EP3071810A1 - Procédé d'identification de défaillance - Google Patents

Procédé d'identification de défaillance

Info

Publication number
EP3071810A1
EP3071810A1 EP14802870.7A EP14802870A EP3071810A1 EP 3071810 A1 EP3071810 A1 EP 3071810A1 EP 14802870 A EP14802870 A EP 14802870A EP 3071810 A1 EP3071810 A1 EP 3071810A1
Authority
EP
European Patent Office
Prior art keywords
fault
identifying
responsive valve
temperature responsive
temperature
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Withdrawn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
EP14802870.7A
Other languages
German (de)
English (en)
Inventor
Stuart BRISCOE
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.)
Jaguar Land Rover Ltd
Original Assignee
Jaguar Land Rover Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Jaguar Land Rover Ltd filed Critical Jaguar Land Rover Ltd
Publication of EP3071810A1 publication Critical patent/EP3071810A1/fr
Withdrawn legal-status Critical Current

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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant 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
    • F01P2025/13—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
    • F01P2025/32—Engine outcoming fluid 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
    • F01P2025/36—Heat exchanger mixed fluid temperature

Definitions

  • This invention relates to a method of identifying the state of or a fault in a temperature responsive valve, a cooling system for use in an engine, and an engine comprising same.
  • Internal combustion engines typically have an ideal operating temperature. At or near this temperature the components of the engine will function most effectively. In particular, lubricants within the engine will be at their most efficient, reducing wear on engine components. In addition, if the engine becomes too hot, this may damage the components of the engine. Therefore it is often necessary to manage the temperature of an engine while it is operating. For this reason, internal combustion engines are typically provided with a radiator. Coolant may be pumped through the engine, absorbing heat from the components of the engine, and then passed into the radiator. In the radiator, the heat from the coolant is allowed to dissipate, typically into an air stream which may be blown over the radiator by a fan. In this way the engine is cooled, preventing the engine from becoming overheated and so preventing damage to the components of the engine.
  • the thermostat is typically a mechanical device which is arranged to allow coolant to flow to the radiator once a predetermined temperature is reached.
  • Mechanical thermostats are inexpensive and reliable. However, without the addition of other components, they do not provide feedback as to their status to the engine management systems. It would be useful to know this in order to better manage other aspects of the engine's functions.
  • thermostats are subject to sticking, and the thermostat may be stuck open, allowing coolant to flow to the radiator even at low temperatures, or stuck closed, preventing coolant from flowing to the radiator even at high temperatures. In such circumstances the vehicle will run either hotter or colder than is necessary or desirable. This decreases the efficiency of the engine, and may cause damage to the engine's components. Therefore it would be desirable to be able to diagnose a stuck thermostat without needing to inspect the component.
  • a method of identifying the condition of a temperature responsive valve when the temperature responsive valve is part of an engine cooling system which further comprises a fluid circulation system to circulate coolant fluid through the engine and a heat-dissipating radiator, and wherein the temperature responsive valve is arranged to control the amount of fluid which flows through the radiator.
  • the method comprises: measuring ti , the temperature of coolant fluid as it exits the engine; measuring t 2 , the temperature of coolant fluid as it exits the radiator; and identifying the condition of the temperature responsive valve dependent upon the measured values of ti and t 2 .
  • the temperature responsive valve may be a mechanical valve.
  • the temperature responsive valve may comprise wax.
  • the temperature responsive valve may comprise a wax valve.
  • the temperature responsive valve may comprise an electronic temperature sensor, an electrically driven valve or any other suitable components.
  • the operating condition of the valve is determined by comparing ti and t 2 .
  • the method may comprise comparing ti and t 2 to predefined criteria.
  • the method may further comprise: identifying that the temperature responsive valve is open if the measured values of t1 and t2 meet a first set of predefined criteria; and identifying that the temperature responsive valve is closed if the measured values of t1 and t2 meet a second set of predefined criteria.
  • the valve is open when it is in a position typically associated with a high temperature fluid passing through the valve. Where the valve comprises wax, the wax would then expand and cause the valve to "open".
  • the valve is closed when it is in a position typically associated with a low temperature fluid passing through the valve.
  • the method may comprise: measuring t 3 , an ambient temperature; and identifying the condition of the temperature responsive valve dependent upon the measured values of t 2 and t 3 .
  • the method comprises calculating a radiator cooling factor t r , wherein:
  • the method further comprising identifying the condition of the temperature responsive valve dependent upon the measured value of t r .
  • a method of identifying a fault in a temperature responsive valve when the temperature responsive valve is part of an engine cooling system which further comprises a fluid circulation system to circulate coolant fluid through the engine and a heat dissipating radiator, and wherein the temperature responsive valve is arranged to control the amount of fluid which flows through the radiator.
  • the method comprises: measuring ti , the temperature of coolant fluid as it exits the engine; measuring t 2 , the temperature of coolant fluid as it exits the radiator; and identifying a fault in the temperature responsive valve if the measured values of ti and t 2 meet predefined criteria.
  • the temperature responsive valve may be a mechanical valve.
  • the temperature responsive valve may comprise wax.
  • the temperature responsive valve may comprise a wax valve.
  • the temperature responsive valve may comprise an electronic temperature sensor, an electrically driven valve or any other suitable components.
  • the method further comprises: identifying a Stuck Open fault in the temperature responsive valve if the measured values of ti and t 2 meet a first set of predefined criteria; or identifying a stuck-closed fault in the temperature responsive valve if the measured values of and t 2 meet a second set of predefined criteria.
  • a Stuck Open fault indicates that the temperature responsive valve is stuck in an open position, for example because a wax component has shrunk but the valve has not closed.
  • a Stuck Closed fault indicates that the temperature responsive valve is stuck in a closed position, for example because the wax has expanded or attempted to expand, but the valve has not opened.
  • a Stuck Closed fault is associated with a high value of ⁇ and a low value of t 2 .
  • a Stuck Open fault is generally associated with a low value of ti and a value of t 2 close to ti .
  • the method further comprises: measuring t 3 , an ambient temperature; and identifying a fault in the temperature responsive valve if the measured values of ti , t 2 and t 3 meet predefined criteria.
  • t 3 will be a temperature outside the engine.
  • t 3 may also comprise a temperature taken from a component within the engine, for example the temperature of air flow within a duct.
  • the method comprises calculating a radiator cooling factor t r , wherein:
  • the method further comprising identifying a fault in the temperature responsive valve if the measured value of t r meets a predefined criteria. It may be that the method comprises identifying a Stuck Open fault in the temperature responsive valve if t r is greater than a first predefined value. It may be that the method comprises identifying a Stuck Closed fault in the temperature responsive valve if t r is less than a second predefined value. It may be that at least one of the first and second predefined values depends at least in part upon ti . It may be that at least one of the first and second predefined values depends at least in part upon t 2 . It may be that at least one of the first and second predefined values depends at least in part upon t 3 .
  • the invention further provides a method of reporting a fault, the method comprising: identifying a fault a plurality of times; increasing a first counter whenever a fault is identified; and reporting a fault in the temperature responsive valve if the first counter exceeds a first predetermined threshold.
  • Reporting a fault may comprise producing an audible or visual cue such as an alarm or a display on a vehicle dashboard. Reporting the fault need not necessarily happen immediately. For example, reporting a fault may comprise storing data in a memory for later retrieval by an engineer during a vehicle service. It may be that the method further comprises: decreasing the first counter whenever a method of identifying a fault is performed and a fault is not identified.
  • the method of reporting a fault may comprise decreasing the counter when a fault is identified, and increasing the counter when a fault is not identified.
  • the method of reporting a fault may comprise: increasing a first counter whenever a Stuck Open fault is identified; increasing a second counter whenever a Stuck Closed fault is identified; reporting a Stuck Open fault in the temperature responsive valve if the first counter reaches a first predefined threshold; and reporting a Stuck Closed fault in the temperature responsive valve if the second counter reaches a second predefined threshold.
  • the invention further provides a cooling system for use in an engine having a radiator to dissipate excess heat, the system comprising:
  • a fluid circulation system to circulate coolant fluid through the engine and radiator; a temperature responsive valve;
  • a first temperature sensor arranged to measure ti , the temperature of the coolant fluid in the fluid circulation system as the fluid exits the engine
  • a second temperature sensor arranged to measure t 2 , the temperature of the coolant fluid in the fluid circulation system as the fluid exits the radiator,
  • controller being arranged to carry out any method as described above.
  • the invention further provides an engine for use in a vehicle, the engine comprising a cooling system as described above.
  • the invention provides a vehicle comprising an engine as described above and a radiator.
  • Figure 1 shows a diagram of a temperature regulation system according to the invention.
  • Figures 2 to 6 show tables in a database for the temperature regulation system of Figure 1.
  • FIG. 1 shows a diagram of a temperature regulation system 101 suitable for use in a vehicle.
  • the temperature regulation system 101 is intended to dissipate heat produced by the vehicle's internal combustion engine 102 through a radiator 103.
  • the flow of coolant through the temperature regulation system 101 is indicated by lines and arrows 104.
  • a pump 105 pumps the coolant. From the pump, the coolant first passes through the engine 102.
  • the engine 102 is an internal combustion engine, and as such it comprises pistons (not shown) into which fuel is injected and then ignited, in order to drive the vehicle. The ignition of the fuel creates heat, raising the temperature of the pistons. The heat is then absorbed in part by the coolant as it passes through the engine 102.
  • the coolant As the coolant leaves the engine, it passes through an Engine Out temperature sensor 106, which measures ti , the temperature of the coolant as it leaves the engine. The coolant then passes through a thermostat 107.
  • the thermostat 107 comprises a mechanical valve.
  • the mechanical valve in turn comprises a volume of wax which expands and contracts as it heats and cools, operating the valve.
  • the valve is arranged such that when the wax is cool, all of the coolant is directed by the thermostat to the pump 105 and from there back into the engine 102. This ensures that, while the engine is cool, the heat absorbed by the coolant is largely kept within the engine, allowing the engine to heat up quickly.
  • the valve operates, directing first some and then all of the coolant to a radiator 103.
  • the radiator comprises a network of ducts through which the coolant flows, the outer surface of the ducts in the radiator being exposed to an air flow so that heat from the coolant can be conducted to the atmosphere. As such, the coolant decreases in temperature as it passes through the radiator 103.
  • the coolant As the coolant leaves the radiator 103, it passes through a Radiator Out temperature sensor 108, which measures t 2 , the temperature of the coolant as it leaves the radiator. The coolant then passes on to the pump 105 and from there back into the engine 102. The newly cooled coolant can then absorb more heat from the engine 102. This ensures that, when the engine is hot, it may be cooled by losing heat to the coolant.
  • the temperature regulation system 101 also comprises an Ambient Temperature sensor 109, which measures t 3 , the ambient temperature of air surrounding the vehicle.
  • the temperature regulation system 101 comprises a control unit 1 10, which is connected to the temperature sensors 106, 108, 109.
  • the temperature sensors 106, 108, 109 report the measured temperatures ti , t 2 and t 3 to the control unit 1 10.
  • the control unit 1 10 is arranged to monitor the measured temperatures ti , t 2 and t 3 in order to determine or diagnose the condition of the thermostat 107, as well as diagnosing any faults in the thermostat 107, should one occur.
  • fault condition first, if the thermostat becomes stuck, then the coolant will be misdirected and this may cause the engine to be over or under cooled. For example, if the thermostat is stuck so too much coolant passes through the radiator, then the engine will drop in temperature, causing the engine to operate inefficiently. Alternatively, if the thermostat is stuck so that too little coolant passes through the radiator, then the engine will rise in temperature. This may also cause the engine to operate inefficiently, and may also cause damage to the engine components.
  • the control unit 1 10 is arranged to periodically calculate a radiator cooling factor t r using the equation:
  • the control unit 1 10 further comprises a database, and example tables from the database are shown in Figures 2.
  • the control unit also maintains a Stuck Open counter, d and a Stuck Closed counter, c 2 . Initially, both d and c 2 are set to zero, and neither d nor c 2 can drop below zero.
  • FIG. 2 shows a table 201 intended to help diagnose a Stuck Open valve in the thermostat 107, in which the thermostat 107 becomes stuck such that too much coolant flows to the radiator.
  • the temperature of the engine as indicated by ti , drops.
  • the temperature ti may also be low in cold atmospheric conditions, or when the engine has just started, and ordinarily this causes the valve in the thermostat 107 to close such that ti remains high with respect to t 2 .
  • ti will approach t 2 such that t r approaches 1 .
  • the control unit 1 10 checks the thermostat Stuck Open regime table 201 and adds the value indicated by the table to d . If the values correspond to the lower left portion of the table, then d increases by 1 . Alternatively, if the values correspond to another location on the table then d is unchanged following the comparison with the thermostat Stuck Open regime table 201 .
  • Figure 3 shows a table 202 intended to help diagnose a Stuck Closed valve in the thermostat 107, in which the thermostat 107 becomes stuck such that too little coolant flows to the radiator.
  • the temperature of the engine as indicated by ti , rises.
  • the temperature ti may also be high in hot atmospheric conditions, or when the engine has been working hard, and ordinarily this causes the valve in the thermostat 107 to open such that ti drops and t 2 rises.
  • ti drops and t 2 rises.
  • ti drops and t 2 rises.
  • ti drops and t 2 rises.
  • ti drops and t 2 rises.
  • ti will remain high with respect to t 2 , such that t r approaches 0. Therefore if the valve is stuck the values of t r and ti will tend to occupy the upper right portion of the thermostat stuck shut regime table 202 shown in Figure 3.
  • control unit 1 10 checks the thermostat stuck shut regime table 202 and adds the value indicated by the table to c 2 . If the values correspond to the upper right portion of the table then c 2 increases by 1. Alternatively, if the values correspond to another location on the table then c 2 is unchanged following the comparison with the thermostat stuck shut regime table 202.
  • control unit 110 is arranged to immediately report an error if d or c 2 increase by 1 .
  • control unit 1 10 it is often advantageous to arrange for the control unit 1 10 to carry out multiple checks of t r before reporting an error in order to ensure greater statistical rigour, since it is possible for the engine to enter into a Stuck Open or Stuck Closed regime when it is transitioning between states. For example, the engine may warm up enough to cause the valve to open, but then continue to warm for a brief while before the coolant has a chance to counteract this, causing the engine to briefly enter a state in which c 2 would increase by 1 .
  • control unit 1 10 will only report an error if d or c 2 pass a predetermined threshold. Separate thresholds may be provided for d and c 2 .
  • the control unit 1 10 performs a check of t r , it may be that everything is operating normally. In this case the radiator cooling factor t r should approach 1 as the temperature of the vehicle rises. For this reason the control unit also compares t r and to the thermostat normal open regime table 203 shown in Figure 4. The control unit 1 10 then subtracts the value in the table 203 from both d and c 2 . Therefore if the values of t r and occupy the lower right portion of the thermostat normal open regime table 203, then both d and c 2 decrease by 1 .
  • d tends to increase when the valve in the thermostat 107 is stuck open
  • c 2 tends to decrease when the valve in the thermostat 107 is stuck shut
  • both d and c 2 tend to decrease when the valve in the thermostat 107 is operating normally.
  • d passes the threshold value for d
  • the control unit 1 10 diagnoses a Stuck Open fault and reports this fault.
  • c 2 passes the threshold value for c 2
  • the control unit diagnoses a Stuck Closed fault and reports this fault. Reporting the fault comprises displaying a message to the driver on their dashboard and logging the fault in a memory provided for such faults within the control unit 1 10.
  • the message for the driver may be accompanied by an audible tone or similar.
  • an engineer can then access the control unit 1 10 to download records indicating the nature of the fault, the time it was diagnosed, the values of d and c 2 and any other relevant information.
  • control unit is also arranged to trigger an intervention by a mechanical override provided as part of the valve in the thermostat 107.
  • the mechanical override may be arranged to move the thermostat to a particular position, either open, closed or in between depending upon the needs of the engine.
  • a second thermostat stuck shut regime table 301 and a second thermostat Stuck Open regime table 302 are used.
  • Examples of the second tables 301 , 302 are shown in Figures 5 and 6.
  • the tables are largely the same except that the values added to d and c 2 are weighted according to how far the engine is from its expected operating regime.
  • d and c 2 may be increased by two instead of just one following a single check of t r by the control unit 1 10.
  • FIG. 7 is a graph of the temperature readings received by the control unit during normal operation over time.
  • Line 401 indicates line 402 indicates t 2 and line 403 indicates t 3 .
  • Line 404 is the temperature recorded by a further temperature sensor (not shown in Figure 1 ) which is located close to the engine out temperature sensor 106 which measures .
  • the control unit 1 10 can diagnose changes in the thermostat 107.
  • four dotted lines 405, 406, 407 and 408 have been added to the graph in Figure 7 to indicate when the thermostat 107 opens or closes.
  • the thermostat 107 is opened, and this is associated with a sharp rise in t 2 .
  • the thermostat 107 is closed, and this is associated with a sharp drop in t 2 .
  • the control unit 1 10 diagnoses whether the thermostat is opened or closed by monitoring ti , t 2 and t 3 . This information can then be used in the management of other engine control systems.
  • One example of where knowledge of the thermostat/valve state could be useful is in an engine with a variable flow coolant pump control. In such an engine, if the thermostat is open then it may be advantageous to increase the coolant flow by varying the amount of coolant pumped by the pump. Similarly, when the thermostat is closed it may be advantageous to reduce the coolant flow.
  • a cooling system according to the invention is used with an internal combustion engine, however a cooling system according to the invention can be used with any sort of engine, for example the electrical engine in an electrical vehicle or a hybrid electrical vehicle.
  • a cooling system according to the invention could also be used to cool engines which are not in vehicles, and to cool devices other than engines.
  • the method further comprising identifying the condition of the temperature responsive valve dependent upon the measured value of t r .
  • the method further comprising identifying a fault in the temperature responsive valve if the measured value of t r meets predefined criteria.
  • the method comprises identifying a Stuck Open fault in the temperature responsive valve if t r is greater than a first predefined value.
  • the method comprises identifying a Stuck Closed fault in the temperature responsive valve if t r is less than a second predefined value.
  • a method of reporting a fault comprising:
  • a cooling system for use in an engine having a radiator to dissipate excess heat comprising:
  • a fluid circulation system to circulate coolant fluid through the engine and radiator; a temperature responsive valve; a first temperature sensor arranged to measure ti , the temperature of the coolant fluid in the fluid circulation system as the fluid exits the engine; and
  • a second temperature sensor arranged to measure t 2 , the temperature of the coolant fluid in the fluid circulation system as the fluid exits the radiator,
  • controller being arranged to carry out the method according to any preceding numbered paragraph.
  • a vehicle comprising an engine according to paragraph 16.

Landscapes

  • 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

Procédé d'identification de l'état d'une soupape 107 sensible à la température, la soupape 107 sensible à la température faisant partie d'un système de refroidissement 101 de moteur qui comprend en outre un système de circulation de fluide et un radiateur 103, le système de circulation de fluide étant conçu, lors de l'utilisation, pour faire circuler un fluide autour d'un moteur 102 et dans le radiateur 103, et la soupape 107 sensible à la température étant conçue pour commander la quantité de fluide qui s'écoule dans le radiateur 103. Le procédé consiste à : mesurer t1, la température du fluide de refroidissement quand il sort du moteur; mesurer t2, la température du fluide de refroidissement quand il sort du radiateur; et identifier l'état de la soupape sensible à la température en fonction des valeurs de t1 et de t2 mesurées.
EP14802870.7A 2013-11-22 2014-11-24 Procédé d'identification de défaillance Withdrawn EP3071810A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1320642.0A GB2523980B (en) 2013-11-22 2013-11-22 Method of identifying a fault
PCT/EP2014/075374 WO2015075219A1 (fr) 2013-11-22 2014-11-24 Procédé d'identification de défaillance

Publications (1)

Publication Number Publication Date
EP3071810A1 true EP3071810A1 (fr) 2016-09-28

Family

ID=49918053

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14802870.7A Withdrawn EP3071810A1 (fr) 2013-11-22 2014-11-24 Procédé d'identification de défaillance

Country Status (3)

Country Link
EP (1) EP3071810A1 (fr)
GB (1) GB2523980B (fr)
WO (1) WO2015075219A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6491632B2 (ja) * 2016-11-09 2019-03-27 株式会社Ｓｕｂａｒｕ 車両用冷却装置

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Publication number Priority date Publication date Assignee Title
JPH0431634A (ja) * 1990-05-28 1992-02-03 Komatsu Ltd オーバヒート事前検知方法
US5526871A (en) * 1994-02-08 1996-06-18 Musser; Marshall R. Quick connect diagnostic apparatus and method for a vehicle cooling system
US6279390B1 (en) * 1996-12-17 2001-08-28 Denso Corporation Thermostat malfunction detecting system for engine cooling system
JP3777776B2 (ja) * 1998-02-04 2006-05-24 マツダ株式会社 エンジンの冷却装置の異常診断装置
GB2348297B (en) * 1999-03-20 2003-04-16 Rover Group Thermostat fault detection in a vehicle cooling circuit.
DE19948249A1 (de) * 1999-10-07 2001-04-26 Bayerische Motoren Werke Ag Kühlsystem für eine Brennkraftmaschine in Kraftfahrzeugen
DE102009054359B4 (de) * 2008-12-01 2016-09-15 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Motorkühlsystemdiagnose für Anwendungen mit zwei Kühlmittelsensoren
JP5251844B2 (ja) * 2009-11-24 2013-07-31 トヨタ自動車株式会社 冷却装置の異常判定装置および冷却装置の異常判定方法

Non-Patent Citations (2)

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Title
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See also references of WO2015075219A1 *

Also Published As

Publication number Publication date
GB201320642D0 (en) 2014-01-08
GB2523980B (en) 2016-06-01
WO2015075219A1 (fr) 2015-05-28
GB2523980A (en) 2015-09-16

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