Publication date
Application filed by Behr GmbH and Co KG, Iveco SpA filed Critical Behr GmbH and Co KG
Priority to EP08003644A priority Critical patent/EP2096276A1/de
Publication of EP2096276A1 publication Critical patent/EP2096276A1/de
Withdrawn legal-status Critical Current

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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
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • 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
    • 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
    • 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
    • F01P2005/105—Using two or more 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
    • 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
    • F01P2025/08—Temperature
    • F01P2025/13—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/44—Outlet manifold 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
    • 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
    • F01P2060/02—Intercooler
    • 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
    • F01P2060/06—Retarder

Definitions

  • the invention concerns a method for the control of an engine supercharging system for a charge fluid; the system having a low-temperature coolant circuit for indirect cooling of the charge fluid, the low-temperature coolant circuit comprising: a low-temperature pump, at least one heat exchanger for the charge fluid, a low-temperature radiator; and the system having a high-temperature coolant circuit, the high-temperature coolant circuit comprising: a high-temperature pump, a thermostat, a high-temperature radiator; and wherein at least one radiator fan of the system is provided for the low-temperature radiator and/or the high-temperature radiator.
  • the invention further concerns a control system for an engine supercharging system, a computer program product, a storage medium and an engine supercharging system.
  • An engine supercharging system for a charge fluid - in particular an engine supercharging system for a charge fluid in form of charge air and/or exhaust gas - is used in modern vehicles inter alia on account of legal provisions in order to lower particle and pollutant emissions, in particular nitrogen oxide emissions.
  • Exhaust recirculation systems are known in a single-stage design, as in US 6,244,256 B1 , or in a two-stage design, as in DE 600 24 390 T2 .
  • charge-air cooling systems in single-stage and two-stage designs are known.
  • the temperature trend on the coolant side is determined amongst other things by the design of an usually map-controlled thermostat, a performance of the radiator fan and a throughput of the high-temperature and/or low-temperature pump.
  • a radiator fan can be suitably controlled by speed regulation - thus described for example in the applicant's application 06-B-323 which has been filed but not yet published and which is quoted under the internal file number.
  • Comprehensive control and in particular thermal management of a circulatory system like the supercharging system of the introduction hereinbefore with separate low-temperature coolant circuit and separate high-temperature coolant circuit proves to be comparatively complex, however.
  • the requirements of the whole system are not in every case characterised by maximum charge-fluid cooling, for example charge-air cooling.
  • charge-fluid cooling in particular charge-air cooling, depends on the operating state of the vehicle. Firstly, during critical operation mode of the system, for example in a cold or hot environment, the functionality should be guaranteed, whereas, secondly, during normal operation fuel consumption should be kept as low as possible, and furthermore opposing effects should be avoided.
  • the invention comes in of which it is the object to provide a method and a control system for an engine supercharging system as well as a computer program product, a storage medium and an engine supercharging system in which on the one hand the functionality of the system is guaranteed in a critical mode and on the other hand comparatively effective operation under favourable boundary conditions is guaranteed during a normal operation mode, and in particular fuel consumption is to a large extent kept low.
  • the object is achieved by the invention by means of a method of the kind mentioned in the introduction hereinbefore in which, according to the invention, it is provided that at least the thermostat, the radiator fan and the high-temperature pump and the low-temperature pump are controlled as actuators of a control system.
  • the object is achieved by the invention by means of a control system of the kind mentioned in the introduction hereinbefore in which, according to the invention,' it is provided that at least the thermostat, the radiator fan and the high-temperature pump and the low-temperature pump are controllable as actuators of the control system.
  • the invention leads to a computer program product and a storage medium according to the further independent claims.
  • the object is achieved by the invention by means of an engine supercharging system of the kind mentioned in the introduction hereinbefore in which, according to the invention, it is provided that at least the thermostat, the radiator fan and the high-temperature pump and the low-temperature pump are controllable as actuators of a control system.
  • the engine supercharging system has a control system according to the invention.
  • the thermostat is preferably a map-controlled thermostat.
  • the charge-fluid is preferably a charge air and/or exhaust gas.
  • the invention starts from the consideration that at least the low-temperature pump, the high-temperature pump, the thermostat and the radiator fan are essential as actuators for a comprehensive thermal management of the engine supercharging system.
  • the invention is based on the consideration that, as explained in Figure 1 and Figure 2 , for each operating point maximum charge-fluid cooling can be achieved by a given coolant throughput with a low-temperature pump.
  • the invention further starts from the consideration that maximum obtainable charge-fluid cooling should not always be the aim of a comprehensive thermal management, but rather charge-fluid cooling should be selected as a function of the operating state of the vehicle.
  • the invention also takes into consideration that the high-temperature pump essentially regulates the coolant throughput in the high-temperature circuit and the, in particular map-controlled, thermostat fixes the temperature level of the high-temperature circuit, while a radiator fan, particularly during critical operation, is used for necessary cooling-air requirements. Furthermore, the low-temperature pump regulates the coolant throughput in the low-temperature circuit.
  • the latter has at least one heat exchanger - depending on whether it is a single-stage, two-stage or multi-stage charge-fluid cooling system - which implements heat exchange with the charge fluid, for example charge air.
  • the invention works from the essential knowledge that, in coordination with the operating state of the system, a comprehensive regulation strategy is possible with the coordination of at least the above mentioned four actuators.
  • the concept of the invention is based on the measure of making in particular the low-temperature pump capable of being regulated in addition to the high-temperature pump, the map-controlled thermostat and the radiator fan. Consequently according to the concept of the invention, the low-temperature pump in the low-temperature circuit of an indirect charge-fluid cooling system is also driven and is available as an actuator of the control system within the framework of the regulation strategy.
  • the concept of the invention makes it possible,' by coordinated regulation of at least the four actuators mentioned above, namely the thermostat, the radiator fan and the high-temperature pump and low-temperature pump, to let an engine function under optimum boundary conditions throughout the system during normal running and there, for example, enable comparatively low fuel consumption.
  • additional savings can be obtained as the engine quickly reaches the operating temperature.
  • the concept of the invention makes it possible to assist functions such as treatment of the exhaust gas.
  • each of the actuators i.e. the thermostat, the radiator fan, the high-temperature pump and the low-temperature pump
  • a control signal which is produced by the comparison of two or more mode parameters, in particular by performing one or more extreme value operations with the two or more mode parameters.
  • the control signal is preferably formed in the form of a PWM signal.
  • Evaluating an extreme value during comparison means an operation in which two or more values are compared with each other as the initial values of an operator, and the largest and/or smallest of the values is outputted as the output value to form the control signal.
  • the development described can be carried out with comparatively little expenditure on computing, and allows mode parameters of prior rank to prevail over mode parameters of lower rank.
  • one or more mode parameters for at least one or more of the modes of operation are available, which are selected from the group consisting of: normal operation mode, braking mode, exhaust gas treatment mode, warm-up mode, cold environment mode, hot environment mode.
  • the mode of operation in a cold environment or hot environment or in the braking mode involves comparatively critical operating states which, if occasion arises, in individual cases make it necessary for a procedure of normal operation with optimum fuel consumption to be abolished in favour of the critical mode.
  • additional functions can be established, with which additional savings can be obtained because the engine e.g. reaches the operating temperature faster and/or in which exhaust treatment is positively assisted by, for example, keeping the charge fluid at a higher temperature in order to produce a more favourable operating temperature for a particle filter and/or catalytic converter.
  • a control signal for the, in particular map-controlled, thermostat is produced by combining the mode parameters for normal operation mode and braking mode, preferably by evaluating a maximum value from comparison thereof.
  • a control signal for the high-temperature pump is produced by combining the mode parameters for normal operation mode and warm-up mode, preferably by evaluating a minimum value thereof. Additionally or alternatively, it is preferably provided that a control signal for the high-temperature pump is produced by combining at least the mode parameters for braking mode and hot environment mode, preferably by evaluating a maximum value thereof, in particular taking into consideration the minimum value from the comparison of the mode parameters for normal operation mode and warm-up mode.
  • a control signal for the radiator fan is produced by combining at least the mode parameters for normal operation mode, braking mode and hot environment mode, preferably by evaluating the maximum value thereof, in particular taking into consideration further modes of operation and/or operating requirements.
  • a control signal for the low-temperature pump is produced by combining the mode parameters for normal operation mode, exhaust gas treatment mode, warm-up mode and cold environment mode, preferably by evaluating the minimum value thereof. Additionally or alternatively, preferably a control signal can be produced by combining the mode parameters for braking mode and hot environment mode, preferably by evaluating the maximum value thereof, in particular taking into consideration the minimum value from the comparison of mode parameters for normal operation mode, exhaust gas treatment mode, warm-up mode and cold environment mode.
  • a mode parameter is also obtained for one or more further modes which are not listed here in detail, or for further operating requirements.
  • This can be an A/C state, for example.
  • the concept of the invention within the scope of this development can therefore be extended by further mode parameters to take into consideration for a control signal for the actuators. In case of need, this can lead to the number of actuators being increased as well, as explained.
  • the above steps of the method can be implemented within the framework of control modules - for one actuator each - and/or control submodules - for one mode each - within the framework of control.
  • at least one control module and/or control channel is provided, preferably for each of the actuators one control module and/or control channel, which is designed to output a control signal for driving the actuator(s).
  • the control module preferably receives as the input value - depending on the mode of operation - one or more mode parameters from a control submodule and processes the mode parameters - depending on the actuator to be driven - within the scope of forming one or more extreme values during comparison of one or more mode parameters.
  • a control module contains at least one operator and/or comparator which compares one or more mode parameters as the input variable and delivers as the output variable a control value for forming a control signal, in particular a PWM signal, for the corresponding actuator as the output.
  • At least one control submodule is provided for obtaining mode parameters for at least one or more of the modes of operation, which are selected from the group consisting of: normal operation mode, braking mode, exhaust treatment mode, warm-up mode, cold environment mode, hot environment mode. Furthermore it proved advantageous that at least one control submodule is provided for obtaining mode parameters for one or more further modes of operation or operating requirements.
  • a control submodule may - depending on the control purpose, i.e. depending on the actuator to be driven, i.e. depending on whether the high-temperature pump, the thermostat, the radiator fan or the low-temperature pump is to be driven - contain one or more mapping lines, tables of values or the like which are characteristic or typical of a mode of operation.
  • a mapping line or the like for a high-temperature pump' and/or low-temperature pump can show a mass throughput as a function of a coolant temperature or a mass throughput correlation as a function of a speed or torque of the engine.
  • a mapping line for the thermostat can indicate a nominal coolant temperature in relation to the speed of the engine or the torque of the engine.
  • a mapping line for the fan coupling can show a speed of the fan over a temperature trend.
  • the above-mentioned mapping lines are suitable for characterising a normal mode of operation.
  • the control submodules for critical operating states - i.e. hot environment mode, cold environment mode or braking mode - provide for example temperature comparisons and/or temperature scans of the coolant and the environment, as well as speed comparisons and/or speed scans of the pumps.
  • the scans within the scope of a control submodule for the warm-up mode are provided by the comparative scan of coolant temperature after the engine in the hot and cold states.
  • the control submodule for exhaust gas treatment provides the ECU requirements as input variables.
  • mapping lines or scanned values or limit values deposited in a control submodule can be obtained or extended in particular by measurement, simulation and/or estimation.
  • Figure 1 shows for this purpose an engine supercharging system 100 which in the present case has a separate high-temperature coolant circuit 110 and a separate low-temperature coolant circuit 140 for indirect cooling of charge fluid in the form of charge air which is conducted in a charge-air delivery means 150 to the engine 200.
  • the charge-air delivery means 150 is arranged on the engine input side and has, for compression of the charge air, a two-stage construction with a first compressor 151 and a second compressor 152.
  • the charge air is cooled after the first compressor 151 in a first low-pressure/low-temperature heat exchanger 153, and cooled in the second stage after the second compressor 152 in a high-temperature/high-pressure heat exchanger 154, and then delivered to the engine 200 on the input side.
  • the second compressor 152 is driven via a second high-pressure exhaust-driven turbine 162 in the exhaust removal means - the first compressor 151 is driven via a first exhaust turbine 161 arranged in the exhaust removal means 160.
  • the exhaust is discharged into the environment in the exhaust removal means 160 via a cleaning system which is equipped with a particle filter 165 amongst other things.
  • Recooling of the heat exchangers 153, 153 takes place on the coolant side via the low-temperature coolant circuit 140 in which the heat exchangers 153, 154 are connected in parallel on the coolant side.
  • the coolant is circulated in the low-temperature coolant circuit 140 by the low-temperature pump 40, and after the heat exchangers 153, 154 is delivered to the low-temperature radiator 141, cooled therein and again delivered to the low-temperature pump 40.
  • engine cooling takes place directly via a separate high-temperature coolant circuit 110 in which the coolant is circulated by means of a high-temperature pump 30 and delivered to an engine radiator 139.
  • the coolant in the high-temperature coolant circuit 110 is delivered at elevated temperature to a map-controlled thermostat 10 which in the present case is combined together with a three-way valve. If there are no recooling requirements, the coolant in the high-temperature coolant circuit 110 can be delivered via a bypass 137 directly back to the high-temperature pump 30. In the event that there are recooling requirements for the coolant in the high-temperature coolant circuit 102, the coolant is delivered to a high-temperature radiator 131 and from there back to the high-temperature pump 30.
  • the map-controlled thermostat 10 which is associated with the low-temperature radiator 141 and the high-temperature radiator 131, the high-temperature pump 30 and the low-temperature pump 40 are made capable of being controlled.
  • a control system 1 is provided for thermal management of the engine supercharging system 100, which is designed for control of the map-controlled thermostat 10, the radiator fan 20, the high-temperature pump 30 and the low-temperature pump 40.
  • control system 1 in the present case has separate control channels 11, 12, 13 and 14 which are designed to transmit control values within the framework of a control signal to the map-controlled thermostat 10, the radiator fan 20, the high-temperature pump 30 and the low-temperature pump 40, and are connected to the control system 1 or control modules in the control system 1 described below.
  • FIG 2 shows by way of example for the engine supercharging system 100 of Figure 1 that, for a given cooling air throughput, the low-temperature pump 40 determines the charge-air cooling. Accordingly, in the graph the temperature of the charge air (TcA) after the indirect high-pressure charge-air cooler in the form of the heat exchanger 154 is plotted over the throughput of the low-temperature pump 40. It can be seen that for each operating point the maximum charge-air cooling can be reached by a given low-temperature pump coolant throughput.
  • the present concept furthermore does not always have maximum charge-air cooling as the aim of the overall regulation strategy, but instead desired charge-air cooling as a function of the operating state of the vehicle.
  • control system 1 with control modules 21, 22, 23, 24 and control submodules 31, 32, 33, 34, 55, 88, 77, 66A, 66B according to the concept of the invention is described in detail below.
  • the concept basically provides that, within the scope of the novel thermal management of the engine 200, during normal operation a comparatively low fuel consumption is made possible, while during critical operation - for example, in a cold environment, hot environment or in braking mode - the functionality of the engine supercharging system 100 as a whole is ensured.
  • the high-temperature pump 30 determines the coolant throughput in the high-temperature circuit 110
  • the map-controlled thermostat 10 determines the temperature level in the high-temperature circuit 110
  • the coupling of' the radiator fan 20 which in the present case is designed as an ERS coupling essentially determines the cooling air requirements for the radiator fans 131, 141 - and furthermore, as can be seen from Figure 2
  • the low-temperature pump 40 determines the coolant throughput in the low-temperature circuit 140.
  • control system 1 or of the method for controlling the engine supercharging system 100 works in the present case by the fact that each of the actuators - in the form of the map-controlled thermostat 10, the radiator fan 20, the high-temperature pump 30 and the low-temperature pump 40 - is assigned a control module or main program 21, 22, 23, 24 described in more detail in Figures 3A to 3D .
  • a control module or main program 21, 22, 23, 24 in turn coordinates, for each of the four actuators 10, 20, 30, 40, control submodules 31, 32, 33, 34, 55, 88, 77, 66A, 66B or subprograms which are described in more detail in Figure 4 to Figure 8 and which are characteristic of a respective mode of operation.
  • FIG. 4A to Figure 4D a preferred embodiment of a control submodule/subprogram 31, 32, 33, 34, which in each case for the normal mode of operation and specifically for one of the actuators 10, 20, 30, 40 delivers a mode parameter which can be delivered in the form of a control value to form a control signal via a control channel 11, 12, 13, 14 to the actuators 10, 20, 30, 40 in controlling fashion.
  • Figure 5 shows the design of a control submodule/subprogram for generating a mode parameter for the braking mode.
  • Figure 6A and Figure 6B each show the design of a control submodule/subprogram 66A, 66B for generating a mode parameter for the hot-environment mode 66A or cold-environment mode 66B.
  • Figure 7 shows the design of a control submodule/subprogram 77 for generating a mode parameter for warm-up.
  • Figure 8 shows the design of a control submodule/subprogram 88 for the exhaust gas treatment mode.
  • control module/main program or control submodule/subprogram is as follows:
  • the control module/main program 21 for the map-controlled thermostat 10 in Figure 3A coordinates the output signals of normal operation and braking mode by forming the maximum of both output signals.
  • the mode parameters 31', 55' delivered by the control submodules 31, 33 are subjected to formation of the maximum value.
  • the output of the control module/main program 21 is the PWM signal of the map-controlled thermostat in the control channel 11.
  • the map-controlled thermostat 10 is not influenced by regulation of the control submodules/subprograms 88, 77, 66A, 66B, i.e. of exhaust gas treatment mode and the mode of warm-up, hot environment, cold environment, as the map-controlled thermostat has no effect on the charge-air temperature.
  • the control module/main program 22 for the high-temperature 30 in Figure 3B forms the minimum between the PWM signals of the warm-up and normal modes.
  • the mode parameters 32', 77' delivered by the control submodules 32, 77 are subjected to formation of the minimum value.
  • the PWM signal of the high-temperature pump is reduced.
  • the maximum of the PWM signals is to be formed in order to increase the coolant throughput.
  • the mode parameters 55', 66A' delivered by the control submodules 55, 66A are subject to formation of the maximum value. Regulation of the high-temperature pump 30 is not affected by an increase in the charge-air temperature for exhaust gas treatment and a cold-environment operating state.
  • the control module/main program 23 for the radiator fan 20 in Figure 3C forms the maximum from the PWM signals of the control submodules for the normal and braking modes, the critical state of hot environment and other requirements such as e.g. in order to ensure cooling requirements in braking mode, the critical hot-environment mode and other requirements.
  • the mode parameters 33', 55' 66A' which are delivered in the control submodules 33, 55, 66A are subjected to formation of the maximum value. Otherwise the PWM signal of the fan coupling corresponds to the nominal values of normal operation mode.
  • the fan In the cold-environment and warm-up modes, the fan is not running because the coolant is cold. Fan regulation is not influenced by the operating mode of exhaust gas treatment. In the event that the fan 20 is running, the fan has to regulate the coolant temperature in the high-temperature circuit to the desired temperature level - as a result the coolant requirements cannot be reduced in order to increase the charge-air temperature.
  • the control module/main program 24 for the low-temperature pump 40 in Figure 3D combines all the operating states, as the charge-air temperature is relevant to all operating states.
  • the PWM signal of the low-temperature pump 40 is reduced - forming the minimum mode parameters of normal operation mode, exhaust gas treatment mode, warm-up mode and cold environment mode.
  • the mode parameters 34', 88', 77', 66B' which are delivered by the control submodules 34, 88, 77, 66B are subjected to formation of the minimum value.
  • the PWM signal of the low-temperature pump is increased - formation of the maximum.
  • the mode parameters 55', 66A delivered by the control submodules 55, 66A are subjected to formation of the maximum.value.
  • the control submodules/subprograms 31, 32, 33, 34 for normal operation each generate for all four actuators (high-temperature pump 30, thermostat 10, radiator fan 20 or ERS coupling, low-temperature pump 40) a PWM signal 31', 32', 33', 34' as the output signal.
  • the subprograms have maps M, T, N, P, K which can be generated both by engine tests, competent measurements and simulations or estimations or from the indication of experimental values.
  • the linking of these maps M, T, P, K for the four actuators 10, 20, 30, 40 is shown respectively in Figure 4A to Figure 4D of the subprograms 31, 32, 33, 34 for normal operation. Input variables of the maps other than those shown are also possible.
  • a map M takes engine values into consideration as the input.
  • a map T takes temperatures into consideration as the input.
  • a map K delivers a correction.
  • the aim of normal operation mode is in particular to minimize fuel consume.
  • a desired temperature value can be raised above a desired value for the map-controlled thermostat.
  • the charge-air exhaust heat is extracted.
  • the throughput of the low-temperature pump is adapted and the fan speed conveys enough air so that the charge-air exhaust heat (via LTK), the compression energy (generated in the engine by the braking mode) and the retarder exhaust heat can be extracted.
  • LTK charge-air exhaust heat
  • the throughput of the high-temperature pump is increased to match the cooling air of the throughput, in order to extract all the exhaust heat (braking mode and retarder) into the high-temperature circuit (retarder requirements of m CM ).
  • the map-controlled thermostat 10 according to Figure 5 is regulated by a PWM signal of a map P which shows the nominal coolant temperature in the braking mode (retarder requirements of T CM ).
  • the throughput of the low-temperature pump is reduced so that the charge-air temperature for both charge-air coolers 153, 154 remains above freezing point. It is the aim of the regulation strategy for the critical operating states to preserve the functionality of the whole system, i.e. to ensure protection of components.
  • the charge-air temperature is increased by controlling the low-temperature pump as for the warm-up mode in Figure 7 .
  • the engine 200 is supplied with little uncooled charge air, which contributes to increasing the exhaust gas temperature.
  • the invention starts from a method for the control of an engine supercharging system for a charge fluid with a low-temperature coolant circuit for indirect cooling of the charge fluid and a high-temperature coolant circuit.
  • the low-temperature coolant circuit comprises a low-temperature pump and at least one heat exchanger for the charge fluid and a law-temperature radiator.
  • the high-temperature coolant circuit comprises a high-temperature pump and a map-controlled thermostat and a high-temperature radiator. At least one radiator fan associated with a low-temperature radiator and/or the high-temperature radiator.
  • the thermostat, the radiator fan, the high-temperature pump and the low-temperature pump are controlled as actuators of a control system.
  • the invention leads to a corresponding control system, a computer program product and an engine supercharging system.
EP08003644A 2008-02-28 2008-02-28 Verfahren zur Steuerung eines Motoraufladesystems, Steuersystem, Computerprogramm, Speichermedium und Motoraufladesystem Withdrawn EP2096276A1 (de)

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WO2010036185A1 (en) * 2008-09-25 2010-04-01 Scania Cv Ab Arrangement in a low-temperature cooling system for a supercharged combustion engine
DE102010062714A1 (de) * 2010-12-09 2012-06-14 Behr Gmbh & Co. Kg Verfahren und Vorrichtung zum Steuern eines Hochtemperatur-Ladeluftkühlers und Ladeluftkühlsystem zum Kühlen von Ladeluft
WO2013178797A1 (en) * 2012-05-31 2013-12-05 Jaguar Land Rover Limited Method of controlling temperature
WO2015060766A1 (en) * 2013-10-23 2015-04-30 Scania Cv Ab Method and apparatus for lowering of engine temperature prior to vehicle stop
EP2463494A3 (de) * 2010-12-07 2017-07-05 Hyundai Motor Company Vorrichtung eines Kühlsystems für ein Fahrzeug und Steuerverfahren damit
KR20190007203A (ko) * 2017-07-12 2019-01-22 현대자동차주식회사 냉각수 유량 제어 방법
DE102015216420B4 (de) * 2014-08-29 2020-02-20 Volkswagen Aktiengesellschaft Kühlanordnung zur Ladeluftkühlung
CN113864037A (zh) * 2021-09-24 2021-12-31 中国第一汽车股份有限公司 试验快速冷却控制方法

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EP2463494A3 (de) * 2010-12-07 2017-07-05 Hyundai Motor Company Vorrichtung eines Kühlsystems für ein Fahrzeug und Steuerverfahren damit
DE102010062714A1 (de) * 2010-12-09 2012-06-14 Behr Gmbh & Co. Kg Verfahren und Vorrichtung zum Steuern eines Hochtemperatur-Ladeluftkühlers und Ladeluftkühlsystem zum Kühlen von Ladeluft
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KR20190007203A (ko) * 2017-07-12 2019-01-22 현대자동차주식회사 냉각수 유량 제어 방법
CN113864037A (zh) * 2021-09-24 2021-12-31 中国第一汽车股份有限公司 试验快速冷却控制方法

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