EP2494161A1 - Systeme et procede de commande du circuit de refroidissement d'un moteur a combustion interne - Google Patents
Systeme et procede de commande du circuit de refroidissement d'un moteur a combustion interneInfo
- Publication number
- EP2494161A1 EP2494161A1 EP10787855A EP10787855A EP2494161A1 EP 2494161 A1 EP2494161 A1 EP 2494161A1 EP 10787855 A EP10787855 A EP 10787855A EP 10787855 A EP10787855 A EP 10787855A EP 2494161 A1 EP2494161 A1 EP 2494161A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- temperature
- combustion engine
- internal combustion
- thermal state
- characteristic
- 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
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 130
- 238000001816 cooling Methods 0.000 title claims abstract description 42
- 238000000034 method Methods 0.000 title claims abstract description 40
- 239000013529 heat transfer fluid Substances 0.000 claims abstract description 25
- 239000002826 coolant Substances 0.000 claims description 30
- 238000005259 measurement Methods 0.000 claims description 10
- 239000012530 fluid Substances 0.000 claims 2
- 239000000463 material Substances 0.000 description 19
- 230000006870 function Effects 0.000 description 15
- 239000000446 fuel Substances 0.000 description 10
- 230000004087 circulation Effects 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000010438 heat treatment Methods 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 238000013179 statistical model Methods 0.000 description 4
- 238000009529 body temperature measurement Methods 0.000 description 3
- 238000012512 characterization method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 229930195733 hydrocarbon Natural products 0.000 description 2
- 150000002430 hydrocarbons Chemical class 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- ABEXEQSGABRUHS-UHFFFAOYSA-N 16-methylheptadecyl 16-methylheptadecanoate Chemical compound CC(C)CCCCCCCCCCCCCCCOC(=O)CCCCCCCCCCCCCCC(C)C ABEXEQSGABRUHS-UHFFFAOYSA-N 0.000 description 1
- 241000764238 Isis Species 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 239000012809 cooling fluid Substances 0.000 description 1
- 239000000110 cooling liquid Substances 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000763 evoking effect Effects 0.000 description 1
- 238000005417 image-selected in vivo spectroscopy Methods 0.000 description 1
- 238000012739 integrated shape imaging system Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000003446 memory effect Effects 0.000 description 1
- 210000000056 organ Anatomy 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000010512 thermal transition Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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
- F01P7/164—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
-
- 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
-
- 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
- F01P2025/33—Cylinder head 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
- F01P2025/46—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
- F01P2025/08—Temperature
- F01P2025/48—Engine room 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
-
- 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
-
- 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
- F01P2025/66—Vehicle 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
- F01P2037/00—Controlling
- F01P2037/02—Controlling starting
-
- 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
-
- 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
- F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
Definitions
- the technical field of the invention is the thermal management of an internal combustion engine, and more particularly the management of the cooling system as a function of the temperature of the internal combustion engine.
- the invention makes it possible to improve the thermal management of the engine by the use of observers, especially in a context of discontinuity in the flow of the coolant.
- the fuel consumption and pollutant production of an internal combustion engine is influenced by its operating temperature.
- it is important to control the temperature of an internal combustion engine so that it is at an optimum level during operation, especially during start-up.
- the temperature thus measured is not representative of the temperature inside. of the motor.
- a cooling branch passes through a radiator for lowering the temperature of the heat transfer fluid contained in the cooling circuit.
- a branch of derivation presents only a passive heat exchanger, type heater, limiting the cooling of the liquid.
- French patent application FR 2 908 458 describes several variants of the cooling branch and of your branch branch. This document notably describes how to limit or cut the circulation of the heat transfer fluid in the cooling branch, in particular to rapidly raise the temperature of an initially cold internal combustion engine.
- the means to achieve such an operation is either a thermostatic valve, an electric valve controlled by control means "per se a pump driven on command. However “the control means are such lawful.
- the French patent application FR 2 912 183 describes a control device of an internal combustion engine comprising means for determining the temperature of the exhaust gas taking into account the quality of the fuel used.
- US patent application US 2004/0128059 discloses a method for correcting the accuracy of the oil temperature measurement according to the operating phases of the internal combustion engine.
- the French patent application FR 2 869 355 describes a management of the temperature of the heat transfer fluid to improve the consumption, especially during cold starts.
- the temperature of the heat transfer fluid at the outlet of the engine does not allow a sufficiently precise characterization of the thermal state of the engine so as to ensure the thermal safety of the most fragile parts, such as inter-cylinders, however, the thermal characterization of these parts is difficult to achieve during operation of the vehicle.
- the French patent application FR 2 869 355 proposes a predictive model making it possible to evaluate the specific value or values of the thermal state of the engine.
- the parameters measured may be the engine rotation speed, the engine load, and the flow rate or temperature of the heat transfer fluid entering the engine.
- the predictive model is based on the principle that there is an unobstructed flow through the main circuit and that the engine inlet temperature is available at all times.
- these specific areas are the water core cylinder in the vicinity of the combustion chamber and the intersoupape bridge.
- the measured temperature is not representative of the temperature inside the engine, let alone , that of the specific area of interest of the engine.
- the temperature sensor is located inside the cylinder head, it may be desirable to take this measurement into account in order to more precisely estimate the temperature of the specific zone of the engine.
- the object of the invention is a control device for a cooling circuit of an internal combustion engine capable of determining the temperature of a specific zone of the engine at 4
- Another object of the invention is a method of controlling a cooling circuit of an internal combustion engine for determining the temperature of a specific area of the internal combustion engine when the flow of the coolant through said internal combustion engine is zero.
- a control method is defined, during a cold start, of a heat transfer fluid cooling circuit of an internal combustion engine fitted to a motor vehicle, the cooling circuit being provided with downstream of the internal combustion engine of a flow cutoff means adapted to establish a discontinuity of the heat transfer fluid flow initially in a non-conducting position.
- the control method comprises steps in which:
- a temperature characteristic of the thermal state of a specific zone of the internal combustion engine is determined by applying a model as a function of the temperature inside the internal combustion engine
- the switching means 5 of the flow rate are switched to a conducting position if the temperature characteristic of the thermal state of the specific zone of the internal combustion engine is greater than a limited temperature.
- the characteristic temperature of the thermal state of the specific zone of the internal combustion engine can be determined by application of a second model.
- the second model can be an autoregressive moving average model. 5
- the specific zone whose characteristic temperature is determined can be the coolant at the cylinder head.
- the specific zone whose characteristic temperature is determined can be the coolant in the vicinity of the combustion chamber.
- the specific zone whose characteristic temperature is determined can be the intersonpape bridge.
- the control step of the flow control means can be overridden as a function of the temperature of the specific zone.
- a control system for a cooling fluid cooling circuit of an internal combustion engine equipping a motor vehicle comprising an electronic control unit capable of switching a means for shutting down the flow of said cooling circuit located downstream of the internal combustion engine.
- the electronic control unit is able to determine a temperature characteristic of the thermal state of a specific zone of the internal combustion engine by application of a model, able to compare the temperature characteristic of the thermal state of the specific zone. of the internal combustion engine at a limit temperature and able to switch the means for shutting off the flow rate in a running position as a function of the temperature characteristic of the specific zone of the thermal state of the internal combustion engine and of the limit temperature.
- the electronic control unit may comprise comparison means able to compare the characteristic temperature of the thermal state of the specific zone of the internal combustion engine with the limit temperature, the electronic control unit etan able to emit a signal of controlling the flow cut-off means according to the result of the comparison.
- the control system may include a determining means adapted to apply a first model to determine 6
- the control system may comprise a temperature sensor located inside the internal combustion engine capable of determining the temperature of the internal combustion engine.
- the temperature sensor can be located in the cylinder head.
- the control system may comprise a determination means able to determine the temperature characteristic of the thermal state of the internal combustion engine by applying a second model.
- the flow cutoff means may be a drive means of the pump adapted to drive said pump on command.
- the shutdown naoyen may be a valve placed at the output of the engine.
- the specific zone may be the heat transfer fluid at the cylinder head.
- the specific zone may be the heat transfer fluid in the vicinity of the combustion chamber.
- the specific area may be the mtersoupape bridge.
- FIG. 1 illustrates the main elements included in a first embodiment of a control system of the cooling circuit of an internal combustion engine.
- FIG. 2 illustrates the main steps of a first embodiment of a control method of the cooling circuit
- FIG. 3 illustrates in greater detail one of the steps included in the first embodiment of a method for controlling the cooling circuit
- FIG. 4 illustrates the main elements included in a second embodiment of a control system for the cooling circuit of an internal combustion engine
- FIG. 5 illustrates the main steps of a second embodiment of a control method of the cooling circuit
- FIG. 6 illustrates in greater detail one of the steps included in the second embodiment of a method for controlling the cooling circuit.
- Figure 1 illustrates a first embodiment of a control system of the cooling circuit of an internal combustion engine.
- an internal combustion engine l provided with a cooling circuit comprising a main circuit 2 and a secondary circuit 3.
- the main cooling circuit 2 comprises a means 5 for shutting off the flow connected by its inlet to the internal combustion engine 1 via a pipe 4 and its outlet to a main radiator 7 via a pipe 6.
- the main radiator 7 is connected to the input of a pump 10 via a pipe 8, the outlet of said pump 10 being connected to the internal combustion engine 1 by an IL line
- the secondary circuit 3 essentially comprises a heater 18.
- An inlet pipe 17 is stitched between the flow cutoff means S and the internal combustion engine 1, and is connected to the heat exchanger 18.
- An outlet pipe 19 is stitched in on the main radiator 7 and the pump 10, and is connected to the heater 18.
- a temperature sensor 9 is located in the internal combustion engine, upstream of the flow cut-off means 5.
- the temperature sensor 9 is able to determine the temperature prevailing in the internal combustion engine.
- the temperature sensor 9 is located inside the water core of the cylinder head. The location of this sensor makes it possible to characterize the gradual rise in the temperature of the heat transfer fluid during the starting of the vehicle. 8
- the control system comprises an electronic control unit 26 comprising a means for determining the thermal state of the motor connected by a connection 22 to a comparison means 23.
- the temperature sensor 9 situated at the level of the core water from the cylinder head is connected by the connection 20 to the determination means 21.
- the water core of the cylinder head is the set of chambers in the cylinder head and designed to allow the circulation of coolant
- a control means 27 of the motor is connected by the connection 28 to the determining means 21.
- the comparison means 23 is connected by the connection 25 to the breaking means 5 of the flow.
- the operation is described below in the case of a zero flow of the coolant.
- the flow of the coolant can be zero especially during a first heating or during a second heating.
- a first heater is defined as the rise in temperature following a first start, when the engine is at a temperature equal to or substantially equal to the ambient temperature.
- a second heater is defined as the rise in temperature following a moderate drop in the temperature of the internal combustion engine, for example, following a brief shutdown of the internal combustion engine.
- a discontinuity of the cooling liquid appears during sudden changes in the flow rate and results in the appearance of abrupt thermal transitions.
- the flow rate can suddenly change from a large flow rate to a zero flow rate and vice versa.
- Controlled discontinuity means the cases of the first heating and the second heating.
- ordered discontinuities also include the case of an alternation of circulations and 9
- fortuitous discontinuities include failures of an organ involved in the operation of the cooling circuit of the internal combustion engine.
- the temperature can then be determined in spite of the absence of circulation of the heat transfer fluid, and provide more precise information on the state of possible damage of the internal combustion engine,
- the control system is intended to determine a characteristic temperature of a specific area of the engine and then compare it to a limiting temperature to determine whether the flow cut-off means should be switched to the driving position.
- the thermal state of the engine is determined, that is to say the distribution of heat inside the engine and more particularly in at least one specific area corresponding to critical locations for the reliability of said engine.
- the intersopepope bridge represents areas of low resistance in the cylinder head. More particularly, it is called jumper intersoupapes the material areas of the cylinder head between two adjacent openings.
- the openings of the cylinder head are the openings made in particular for the valves, but also for the injector and the spark plug.
- the control of the internal combustion engine 1 is achieved by the cooperation of the determining means 21 and the comparison means 23. These means apply a first statistical model to data received from a control means 2? of the motor.
- the control means 27 provides the electronic control unit 26 with data including, in particular, the rotational speed of the internal combustion engine, the load of the internal combustion engine, the quantity of fuel injected, and / or the flow rate of the fuel. air. L ? electronic control unit 26 also receives data relating to the temperature of the coolant determined at the cylinder head, from the temperature sensor 9.
- a zero flow of the coolant implies that the breaking means S of the flow is in a non-conducting position.
- the heat transfer fluid included in the main circuit 2 does not circulate in the internal combustion engine I.
- the heat transfer fluid contained in the portion of the cooling circuit passing through the internal combustion engine 1 can flow through the secondary circuit 3 under the action of the pump 10. A major part of the heat generated by the operation of the internal combustion engine is communicated. to the coolant. However, due to the fact that the heat transfer fluid only passes through the air heater 18, a minimum amount of the heat stored in the coolant is dispersed. The temperature of the heat transfer fluid then increases rapidly.
- An alternative for cutting the circulation of the heat transfer fluid may be to stop the operation of a pump 10. For this it can either disengage the pump 10, or directly control the shutdown of its operation.
- the electronic control unit 26 then controls the flow cut-off 5 so that the increase in the temperature of the internal combustion engine is slowed down and stopped in the vicinity of a temperature threshold.
- the electronic control unit 26 may optionally control the pump 10.
- the opening of the flow cutoff means 5 has the effect of circulating the coolant contained in the main circuit 2 and being at a temperature below the temperature of the internal combustion engine.
- a part of the heat transfer fluid from the output of the cooling circuit included in the internal combustion engine is directed into the main circuit 2 where it is cooled in the main radiator 7. From this moment, the cooling circuit is controlled in a conventional manner to maintain the internal combustion engine at the desired temperature.
- Figure 2 illustrates the method of controlling the cooling circuit. This control method is applied during the start of the internal combustion engine.
- the engine temperature is close to the ambient temperature and the flow cutoff means S is in a non-conducting position.
- the control process begins with step 29 in which the operating conditions of the internal combustion engine are determined. In particular, the rotational speed, the engine torque and the injected fuel flow rate are determined. Furthermore, in step 30, the temperature of the coolant inside the internal combustion engine is determined, more particularly at the level of the cylinder head.
- step 31 a temperature characterizing the thermal state of a specific zone of the engine is determined by application of a first model.
- step 32 it is determined whether the temperature characterizing the thermal state of the specific zone of the motor is greater than a stored threshold temperature. If the result is true, the process is continued at step 34 during which the flow cutoff means 5 is switched. Otherwise, the process is carried out in step 35 during which the flow-off means 5 is held in the non-conducting position. The process then recommences with steps 29 and 30.
- FIG. 3 illustrates in greater detail step 31 illustrated in FIG. 2.
- step 36 several occurrences of the operating conditions of the internal combustion engine determined during step 29 previously described are stored. These occurrences are determined in succession, each being spaced from the next of a given duration.
- the time between two occurrences is related to the acquisition rate of the sensor and the processing capabilities of the system. Generally speaking, a time between two occurrences will be considered small compared to the total duration of the temperature rise phenomenon of the internal combustion engine. For example, a measurement speed of between one measurement every two hundred milliseconds and one measurement per second will be considered.
- the number of stored occurrences is between five and three hundred occurrences, preferably between five and thirty occurrences.
- the number of occurrences and the duration of acquisition are related by the speed of acquisition of the sensor.
- the duration of acquisition of the occurrences must be short compared to the duration characterizing the evolution of the temperature of the internal combustion engine to avoid hiding said evolution by an effect of average.
- the acquisition time is thus between one second and one minute, preferably between one second and thirty seconds.
- step 37 several occurrences of the temperature measurement performed in step 30 are stored.
- the acquisition speed, the number of occurrences or the acquisition duration characterizing these measurements are the same as those characterizing the acquisition made in step 36.
- step 38 the characteristic temperature of the thermal state of the specific zone of the internal combustion engine is determined as a function of the occurrences stored during steps 37 and 38. The method then proceeds to step 32 as illustrated. in Figure 2 and as previously described.
- the temperature characterizing the thermal state of the specific area of the engine T M __bWi is determined by a statistical model based on the variables provided by the control means 27 of the motor and by the temperature sensor 9 located in the internal combustion engine
- Different models can be used as linear models, quadratic, kriging, lolimot, autoregressive (AR), moving average (MA) or autoregressive moving average (ARMA).
- a moving average model can be used to determine the temperature characterizing the thermal state of the specific area of the engine T ss w "i * as a function, for example, of the speed of rotation, the load, the amount of fuel injected, and the speed of the vehicle.
- the temperature of the coolant determined at the cylinder head is considered as one of these variables.
- Other parameters can also be integrated.
- a (k) is a regressor
- x (a-k) corresponds to the different variables of the electronic control unit
- o is the number of occurrences on which the average is made.
- the variables of the electronic control unit include the rotation speed of the internal combustion engine, the speed of the vehicle and the load of the engine.
- the regressor corresponding to each of these variables is determined in the form of a cartography resulting from a test campaign.
- the control system and method is for controlling the cooling of an internal combustion engine when the coolant flow rate is zero. Under such conditions, equation 1 shows that it is possible to determine the temperature characterizing the thermal state of the engine specific area T i , i i directly at the end of an acquisition period.
- FIG. 4 A second embodiment is illustrated in FIG. 4.
- the similar elements of FIG. 1 and FIG. 4 bear the same references.
- the temperature sensor 9 is either absent or placed from a non-optimal way not allowing to account for the gradual rise in temperature of the coolant in the internal combustion engine. In both cases, the data provided by the temperature sensor 9 are not reliable and are therefore not used to model the thermal state of the specific area of the engine. The temperature sensor 9 is therefore not shown in FIG.
- the characteristic temperature of the thermal state of the engine specific zone is calculated by applying a second model.
- the second model is a statistical model to characterize the phenomenon of gradual rise in engine temperature.
- the evolution of the temperature of the material of the engine block around the combustion chamber is determined.
- the material forming the engine block is in thermal equilibrium between the gaseous environment and the engine specific zone corresponding to the thermal state that is to be modeled.
- material is meant all non-gaseous material capable of transmitting heat.
- the first term is a convective thermal exchange term that allows to characterize the heat exchange between the material and the gaseous environment, typically the atmosphere present under the hood of the engine.
- K the coefficient of thermal losses of the material
- T-Mat represents the temperature of the material
- the second term is a term of thermal exchange by conduction which allows to characterize the thermal exchanges between the Specific area of the engine corresponding to the thermal state T sS But that one seeks to model and the material, typically the engine block surrounding the specific area.
- a represents the coefficient of thermal conduction of the material
- T bias represents the temperature characterizing the thermal state of the specific area of the engine.
- C p _ May represents the heat capacity of the material.
- a second step the evolution of the temperature characterizing the thermal state of the specific area of the engine is calculated.
- the specific area of the engine corresponding to the thermal state that is to be modeled is in thermal equilibrium between the heat conveyed by the material and the heat generated by the combustion- It is recalled that Von is in a situation of zero flow of the heat transfer fluid.
- the balance between the specific area of the motor corresponding to thermal PETAT that Ton seeks to model and the material is also governed here by the term conduction Conduction Ech ⁇ defined above.
- the heat generated by the combustion cowbustio is determined by a statistical model according to the variables provided by the control means 27 of the engine.
- Different models can be used such as linear, quadratic, kriging, lolimot, AR, MA or ARMA models.
- x (n-k) represents the different variables available in the electronic control unit
- Ko represents the number of occurrences on which the average is achieved.
- variables of the electronic control unit include the rotation speed of the internal combustion engine, the speed of the vehicle and the load of the engine.
- the regresscur corresponding to each of these variables is determined in the form of a cartography resulting from a test campaign.
- the temperature characterizing the thermal state of the motor is then defined by the following equation.
- C pjenw represents the heat capacity of the specific area of the engine corresponding to the thermal state that is to be modeled.
- the thermal state of the system is governed by a system of coupled differential equations.
- the resplution of this type of equation goes through an iterative resolution
- the equation system will be initialized using the instantaneous value of the ambient temperature as value of the temperature of the material T MA ⁇ and the temperature T 8 »J, ISIS characterizing the thermal state of the specific area of the engine.
- the system and the sound control method for controlling the thermal evolution of an internal combustion engine I and the cooling system of such an engine when the coolant flow is zero.
- the internal combustion engine and the environment are at the same temperature, during the first moments of startup. So there is no convection, the atmosphere and the engine being at the same temperature. There is also no conduction, the thermal energy generated by combustion has not begun to spread.
- the equation system will be initialized using the instantaneous value of the temperature measured by a temperature sensor located in the ambient internal combustion engine as a value of the temperature of the material T mat and the temperature T ss b characterizing the thermal state of the specific area of the engine,
- the internal combustion engine has a residual temperature from the previous period of operation. Due to the thermal inertia of the various elements of the internal combustion engine, it can be estimated that all the elements of the internal combustion engine are at the same temperature, which temperature can be measured by a sensor located in the internal combustion engine.
- Fig. 5 illustrates the control method according to the second embodiment.
- the control method starts with step 39 during which the operating conditions of the internal combustion engine i are determined. In particular, the rotational speed, the engine torque and the injected fuel flow rate are determined.
- the method is continued in step 40 during which a temperature characterizing the thermal state of the specific zone of the engine is determined.
- step 40 the temperature of the environment is taken into account.
- step 41 it is determined whether the temperature characterizing the thermal state of the engine specific zone is greater than a stored threshold temperature. If the result is true, the process continues in step 42 during which the switching means S is switched from the flow rate to the traveling position. Otherwise, the method is continued in step 43 during which the breaking means S of the flow rate is maintained in a non-conducting position.
- the process starts again at step 39,
- FIG. 6 illustrates in greater detail step 40 illustrated in FIG. 5. Step 40 makes it possible to determine the temperature characteristic of the thermal state of the specific zone of the motor at iteration n.
- step 44 the thermic exchange is determined by evoking the iteration n as a function of the material temperature at the iteration n-1 and the temperature of the environment at the iteration n-1 .
- the equation (Eq.2) is applied.
- step 45 the material temperature is determined at the iteration n as a function of the thermal exchange by conversion at the iteration n and the heat exchange-by conduction at the iteration n. For this, the equation (Eq.4) is applied.
- step 46 the conductive heat exchange is determined at time n as a function of the material temperature at time n-1 and as a function of the temperature characteristic of the thermal state of the specific zone of the engine at the moment n-1. For this, the equation (Eq.3) is applied,
- step 47 several occurrences of the operating conditions of the internal combustion engine determined during step 39 previously deerite are memorized. These occurrences are determined e # succession, each being spaced from the next of a given duration. The values characterizing these measurements are the same as those defined in the description of step 36 of the first embodiment.
- the heat generated by the combustion is also determined.
- the heat generated by the combustion is determined as a function of the stored occurrences.
- Two determinations t energy released during combustion are spaced in time by a duration at least equal to the duration of acquisition, the acquisition time is equal to the number of occurrences * multiplied by the duration between two measurements.
- the energy released during combustion is determined with a period at least equal to the acquisition time.
- the heat generated by the combustion is determined by the applicatio of the equation (Eq.5).
- step 48 the temperature characterizing the thermal state of the engine specific zone at time n is determined as a function of the heat generated by the combustion at time n and as a function of the heat exchange by conduction at iteration n. For this, the equation (Eq.6) is applied,
- a value equal to the temperature of the environment or a value equal to the last known value of the temperature characteristic of the thermal state of the zone will be considered as initialization value. specific engine.
- the system and the control method of the cooling system of an internal combustion engine make it possible to accurately determine the temperature of the specific zone of the engine corresponding to the thermal state that is to be modeled.
- the cooling system can be controlled so that the temperature of the internal combustion engine increases rapidly during a first start without compromising the safety of said engine.
- Such a control advantageously makes it possible to quickly bring the internal combustion engine to a temperature at which its fuel consumption is reduced. and pollutant emissions from unburned hydrocarbons are reduced.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0957540A FR2951779B1 (fr) | 2009-10-27 | 2009-10-27 | Systeme et procede de commande du circuit de refroidissement d'un moteur a combustion interne |
PCT/FR2010/052297 WO2011051618A1 (fr) | 2009-10-27 | 2010-10-27 | Systeme et procede de commande du circuit de refroidissement d'un moteur a combustion interne |
Publications (2)
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EP2494161A1 true EP2494161A1 (fr) | 2012-09-05 |
EP2494161B1 EP2494161B1 (fr) | 2016-08-17 |
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EP10787855.5A Active EP2494161B1 (fr) | 2009-10-27 | 2010-10-27 | Système et procédé de commande du circuit de refroidissement d'un moteur a combustion interne |
Country Status (4)
Country | Link |
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EP (1) | EP2494161B1 (fr) |
CN (1) | CN102597449A (fr) |
FR (1) | FR2951779B1 (fr) |
WO (1) | WO2011051618A1 (fr) |
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JP6443824B2 (ja) * | 2017-02-21 | 2018-12-26 | マツダ株式会社 | エンジンの冷却装置 |
CN110469410B (zh) * | 2018-05-10 | 2022-12-06 | 日立汽车系统(中国)有限公司 | 机动车的冷启动方法、装置、设备及其存储介质 |
CN109268160A (zh) * | 2018-08-14 | 2019-01-25 | 长安大学 | 一种可变气门升程缸内直喷发动机冷启动控制方法 |
CN113297680B (zh) * | 2021-06-21 | 2023-08-08 | 中国航发沈阳发动机研究所 | 一种小涵道比航空燃气发动机性能趋势分析方法 |
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JP2712711B2 (ja) * | 1990-02-16 | 1998-02-16 | 株式会社デンソー | 内燃機関の冷却方法及びその装置 |
FR2796987B1 (fr) * | 1999-07-30 | 2002-09-20 | Valeo Thermique Moteur Sa | Dispositif de regulation du refroidissement d'un moteur thermique de vehicule automobile |
JP4193309B2 (ja) * | 1999-11-18 | 2008-12-10 | トヨタ自動車株式会社 | 内燃機関の冷却装置 |
JP3956663B2 (ja) * | 2001-02-15 | 2007-08-08 | 株式会社デンソー | 内燃機関の冷却水温推定装置 |
GB2425619B (en) * | 2005-03-22 | 2007-05-02 | Visteon Global Tech Inc | Method of engine cooling |
US7409928B2 (en) * | 2006-01-27 | 2008-08-12 | Gm Global Technology Operations, Inc. | Method for designing an engine component temperature estimator |
DE102006009892A1 (de) * | 2006-03-03 | 2007-09-06 | Audi Ag | Steuervorrichtung zum Steuern der Kühlmitteltemperatur eines Verbrennungsmotors eines Kraftfahrzeugs sowie Verbrennungsmotor mit einer solchen Steuervorrichtung |
-
2009
- 2009-10-27 FR FR0957540A patent/FR2951779B1/fr not_active Expired - Fee Related
-
2010
- 2010-10-27 EP EP10787855.5A patent/EP2494161B1/fr active Active
- 2010-10-27 CN CN2010800488636A patent/CN102597449A/zh active Pending
- 2010-10-27 WO PCT/FR2010/052297 patent/WO2011051618A1/fr active Application Filing
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See references of WO2011051618A1 * |
Also Published As
Publication number | Publication date |
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CN102597449A (zh) | 2012-07-18 |
FR2951779A1 (fr) | 2011-04-29 |
EP2494161B1 (fr) | 2016-08-17 |
FR2951779B1 (fr) | 2012-04-20 |
WO2011051618A1 (fr) | 2011-05-05 |
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