EP2191115A1 - Verfahren und entsprechende vorrichtung zur kühlung eines steuergerätes eines fahrzeugs - Google Patents
Verfahren und entsprechende vorrichtung zur kühlung eines steuergerätes eines fahrzeugsInfo
- Publication number
- EP2191115A1 EP2191115A1 EP08774822A EP08774822A EP2191115A1 EP 2191115 A1 EP2191115 A1 EP 2191115A1 EP 08774822 A EP08774822 A EP 08774822A EP 08774822 A EP08774822 A EP 08774822A EP 2191115 A1 EP2191115 A1 EP 2191115A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- control unit
- temperature
- fan
- cooling
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P1/00—Air cooling
- F01P1/06—Arrangements for cooling other engine or machine parts
-
- 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
- F01P2050/00—Applications
- F01P2050/30—Circuit boards
Definitions
- the invention relates to a method for cooling a control unit of a vehicle having an internal combustion engine and a cooling device cooling the internal combustion engine, which has a fan.
- a method for cooling a control unit of a vehicle with an internal combustion engine is known.
- the controller is for example the
- Control unit of the internal combustion engine itself which is arranged for example together with the internal combustion engine and the engine cooling the cooling device in an engine compartment of the vehicle.
- the control unit is a control unit of another component of the vehicle, such as a control unit of the transmission or a control unit of the brake system. Since modern control units have sensitive electronics, they are encapsulated in a control unit housing against external influences. By encapsulation, however, the heat dissipation of the electronics of the control unit is severely limited.
- the controller When the controller is in an environment which in turn has high temperature heat sources, such as the engine in the engine compartment of the vehicle, the controller heats up due to the power dissipation of its electronics and further to heat introduced from the environment.
- the temperature of the internal combustion engine is reduced during operation by means of a cooling device cooling the internal combustion engine.
- the cooling device is designed in particular as liquid cooling, preferably as water cooling, in which a liquid coolant is transported by a cooling circuit from the internal combustion engine to a cooler in which it is cooled by means of an air flow flowing around the surface of the cooler. The air flow is generated by a dynamic pressure of the moving vehicle and / or the fan. The cooled coolant is then returned to the engine via an inlet of the coolant circuit.
- the fan of the cooling device is controlled as a function of a coolant temperature, so that the cooling device can provide a sufficiently high cooling capacity even at a low vehicle speed.
- thermal management electronics implemented in the control unit.
- Such a limitation is, for example, the limitation of the number of injections per unit time in the internal combustion engine and / or a limitation of operating parameters for reducing the power of the internal combustion engine.
- the fan cools the control unit as a function of a determined control unit temperature with at least one partial air flow.
- the determined controller temperature is a determined temperature that corresponds to the temperature in a housing of the controller.
- the determination of the controller temperature may, for example, be a direct measurement of the temperature in a housing of the controller or the detection of a quantity from which the temperature of the controller can be deduced.
- the controller is in an environment that in turn has heat sources, such as an internal combustion engine in the engine compartment of a vehicle, so the controller is heated on the one hand by the power loss of its own electronics and further by the introduced from the environment heat.
- the temperature of the internal combustion engine is in operation by means of a cooling device cooling the engine reduced.
- the cooling device is designed in particular as liquid cooling, preferably as water cooling, in which a cooling liquid is transported through a cooling circuit from the internal combustion engine to a cooler in which it is cooled by means of an air flow flowing around the surface of the cooler, for example by the fan of the cooling device is produced.
- the cooled coolant is then returned to the internal combustion engine via a supply line of the coolant circuit.
- the fan is controlled as a function of a temperature of the heated coolant from the engine.
- the control unit by means of an air flow or at least a partial air flow of the fan fan and control unit are arranged so that the control unit is cooled by the air flow of the radiator or the partial air flow of the radiator, in particular cooled by a recirculation.
- the flow around the controller for cooling takes place in dependence on the determined controller temperature.
- the control unit temperature controls, for example, the orientation of an air guide element with which the partial air flow is directed more or less in the direction of the control unit.
- Control unit temperature is controlled. If the control unit is arranged so that it is in the air flow or at least a partial air flow during operation of the fan, then a control / regulation of the speed of the fan takes place in dependence on the determined control unit temperature.
- the control is, for example, a two-point control, in which the fan is turned on reaching an upper threshold and - if it is not needed for cooling the coolant - is switched off when a lower lower threshold is reached.
- the determination of the control unit temperature is a detection of the control unit temperature in the control unit.
- the detection of the controller temperature is preferably carried out by means disposed in the housing of the controller temperature sensor.
- the fan is continuously operated at a determined control device temperature above a first critical temperature limit regardless of its operating function in the cooling device. Due to the continuous operation of the fan, the control unit is cooled until the control unit temperature has fallen to a value below the first critical temperature limit.
- the rotational speed of the fan is controlled as a function of a temperature difference between the control unit temperature and the temperature limit.
- the fan is operated at a determined controller temperature below a release temperature only in dependence on its operating function in the cooling device.
- the fan is operated at a determined controller temperature below the release temperature, for example, only in dependence on the temperature of the coolant (coolant temperature) of the cooling device.
- control unit is an engine control unit for controlling the internal combustion engine. If the engine control unit is arranged in the vicinity of the internal combustion engine, then it is particularly exposed to the strong heat input of the internal combustion engine itself. However, in this arrangement in an engine compartment of the vehicle, the engine controller may be arranged to be at least in a partial airflow of the fan of the cooling device.
- control unit is limited at a determined control unit temperature above a second critical temperature limit lying above the first critical temperature limit.
- a restriction is in an engine control unit in particular a limitation of the performance of
- the invention further relates to an apparatus for carrying out the method mentioned above. It is envisaged that the control unit is located in at least a partial airflow of the fan. By this arrangement, the control unit is cooled by the air flow or partial air flow of the fan by flowing around.
- the control unit is in particular the engine control unit of the internal combustion engine.
- the device has a device for determining the control device temperature and a drive device for driving the fan in dependence on the determined controller temperature.
- the device for determining the controller temperature is preferably a temperature sensor or has at least one temperature sensor.
- the temperature sensor is preferably arranged in the interior of the housing of the control device.
- the drive device is preferably an existing control device for driving the fan as a function of its operating function in the cooling device.
- the device for determining the control unit temperature and / or the control device for controlling the fan in the control unit are formed.
- FIG. 1 shows an engine compartment of a vehicle, with an internal combustion engine, an engine control unit of the internal combustion engine and a cooling device for cooling the internal combustion engine and
- Figure 2 shows three diagrams in which a controller temperature, a
- FIG. 1 shows a schematic representation of an engine compartment 2 of a vehicle with an internal combustion engine 4 arranged in the engine compartment 2.
- the radiator 8 is part of a cooling circuit of the radiator 10 in which a cooling liquid (cooling water) is exchanged between the radiator 8 and the engine 4.
- the cooling device 10 has a connecting line 12 connecting the radiator 8 with the internal combustion engine 4 and a return line 14 connecting the internal combustion engine 4 with the radiator 8.
- a thermostat 16 for measuring the heated by the engine 4 cooling liquid is arranged in the return line 14.
- a pumping the coolant through the cooling circuit pump 18 is arranged in the feed line 12 .
- the radiator 8 is formed by a tube and fin system with tubes and punched ribs placed over it (not shown).
- the cooling device 10 has a fan 22 on a side of the radiator 8 facing the combustion engine 4. This fan 22 is operated by a control device of the cooling device 10 for cooling the internal combustion engine 4 in response to the measured from the thermostat 16 return temperature of the cooling liquid. This is the operating function of the fan 22 in the cooling device 10.
- a control unit 28 embodied as a motor control unit 26 is arranged in a construction space 24 of the engine compartment 2 between the fan 22 and the internal combustion engine 4 such that it is arranged in a partial airflow (arrows 30) of the fan 22.
- the control unit 28 has an enclosed by a housing 32 control electronics 34 for controlling the engine 4.
- the control unit 28 further comprises a temperature sensor 36 designed as means 38 for determining the controller temperature T, with the controller temperature T is determined in the interior of the housing 32 by the detection of the temperature T.
- a part of the control electronics 34 is designed as a thermal management electronics 40, the functions of the internal combustion engine 4 at a detected control unit temperature T above a second critical temperature limit T2 shuts off.
- the (existing) control device for controlling the fan 22 as a function of the measured temperature of the coolant by the thermostat is also used as a drive means 42 for controlling the fan 22 in response to the detected by the temperature sensor 36 in the housing 32 control unit temperature T.
- the control device 42 receives a signal from the device 38.
- Fan 22, device 38 and control device 42 are part of a device 44 for cooling the control device 28.
- the fan 22 At a control device temperature T below a first critical temperature limit T1, the fan 22 is operated only as a function of its operating function in the cooling device 10, ie in dependence on the temperature of the cooling fluid measured by the thermostat 16 , Increases the controller temperature T to a temperature above a first critical temperature limit T1, the fan 22 is operated independently of its operating function in the cooling device 10 permanently. Since the controller 28 is in the partial air flow (arrow 30) of the fan 22, this is cooled by the permanent operation of the fan 22 until the controller temperature T falls to a value below a release temperature at which the fan 22 is operated only in dependence on its operating function in the cooling device 10. This is preferably equal to the first critical temperature T1.
- the controller 28 can not be cooled down to the release temperature by the cooling, it remains with a continuous operation of the fan 22. Increases the controller temperature T despite cooling by the partial air flow (arrow 30) of the fan 22 and reaches a second critical temperature limit T2, which is above the first critical temperature limit T1, the operation of the Control unit 28 is limited by the thermal management electronics 40 of the control unit 28. With this additional measure, the power consumption of the control electronics 34 of the control unit 28 is reduced.
- the restriction is at the same time a limitation of the operating range of the internal combustion engine 4, so that its heat input into the engine compartment 2 and thus into the control unit 28 is reduced ,
- FIG. 2 shows, in three diagrams, the relationship between a fan activity AL of the fan 22 and a thermal management activity ATder
- Thermal management electronics 40 of the controller 28 and a history of the controller temperature T The upper diagram shows the course of the controller temperature T, the diagram below the activity AL of the fan 22 (fan in operation: 1 / fan off: 0) and the lower diagram shows the thermal management activity AT (thermal management active: 1 /
- Thermal management inactive 0) over a time t.
- the controller temperature T increases in a first time window t1 to the first critical temperature T1.
- the fan 22 is set by the control electronics in operation.
- the controller temperature T is above the first critical temperature T1, so that the fan 22 is operated continuously.
- the partial airflow of the fan 22 has cooled the control unit 28 to such an extent that the control unit temperature T is again below the first critical temperature T1 in a subsequent third time window t3. Since in this case the first critical temperature T1 is also a release temperature, below which the fan 22 is operated only in dependence on its operating function in the cooling device 10, the fan 22 is inactive in the third time window t3.
- the control unit temperature T has risen again to the first critical temperature limit T1.
- the fan 22 is set again by the drive means 42 in operation.
- the controller temperature T rises despite the permanently operated fan 22 from the first critical temperature limit T1 to a second critical temperature limit T2, which is above the first critical temperature limit T1.
- the thermal management electronics 40 limits the Operation of the controller 28, so that the controller temperature T in a subsequent fifth time window t5 shows a decreasing curve 46. Without the intervention of the thermal management electronics 40 results in a further increasing profile 48 of the controller temperature T.
- the second diagram shows the corresponding fan activity AL in the five time windows t1 to t5 and the third diagram shows the corresponding activity AT of the thermal management electronics 40th in the same five time windows t1 to t5.
- Advantage of the inventive method for cooling the controller 28 is the additional cooling of the controller 28 by means of the partial air flow (arrows 30) in the time window t2, without the controller temperature T of the controller 28 at a much earlier date, the second critical temperature limit T2 would have reached, whereby the thermal management electronics 40 would have already much earlier limited the operation of the controller 28 and thus the internal combustion engine 4.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007039836A DE102007039836A1 (de) | 2007-08-23 | 2007-08-23 | Verfahren und entsprechende Vorrichtung zur Kühlung eines Steuergerätes eines Fahrzeugs |
PCT/EP2008/058748 WO2009024392A1 (de) | 2007-08-23 | 2008-07-07 | Verfahren und entsprechende vorrichtung zur kühlung eines steuergerätes eines fahrzeugs |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2191115A1 true EP2191115A1 (de) | 2010-06-02 |
EP2191115B1 EP2191115B1 (de) | 2011-06-08 |
Family
ID=40091291
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08774822A Not-in-force EP2191115B1 (de) | 2007-08-23 | 2008-07-07 | Verfahren und entsprechende vorrichtung zur kühlung eines steuergerätes eines fahrzeugs |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2191115B1 (de) |
AT (1) | ATE512292T1 (de) |
DE (1) | DE102007039836A1 (de) |
WO (1) | WO2009024392A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015008006B3 (de) * | 2015-06-22 | 2016-11-17 | Audi Ag | Verfahren zum Begrenzen einer Performanz eines Steuergeräts in einem Kraftfahrzeug und Kraftfahrzeug |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57119125A (en) * | 1981-01-14 | 1982-07-24 | Nissan Motor Co Ltd | Cooler of automotive electronic circuit |
JP3885495B2 (ja) * | 2000-12-27 | 2007-02-21 | 日産自動車株式会社 | 電装ユニットの取付構造 |
JP2003046285A (ja) * | 2001-07-26 | 2003-02-14 | Hitachi Ltd | 電子制御装置内部温度制御方法および装置 |
JP2005067532A (ja) | 2003-08-27 | 2005-03-17 | Fujitsu Ten Ltd | リレー温度上昇防止装置 |
-
2007
- 2007-08-23 DE DE102007039836A patent/DE102007039836A1/de not_active Withdrawn
-
2008
- 2008-07-07 WO PCT/EP2008/058748 patent/WO2009024392A1/de active Application Filing
- 2008-07-07 AT AT08774822T patent/ATE512292T1/de active
- 2008-07-07 EP EP08774822A patent/EP2191115B1/de not_active Not-in-force
Non-Patent Citations (1)
Title |
---|
See references of WO2009024392A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE102007039836A1 (de) | 2009-02-26 |
ATE512292T1 (de) | 2011-06-15 |
EP2191115B1 (de) | 2011-06-08 |
WO2009024392A1 (de) | 2009-02-26 |
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