EP3215723B1 - Dispositif de surveillance d'un thermostat d'huile - Google Patents

Dispositif de surveillance d'un thermostat d'huile Download PDF

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Publication number
EP3215723B1
EP3215723B1 EP15794465.3A EP15794465A EP3215723B1 EP 3215723 B1 EP3215723 B1 EP 3215723B1 EP 15794465 A EP15794465 A EP 15794465A EP 3215723 B1 EP3215723 B1 EP 3215723B1
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EP
European Patent Office
Prior art keywords
oil
temperature
thermostat
oil thermostat
parameter
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EP15794465.3A
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German (de)
English (en)
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EP3215723A1 (fr
Inventor
Ulrich Harres
Rainer Kalass
Christian Knauer
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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Publication of EP3215723A1 publication Critical patent/EP3215723A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/005—Controlling temperature of lubricant
    • F01M5/007—Thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F01M2011/14—Indicating devices; Other safety devices for indicating the necessity to change the oil
    • F01M2011/1446—Indicating devices; Other safety devices for indicating the necessity to change the oil by considering pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F01M2011/14—Indicating devices; Other safety devices for indicating the necessity to change the oil
    • F01M2011/1473—Indicating devices; Other safety devices for indicating the necessity to change the oil by considering temperature

Definitions

  • the invention relates to a device for monitoring an oil thermostat arranged in an oil circuit of an internal combustion engine.
  • the DE 44 26 494 A1 a device for monitoring the cooling system in an internal combustion engine, in which a temperature signal characteristic of the cooling system is generated and the profile of the temperature signal is then evaluated and detected temperature changes per unit of time are compared with plausible values.
  • EP 0 736 703 A1 a device for influencing the transmission oil temperature in motor vehicles with a cooling device for cooling the transmission oil, with a heating device for heating the transmission oil and with a valve, the transmission oil temperature being controlled to a predetermined setpoint in one operating state in the form of mixed operation.
  • cooling water thermostats are used in the cooling water circuit, but also increasingly oil thermostats in the oil circuit of an internal combustion engine.
  • oil thermostats By means of such oil thermostats, the friction can be reduced in specific operating states in order to achieve fuel consumption advantages compared to conventional engines.
  • the oil thermostat feeds the oil supplied to it, depending on the oil temperature, either to a flow branch with an oil cooler or to a bypass flow branch bypassing the oil cooler.
  • a defective oil thermostat which can no longer direct the oil through the oil cooler, usually results in violent engine damage due to the excessive oil temperature.
  • a defective oil thermostat which is designed in its failure behavior to assume the switching state in the event of a loss of function, in which the oil is always routed via the oil cooler in order to prevent rapid damage to the internal combustion engine, on the other hand leads to increased fuel consumption and CO2 emissions in the longer term due to the increased friction.
  • the oil thermostat will fail in an undefined state, for example due to contamination (original dirt, sand%), particles or chips, or due to mechanical forces or high pressure peaks that can lead to deformation of the thermostat, which can lead to jamming in any thermostat position.
  • hydraulic pressure peaks of up to 60 bar can occur in the oil circuit of today's engines, especially since oil can be very viscous in the event of a cold start.
  • a defective water thermostat in the cooling water circuit can usually be recognized by the fact that the operating temperature of the internal combustion engine is no longer reached or is only reached very slowly.
  • a defect in the oil thermostat cannot be recognized by the driver, or at least not promptly, since a defective oil thermostat, which always feeds the oil to the oil cooler, usually does not impair the cooling function of the cooling system, but rather the long-term fuel consumption, wear and tear and service life the internal combustion engine. Also by means of the above DE 44 26 494 A1 The device mentioned above only indicates a general malfunction of the cooling system, but not whether the oil thermostat in particular is malfunctioning.
  • the object of the invention is in particular to reliably detect a defect or malfunction of the oil thermostat.
  • a device for monitoring an oil thermostatic valve arranged in an oil circuit of an internal combustion engine is proposed.
  • the oil thermostatic valve monitored by the device (hereinafter referred to as oil thermostat for short) is designed in a manner known per se to feed the oil flow to a bypass flow branch and/or a flow branch having an oil cooler, depending on the temperature of an oil flow supplied to the oil thermostat.
  • the oil thermostat typically feeds the oil exclusively to the bypass flow branch when the oil temperature at the oil thermostat, also referred to below as the inlet temperature, is below a first temperature threshold value.
  • a first output of the oil thermostat which is assigned to the first flow branch, is closed and is only opened when the first temperature threshold value is exceeded.
  • the oil thermostat can also be designed to close the bypass flow branch above a second temperature threshold value, which is preferably above the first temperature threshold value.
  • both flow branches are open, with a second output of the oil thermostat assigned to the bypass flow branch gradually closing until the second temperature threshold value is reached.
  • the first and second temperature threshold values can also be the same.
  • the device for monitoring the oil thermostat includes a sensor device that is designed to determine at least one first parameter, by means of which a current setpoint operation of the oil thermostat can be derived, and to determine at least one second parameter, by means of which a current Actual operation of the oil thermostat can be derived.
  • the device also includes an evaluation device which is designed to detect the occurrence of a malfunction of the oil thermostat as a function of the first parameter and the second parameter.
  • Target operation of the oil thermostat means normal operation, ie without an assumed malfunction, in which the oil thermostat assumes the desired temperature-dependent operating state, for example the desired temperature-dependent setpoint position or movement of the oil thermostat actuator.
  • Actual operation is understood to mean actual operation of the oil thermostat, for example an actual current operating state. If no malfunction occurs, target operation and actual operation match. In the event of a malfunction the actual position of the oil thermostat and/or the actual movement of the actuator of the oil thermostat deviate from the target operation.
  • the oil thermostat can be a ring slide oil thermostat or an expansion element oil thermostat, in particular a wax expansion oil thermostat.
  • the oil thermostat can also be designed as a mechatronic controller or actuator, with an electronic control unit that controls a mechanical actuator depending on the oil temperature.
  • the sensor device is designed to measure the inlet temperature of the oil and in particular its progress over time as the first parameter, for example by means of a temperature sensor in the inlet line to the oil thermostat.
  • the inlet temperature is a measure of the oil temperature which is present at the inlet of the oil thermostat and depending on which the oil thermostat assumes a predefined open or closed position with respect to the outlets to the first and second flow branch in target operation. It is particularly advantageous to measure the oil sump temperature as the inlet temperature, since there is usually already a temperature sensor in the oil sump of the oil circuit that can be used.
  • the oil sump temperature can be measured, for example, by means of an oil sump temperature sensor that is integrated into the already existing oil level sensor of the oil sump.
  • the oil sump temperature essentially corresponds to the oil temperature at the inlet of the oil thermostat. Since the oil temperature of the oil conveyed via an inlet line from the oil sump to the oil thermostat essentially does not change, the inlet temperature can also be determined at any other point along the inlet line using an appropriately arranged temperature sensor.
  • the sensor device which measures the inlet temperature as the first parameter, is also designed to measure a second oil temperature downstream of the oil cooler and upstream of the internal combustion engine and to determine a temperature difference ⁇ T from the inlet temperature minus the second oil temperature as the second parameter.
  • a temperature sensor can be provided in the first flow branch downstream of the oil cooler and upstream of a combination men arrangement of the first flow branch and the bypass flow branch is arranged.
  • the temperature sensor can also be arranged downstream of an oil filter arranged by the internal combustion engine.
  • the temperature sensor is preferably designed as a combined pressure and temperature sensor, which is provided in one structural unit. Another advantageous option is to integrate the temperature sensor into an oil filter head.
  • the first outlet of the oil thermostat to the cooler should actually be closed in this case due to the low inlet temperature according to target operation.
  • the temperature difference ⁇ T is greater than a first threshold value, it can be concluded that oil cooling is taking place and the oil must therefore have flowed through the flow branch with the cooler, and the thermostat must therefore be malfunctioning.
  • This first threshold is set as a function of the drop in oil temperature (cooling capacity of the oil cooler) generated by the oil cooler.
  • the first threshold value should, for example, be greater than usual fluctuations in the oil temperature in the area between the oil sump and the internal combustion engine that are not caused by the oil cooler, but somewhat smaller than the average cooling capacity of the oil cooler.
  • the specified reaction time takes into account a time-delayed behavior of the oil thermostat and represents a time until the resulting temperature difference ⁇ T downstream of the oil thermostat should have set itself after a change in the switching position of the oil thermostat.
  • the response time depends on the design of the oil thermostat and the position of the measuring point for the second temperature and can e.g. B. be determined experimentally.
  • the occurrence of a malfunction of the oil thermostat can also be detected when the inlet temperature is above the first temperature threshold, at least the specified response time has passed since the inlet temperature is above the first temperature threshold, and the temperature difference ⁇ T is less than a second threshold .
  • the inlet temperature is above the first temperature threshold value, the oil flow fed to the oil thermostat would then have to be fed to the oil cooler. If this is not the case, this can again be determined using the temperature difference, which is smaller than when the oil is cooled by the oil cooler.
  • the second threshold value can, for example, be set slightly below the differential temperature ⁇ T normally caused by the cooler.
  • the occurrence of a malfunction of the oil thermostat can also be detected if, after the inlet temperature has exceeded the first temperature threshold value, a gradient, in particular an increase in the temperature difference ⁇ T, is slower than a specified setpoint increase in the temperature difference.
  • the evaluation device thus evaluates the course of the differential temperature over time and can compare this with a stored target increase in the temperature differential.
  • a particular advantage of this variant is that the evaluation of the increase in the temperature difference can be used as an early indicator of an incipient malfunction of the oil thermostat. Investigations within the scope of the invention have shown that before a complete malfunction of the oil thermostat, its actuator shows the beginning of jamming or hooking, so that it does not open gradually, but moves relatively late. This can be recognized by a delayed increase in the differential temperature.
  • the aforementioned threshold values can be selected as a function of the engine speed, such that larger threshold values are set at a higher current engine speed. This takes into account the fact that as the engine speed increases, the cooling capacity of the oil cooler increases and thus the expected value of the temperature difference.
  • the sensor device is designed such that the second parameter is an oil pressure profile, in particular a time profile of the oil pressure, by means of a pressure sensor at a pressure measuring point to be measured, which is arranged downstream of the first output of the oil thermostat and upstream of the internal combustion engine.
  • the evaluation device is designed to detect a malfunction of the oil thermostat if the measured time profile of the oil pressure shows no pressure deflection in the form of a negative or positive peak in a range of the inlet temperature that lies between the first oil temperature threshold value and the aforementioned second temperature threshold value .
  • a pressure deflection corresponds to a peak-shaped pressure change whose peak height is greater than a predetermined value.
  • This predetermined value for detecting a pressure ripple can be experimentally determined oil circuit-specifically, such that pressure ripples that exceed this value do not result from normal pressure fluctuations, but from a changed flow resistance downstream of the oil thermostat corresponding to the at least partially open first and second flow branch.
  • a particularly advantageous variant of this embodiment provides that the pressure measuring point or the pressure sensor for measuring the time profile of the oil pressure is arranged in the first flow branch between the first outlet of the oil thermostat and the oil cooler and that the pressure deflection is a negative peak.
  • the expected pressure deflection in target operation is a positive peak and the peak height.
  • the inlet temperature of the oil can be measured as the first parameter, with the oil sump temperature preferably being measured as the inlet temperature.
  • the target operating status of the oil thermostat can be derived directly from the current inlet temperature, since the actuator of the oil thermostat assumes the specified setting positions depending on the inlet temperature.
  • the cooling water temperature can be used since the curves of the oil temperature and the cooling water temperature are correlated with one another in target operation.
  • a profile of the oil temperature in the supply line can thus be derived from the cooling water temperature, from which in turn the target operation of the oil thermostat can be derived.
  • operating states of the vehicle can be used.
  • An example of this is the operating state when the vehicle performs a cold start or when driving under full load.
  • the oil inlet temperature is below the first temperature threshold value, so that the first flow branch to the oil cooler would have to be closed during normal operation.
  • this flow branch is usually open if there is no defect.
  • a further possibility of the implementation according to the invention provides, for example, for a gradient of an inlet temperature of the oil to be determined as the second parameter.
  • a gradient of the oil sump temperature is preferably determined for this purpose.
  • the evaluation device is designed to determine a predetermined setpoint characteristic curve of the gradient of the inlet temperature that is stored in the memory of the evaluation device as a function of the determined value of the first parameter and to detect a malfunction of the oil thermostat if the measured gradient of the inlet temperature is not within specified limits agrees with the target characteristic.
  • an operating state of the vehicle is determined as the first parameter. For example, if the vehicle drives up an incline at full load, this results in a known increase in temperature in the oil sump, which was previously determined experimentally and stored in the evaluation device in the form of a characteristic curve. If the evaluation device recognizes driving under full load on the basis of the specific operating state, the evaluation device compares the measured rise in temperature of the inlet temperature with the previously stored characteristic curve for driving under full load. If the current temperature increase in the oil inlet temperature determined using the second parameter deviates from the previously stored temperature increase according to the characteristic curve, a malfunction of the oil thermostat can in turn be derived from this.
  • the sensor device is designed to detect a position and/or a movement of an actuator of the oil thermostat as the second parameter.
  • the evaluation device is designed to detect the malfunction of the oil thermostat based on the detected position and/or movement of the actuator by comparing the detected position and/or movement of the actuator with the expected position and/or movement according to the depending on the first Parameter specific target operation is compared.
  • the malfunction of the oil thermostat can become known if no movement of the actuator is detected in a predetermined oil temperature range or cooling water temperature range in which the actuator would have to move.
  • the malfunction of the oil thermostat can be detected when, during a cold start, the actuator is in a position in which the first output is open and/or when the actuator is in a position in which the first output is closed when driving under full load .
  • a displacement sensor can be provided, which is mechanically coupled in terms of movement to the actuator.
  • the displacement sensor can have a coupling rod which is coupled in terms of movement to the actuator of the oil thermostat.
  • the sensor device is designed as an electrical oscillating circuit with a coil, with the coil being arranged from the outside on or near the oil thermostat in such a way that a movement of the Actuator of the oil thermostat changes the inductance of the coil and thus an oscillation frequency of the oscillating circuit.
  • the sensor device can have a transmitter coil and a receiver coil, which are each arranged on opposite sides from the outside on or in the vicinity of the oil thermostat, so that a movement of the actuator of the oil thermostat changes a signal induced by the transmitter coil in the receiver coil.
  • the advantage of the latter two variants compared to a mechanical coupling with the actuator is that there is no contact with the thermostatically controlled medium (oil) and no additional sealing elements are required, as would be necessary in the case of a coupling rod.
  • Another advantage is that the monitoring system element in the form of the sensor device with at least one coil has a significantly longer average service life than the element to be monitored (oil thermostat) and can therefore monitor the oil thermostat for the entire service life of the vehicle.
  • the mobile test device also includes fastening means in order to temporarily arrange the sensor device outside on or in the vicinity of the oil thermostat for a measurement process. This means that the oil thermostats of vehicles that are not factory-equipped with a monitoring device for the oil thermostat can be checked later with little maintenance.
  • the sensor device is designed as a circuit integrated into the oil thermostat, which is designed to detect a position and/or movement of the actuator of the oil thermostat by means of integrated switching contacts.
  • the circuit can be designed in such a way that it monitors the end positions of the valve plate of the oil thermostat using appropriate switch contacts.
  • the integrated circuit is also designed in such a way that it draws its supply energy from the oil heat by means of an energy harvesting circuit and transmits a measurement signal wirelessly, preferably by means of near-field radio transmission, to the evaluation device.
  • a benefit of this Another variant is that no additional sealing elements have to be provided for attaching the sensor device, since the integrated circuit is provided inside the oil thermostat without having a mechanical connection to the outside.
  • a further possibility for designing the sensor device provides for arranging a temperature sensor at a measuring point which is arranged in the first flow branch between the oil thermostat and the oil cooler.
  • the oil temperature measured in this way downstream of the first output of the oil thermostat and before the oil cooler can be determined as the first parameter of the sensor device, since the temperature approximately corresponds to the inlet temperature.
  • the target operation of the oil thermostat can thus be derived from the measured temperature.
  • the temperature measurement immediately after the first output of the oil thermostat can also be used to determine the second parameter.
  • a malfunction of the oil thermostat can be detected by the evaluation device, for example, if the measured oil temperature remains essentially unchanged at this point after the first output should have opened or closed according to the determined first variable.
  • the present invention can also be used to monitor two or more thermostats connected in parallel, for example a small and a large thermostat, which have either the same or different temperature settings and in which the oil discharge supplies different pressure oil consumers.
  • figure 1 shows schematically the components of an oil circuit 1, only that part of the oil circuit being shown which is arranged in the flow path between the oil sump and the internal combustion engine.
  • an oil pan 2 is arranged, in which the oil sump 2a is arranged, the fill level of which is monitored with an oil level probe 3 .
  • the oil from the oil sump 2a is fed to the flow inlet 11 of an oil thermostat 10 via an inlet line 5 .
  • an oil pump 6, a pressure relief valve 7 and a return check valve 8 are arranged in the supply line 5.
  • the oil thermostat 10 is designed, for example, as a ring slide oil thermostat or wax expansion oil thermostat and contains an actuator that moves into a specific position depending on the oil temperature present at the input 11 of the oil thermostat 10 (inlet temperature T2).
  • the oil supplied to the oil thermostat is connected via the line 9 to a control input of the oil thermostat valve 10 and, for example in the case of a wax expansion thermostat, depending on the oil temperature, causes the actuator of the oil thermostat to heat up and thus expand, or to cool down and contract in itself , so that the valve plates of the actuator are moved to open or close a first output 12 of the oil thermostat 10 and to close or open the second output 13 of the oil thermostat 10 .
  • the outlet 12 of the oil thermostat 10 that connects the inlet line 5 to a first flow branch 17 in which an oil cooler 16 is arranged is closed. Instead, the oil is fed via the second outlet 13 of the oil thermostat 10 to a second bypass flow branch 18 which bypasses the oil cooler 16 . If, on the other hand, the inlet temperature T2 is greater than a second temperature threshold value T1*, which is above the value T1, the second outlet 13 is completely closed and the first outlet 12 is open, so that the oil flows exclusively via the oil cooler 16. In the area between T1 and T1*, the first exit is open and the second exit is only partially closed.
  • the first flow branch 17 and the second flow branch 18 are brought together after the oil cooler 16 to form a common flow section 19 .
  • the oil then flows through an oil filter 20, which also has a filter service valve 21 and a filter bypass valve 22. Downstream of the oil filter 20, there is a siphon 23 in the oil filter head and an oil pressure sensor 25 integrated into the oil filter head shown) supplied.
  • a device for monitoring the oil thermostat is also provided in order to be able to detect a malfunction of the oil thermostat.
  • the device includes a sensor device that is designed to determine at least one first parameter, by means of which or from which a current operation of the oil thermostat 10 can be derived.
  • the sensor device can comprise a temperature sensor 4, for example, which determines the oil sump temperature as the first parameter.
  • the oil sump temperature T2 essentially corresponds to the oil temperature which is present at the oil thermostat 10 and which determines the position of the actuator during target operation.
  • the oil sump temperature sensor 4 can be integrated into the oil level sensor 3 and provided as a so-called combined sensor.
  • the target operating state of the oil thermostat 10 can be derived directly from the determined oil sump temperature will.
  • the first outlet 12 to the first flow branch 17, comprising the oil cooler 16 is closed at oil sump temperatures T2 ⁇ T1.
  • the flow through the first flow branch 17 is open and the bypass flow branch 18 is also still partially open.
  • the flow through the first flow branch 17 is fully open and the second outlet 13 and thus the bypass flow branch 18 are completely closed.
  • Exemplary values for T1 are in the range of 95 degrees to 105 degrees and for T1* around 120 degrees.
  • the sensor device of the device for monitoring the oil thermostat is also designed to determine a second parameter, by means of which a current actual operation of the oil thermostat can be derived.
  • the temperature sensor 14b can be used, which is arranged downstream of the oil cooler 16 in the first flow branch 17 before this is combined with the bypass flow branch 18 .
  • a second oil temperature T3 downstream of the oil cooler 16 can be measured with this temperature sensor 14b. From this second oil temperature T3, a temperature difference ⁇ T can then be determined from the inlet temperature T2 minus the second oil temperature T3, which can be used to determine whether the actual operation of the oil thermostat 10 matches the expected target operation.
  • figure 2 shows a time profile of the inlet temperature T2, which was determined using the sensor 4, and a time profile of the second oil temperature T3, which was measured with the sensor 14b downstream of the oil cooler 16.
  • the dashed line T1 indicates the threshold of the opening temperature T1.
  • the inlet temperature T2 is lower than the opening temperature T1 of the first outlet 12 of the oil thermostat 10.
  • oil should not flow through the first flow branch since the first outlet 12 would have to be closed in this case.
  • figure 2 shows a temperature profile that occurs when the oil thermostat 10 malfunctions, e.g. B. in the event of a defect in the actuator, the oil cooler 16 also at inlet temperatures T2 ⁇ T1 of oil flows through. As a result, the oil is cooled down by the amount ⁇ T by the oil cooler 16 .
  • An evaluation unit 40 connected to the sensor device 4, 14b via a signal input line 41 now uses the determined measured values to check whether the determined temperature difference ⁇ T has a value that is expected according to a target operation, or whether there is a malfunction in the oil thermostat 10.
  • the evaluation unit 40 checks whether the temperature difference ⁇ T from the inlet temperature T2 minus the second oil temperature T3 is less than a predetermined first temperature threshold value ⁇ T1.
  • a malfunction of the oil thermostat is detected when the inlet temperature is below the first temperature threshold, at least a predetermined response time Z1 has passed since the inlet temperature is below the first temperature threshold T1, and the temperature difference ⁇ T from the inlet temperature minus the second oil temperature is greater than a first threshold value ⁇ T1 is.
  • the first threshold ⁇ T1 is set depending on the drop in oil temperature (cooling capacity of the oil cooler) generated by the oil cooler.
  • the first threshold value should, for example, be greater than usual fluctuations in the oil temperature in the area between the oil sump and the internal combustion engine that are not caused by the oil cooler, but somewhat smaller than the average cooling capacity of the oil cooler.
  • the specified response time Z1 takes into account a time-delayed behavior of the oil thermostat and represents a time after a change in the switching position of the oil thermostat, until the resulting temperature difference ⁇ T downstream of the oil thermostat should have set itself.
  • the response time depends on the design of the oil thermostat and the position of the measuring point for the second temperature and can e.g. B. be determined experimentally.
  • the evaluation device 40 If the evaluation device 40 detects a malfunction of the oil thermostat 10, it outputs a warning signal via the output line 42, which z. B. is output via a display device in the cockpit of the vehicle.
  • figure 3 shows the temperature curve in the event of a malfunction of oil thermostat 10, in which oil thermostat 10 does not go into a position in which first outlet 12 is open and oil flows through oil cooler 16, despite an inlet temperature T1 that is greater than first temperature threshold value T1 becomes.
  • this is in figure 3 recognizable from the fact that the temperature difference ⁇ T from the inlet temperature minus the second temperature T3, which is measured by the temperature sensor 14b, is less than a predetermined second temperature threshold value ⁇ T2.
  • the threshold value ⁇ T2 is selected such that a temperature difference ⁇ T is always greater than the threshold value ⁇ T2 when the oil flows through the oil cooler 16.
  • the small difference between the temperature T3 and the inlet temperature T2 indicates that there must be a defective oil thermostat.
  • the fact that the temperature profile T3 is slightly below the temperature profile T2 results from the fact that the bypass flow branch 18 is spatially arranged in the vicinity of the oil cooler 16 and as a result radiates some cooling capacity from the oil cooler 16 and also the oil in the bypass flow branch 18 cools slightly.
  • the differential temperature ⁇ T is again evaluated only after a predetermined reaction period Z1 has elapsed.
  • figure 4 illustrates a further possibility of detecting a malfunction according to an embodiment variant.
  • the first temperature threshold value is in turn denoted by the dashed line T1, below which the first output is closed and above which the first output 12 is open.
  • the course of the inlet temperature T2 over time is in turn measured with the temperature sensor 4 in the oil sump of the oil circuit 1 .
  • FIG 4 shows the course of the inlet temperature T2 over time, starting with a cold start of the vehicle.
  • the cold start range is represented by the area marked K.
  • the temperature range Z2 indicates the thermostat opening range, which begins after the inlet temperature T2 exceeds the opening temperature T1.
  • the subsequent area B marks an area of persistence at operating temperature.
  • the dashed line which is identified by the reference character T3, indicates the course of the oil temperature, which is measured in front of the internal combustion engine but downstream of the oil cooler 16, for example with the temperature sensor 24.
  • the oil cooler In the cold start range K below the temperature threshold value T1, the oil cooler is closed, as expected, so that the temperature T3 follows the course of the inlet temperature T2 and is only slightly below its value, due to the above-mentioned radiation effects of the cooler 16.
  • the actuator of the oil thermostat 10 should gradually open the first output 12 .
  • the course would result that is marked with the dash-dotted line T3.2.
  • a temperature profile over time is also shown, which is identified by the dashed line T3.1 and which can be measured at the sensor 24 if the oil thermostat 10 is slightly defective.
  • the temperature gap between inlet temperature T2 and temperature T3.1 after the oil cooler does not diverge as quickly as according to curve T3.2, although the temperature difference ⁇ T from point B1 is again the same for both temperature curves.
  • the temperature profile T3.1 can be observed in an oil thermostat 10, the actuator of which already shows the beginning of jamming behavior or a slight snagging, so that the actuator initially "jams” in the area Z2 and only becomes a "tears loose” at a later point in time and suddenly jumps into the completely open position.
  • Such a jamming behavior indicates a future complete jamming of the oil thermostat 10 .
  • the evaluation device 40 recognizes such a malfunction from the rise in the temperature difference ⁇ T if the rise in the temperature difference is slower than a predefined setpoint rise in the temperature difference. In other words, the course of the temperature difference over time is recorded. If this is less than a predetermined target increase, which is stored in the evaluation device 40 in the form of an experimentally determined characteristic curve, a malfunction of the oil thermostat 10 is detected.
  • One possibility for determining a malfunction is to specify a minimum value for the temperature difference between T2 and T3, which must be reached after the opening temperature T1 has been exceeded after a specified reaction time has elapsed. If the measured temperature difference is less than the minimum value for the temperature difference after the specified response time has elapsed, there is a malfunction.
  • thermostats can be subject to a set temperature tolerance even when they are new. In principle, this can be taken into account in the evaluation unit, for example with a continuous increase in wear on the thermostat, the defined temperature limits T1 and T1*, which lead to a movement of the actuating mechanism, are increasingly frequently torn or shifted. Calculation sequences can therefore be active in the evaluation unit and characteristic diagrams can be stored which define the temperature limits T1 and T1* and/or the threshold values ⁇ T1 and ⁇ T2 for the monitoring variants Figures 2 to 4 due to wear and tear, so that the replacement or defect of the thermostat is only signaled when there is no doubt that the intended operation of the engine can no longer be guaranteed.
  • figure 5 1 illustrates a further possibility according to the invention for detecting a defect situation in the oil thermostat 10.
  • the sensor device is set up here to measure a pressure profile over time by means of a pressure sensor 15 which is arranged in the first flow branch 17 between the first outlet 12 of the oil thermostat 10 and the oil cooler 16. Furthermore, the sensor device in turn determines the course of the inlet temperature T2 over time, for example by means of the temperature sensor 4.
  • the dotted lines indicate the area between the two temperature thresholds T1 and T1* of the oil thermostat.
  • the first is Output 12 closed when the inlet temperature T2 is below the value T1.
  • the first outlet is fully open and the second outlet 13 is fully closed.
  • the first outlet 12 is open and the second outlet 13 is only partially closed, so that oil flows both through the first flow branch 17 and through the second flow branch 18.
  • the curve P shows the pressure profile over time measured by the pressure sensor 15 .
  • the pressure profile P describes the profile of a normally functioning oil thermostat 10. In the temperature ranges of the inlet temperature T2 below T1, the pressure profile essentially has the value P1 and in the areas in which the inlet temperature is above the value T1*, the value P2. In this case, P2 is essentially slightly higher than P1, since the oil cooler 16 has a higher flow resistance than the bypass line 18 and thus leads to increased pressure values P2. In the transition area between T1 and T1*, however, both lines are at least partially open, so that the flow resistance is lowest in this area. This leads to a negative pressure peak ⁇ P in the area of the pressure curve between T1 and T1*.
  • the pressure profile can also be measured, for example, with the pressure sensor 25, which is arranged after the oil filter.
  • the target pressure curve differs from that in figure 5 shown in that a positive peak is measured in the transition areas between T1 and T1*, since the oil flow rate at the measuring point of the pressure sensor 25 is greatest in this area. Will again be analogous to figure 5 If no positive peak is measured in this area in the transition area, a malfunction can again be concluded.
  • Temperature sensors 4, 14a, 14b and 24 and pressure sensors 15 and 25 have all been placed simultaneously in figure 1 shown. However, it is emphasized that, depending on the embodiment variant of the sensor device, only some of these sensors must be present in the oil circuit 1, e.g. For example, depending on the variant, it may be sufficient to use the temperature sensor 4 to determine the inlet temperature and to use the sensor 14b or 24 to determine the differential temperature. Instead of the temperature sensors 14b and 24, only one pressure sensor 15 or 25 can also be provided, for example, if the defect is detected on the basis of the pressure profile P and not on the basis of the differential temperature ⁇ T.
  • the oil thermostat 10 the oil cooler 16, the oil filter 20, the filter service valve 21, the filter bypass valve 22, the oil siphon 23 and the sensors 14a, 15, 23 and 24 are structurally integrated in an oil module which is indicated by the dot-dash line 27 is shown.
  • FIG. 6 a part of an oil circuit is first shown again, now in a schematic constructive representation.
  • the reference numeral 2 again denotes the oil pan and the reference numeral 6 denotes the oil pump, which pumps oil from the oil pan 2 and feeds it to the oil thermostat 10 .
  • the reference numeral 12 in turn designates the first outlet of the oil thermostat 10 which supplies oil to the oil cooler 16 via the first flow branch 17 .
  • the reference numeral 13 in turn designates the second outlet of the oil thermostat 10 via which oil can be fed to the bypass flow branch 18 .
  • cooling water circuit is shown with a cooling water supply line 70, an area 71 which forms part of the oil cooler functionality and in which the cooling water flows around the meandering oil line of the oil cooler 16, and a line section 72 via which the cooling water heated in the oil cooler 16 is discharged .
  • the return of the oil after passing through the area of the internal combustion engine back to the oil pan 2 is only indicated in a highly schematic manner by the reference number 73 .
  • the function of the oil thermostat can also be monitored directly by means of a displacement sensor 81, in which a coupling rod 82 is directly mechanically coupled to the actuator 10b of the oil thermostat 10 for movement.
  • the movement of the actuator 10b of the oil thermostat 10 is thus detected directly by the displacement sensor 81 and output from the displacement sensor 81 to the evaluation device 40 via an output line 83 .
  • the evaluation device 40 is designed to diagnose a malfunction if the actuator 10b does not move when the opening temperature T1 is exceeded or generally when the temperature range between T1 and T1* is reached.
  • figure 6 10 illustrates yet another embodiment variant as an alternative to using the displacement sensor 81.
  • an integrated circuit 80 can be provided inside the oil thermostat 10, which is designed to detect a position and/or movement of the actuator 10b of the oil thermostat 10 by means of integrated switching contacts.
  • a switching contact of the switching circuit 80 is arranged at one end of the actuator 10b and detects a movement of a valve disc 10c of the actuator 10b when it moves to close or open an output of the oil thermostat 10, and thereby in contact or out of contact the switching contact.
  • the integrated circuit 80 is designed to extract its supply energy from the oil heat by means of a so-called energy harvesting circuit. Such energy harvesting circuits are known per se from the prior art. Furthermore, the switching circuit 80 is designed to transmit its measurement signals wirelessly to the evaluation device 40 by means of a near-field radio transmission. As a result, the integrated circuit can be completely encapsulated by the oil thermostat 10 so that no additional sealing elements, signal lines or power supply lines have to be provided.
  • the sensor device comprises an electrical oscillating circuit with a coil 76, the coil 76 being arranged on the housing 10a of the oil thermostat 10 from the outside.
  • the coil is arranged in such a way that a movement of the actuator 10b of the oil thermostat 10, which is designed to be magnetic, changes the inductance of the coil 76 and thus an oscillation frequency of the oscillating circuit.
  • the measurement signal of the resonant circuit with the coil 76 is transmitted to the evaluation device 40 via a signal line 76a.
  • the evaluation device 40 can in turn monitor the function of the oil thermostat 10 by using one of the aforementioned options for determining a first parameter from which the target operation of the oil thermostat can be derived, determining when an actuator of the oil thermostat 10 should move. Based on the detected frequency of the oscillating circuit, the evaluation device 40 can also determine whether an expected movement of the actuator 10b actually takes place at the expected time or whether, for example, the actuator is jammed and therefore no change in the oscillation frequency can be measured.
  • a further possibility for non-contact detection of the movement of the actuator 10b of the oil thermostat 10 is to design the sensor device in such a way that a transmitter coil 74 and a receiver coil 75 are arranged on opposite sides from the outside of the oil thermostat housing 10b or in its vicinity.
  • a movement of the magnetic actuator 10b of the oil thermostat 10 then changes a signal induced by the transmitter coil 74 in the receiver coil 75, which signal is transmitted to the evaluation device 40 via a signal line 75a.
  • This change can in turn be diagnosed by the evaluation device 40 so that the presence of such a change in the signal received by the receiver coil correspondingly indicates a normal function of the oil thermostat. No such change will occur at the expected time according to the target operation of the signal received with the receiver coil is measured, the oil thermostat 10 is malfunctioning.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • General Details Of Gearings (AREA)
  • Testing Of Engines (AREA)

Claims (15)

  1. Dispositif permettant de surveiller un thermostat d'huile (10) disposé dans un circuit d'huile d'un moteur à combustion interne, le thermostat d'huile (10) étant réalisé, en fonction d'une température d'arrivée (T2) d'un flux d'huile amené au thermostat d'huile, pour amener le flux d'huile au choix à une première branche d'écoulement (17) dans laquelle est disposé un refroidisseur d'huile (16) et/ou à une branche d'écoulement de dérivation (18), dans lequel une première sortie (12), associée à la première branche d'écoulement, du thermostat d'huile (10) est fermée lorsque la température d'arrivée (T2) est située au-dessous d'une première valeur seuil de température (T1),
    le dispositif comprenant :
    a) un équipement de capteur qui est réalisé pour déterminer au moins un premier paramètre au moyen duquel un fonctionnement théorique actuel du thermostat d'huile (10) peut être déduit, et pour déterminer au moins un deuxième paramètre au moyen duquel un fonctionnement réel actuel du thermostat d'huile (10) peut être déduit ; et
    b) un équipement d'évaluation (40) qui est réalisé pour identifier en fonction du premier paramètre et du deuxième paramètre une apparition d'un dysfonctionnement du thermostat d'huile (10),
    l'équipement de capteur étant réalisé pour mesurer la température d'arrivée (T2) de l'huile comme le premier paramètre, la température de carter à huile étant de préférence mesurée comme température d'arrivée (T2),
    caractérisé en ce que
    a) l'équipement de capteur est réalisé pour mesurer une deuxième température d'huile (T3) en aval du refroidisseur d'huile et en amont du moteur à combustion interne, et pour déterminer comme le deuxième paramètre une différence de température (ΔT) composée de la température d'arrivée (T2) moins la deuxième température d'huile (T3) ; et
    b) l'équipement d'évaluation identifie l'apparition d'un dysfonctionnement du thermostat d'huile,
    b1) si la température d'arrivée (T2) est située au-dessous de la première valeur seuil de température (T1), au moins un temps de réaction prédéfini (Z1) s'est écoulé depuis que la température d'arrivée (T2) est au-dessous de la première valeur seuil de température (T1), et la différence de température (ΔT) est supérieure à une première valeur seuil (ΔT1) ; et/ou
    b2) si la température d'arrivée (T2) est au-dessus de la première valeur seuil de température (T1), au moins un temps de réaction prédéfini (Z1) s'est écoulé depuis que la température d'arrivée (T2) est au-dessus de la première valeur seuil de température (T1), et la différence de température (ΔT) est inférieure à une deuxième valeur seuil (ΔT2) ; et/ou
    b3) si après un dépassement de la première valeur seuil de température (T1) par la température d'arrivée (T2) une montée de la différence de température (ΔT) se déroule plus lentement qu'une montée théorique prédéfinie de la différence de température (ΔT).
  2. Dispositif selon la revendication 1, caractérisé par un capteur de température permettant de mesurer la deuxième température d'huile (T3),
    a) qui est disposé en amont d'une jonction de la première branche d'écoulement (17) et de la branche d'écoulement de dérivation (18) ou en aval d'un filtre à huile (20) disposé avant le moteur à combustion interne ; et/ou
    b) qui est réalisé sous la forme d'un capteur de pression et de température combiné (24, 25) ; et/ou
    c) qui est intégré dans une tête de filtre à huile.
  3. Dispositif selon la revendication 1, caractérisé en ce que
    a) l'équipement de capteur est réalisé pour mesurer comme le deuxième paramètre une courbe de pression d'huile (P) en un point de mesure de pression qui est disposé en aval de la première sortie (12) du thermostat d'huile (10) et en amont du moteur à combustion interne ; et
    b) l'équipement d'évaluation identifie un dysfonctionnement du thermostat d'huile (10) si la courbe mesurée de la pression d'huile (P) ne montre dans une plage (50) de la température d'arrivée (T2) qui est située entre la première valeur seuil de température d'huile (T1) et une deuxième valeur seuil de température (T1*) aucune indication de pression (ΔP), dans lequel la deuxième valeur seuil de température (T1*) est située au-dessus de la première valeur seuil de température (T1) et indique un seuil de température au-dessus duquel une deuxième sortie (13), associée à la branche d'écoulement de dérivation (18), du thermostat d'huile (10) est fermée complètement.
  4. Dispositif selon la revendication 3, caractérisé en ce que
    a) le point de mesure de pression est disposé dans la première branche d'écoulement (17) entre la première sortie (12) du thermostat d'huile (10) et le refroidisseur d'huile (16), et en ce que l'indication de pression (ΔP) est un pic négatif ; et/ou
    b) le point de mesure de pression est disposé en aval du refroidisseur d'huile (16) et après une jonction de la première branche d'écoulement (17) et de la branche d'écoulement de dérivation (18), et en ce que l'indication de pression est un pic positif.
  5. Dispositif selon la revendication 1, caractérisé en ce que l'on établit comme le premier paramètre :
    a) une température d'eau de refroidissement ; et/ou
    b) un état de fonctionnement du véhicule, en particulier si un démarrage à froid ou une conduite à pleine charge est effectué(e).
  6. Dispositif selon la revendication 1 ou 5, caractérisé en ce que
    a) comme le deuxième paramètre, un gradient de la température d'arrivée (T2) de l'huile, de préférence un gradient de la température de carter à huile, est déterminé ; et
    b) l'équipement d'évaluation établit en fonction de la valeur déterminée du premier paramètre une courbe caractéristique théorique prédéfinie et enregistrée du gradient de la température d'arrivée (T2) et identifie un dysfonctionnement du thermostat d'huile si le gradient mesuré de la température d'arrivée ne coïncide pas avec la courbe caractéristique théorique.
  7. Dispositif selon la revendication 1 ou 5, caractérisé en ce que
    a) comme le deuxième paramètre, une température d'huile est mesurée en un point de mesure qui est disposé dans la première branche d'écoulement (17) en amont du refroidisseur d'huile (16) ; et
    b) l'équipement d'évaluation identifie un dysfonctionnement du thermostat d'huile si la température d'huile mesurée selon le deuxième paramètre reste substantiellement inchangée après qu'une ouverture ou une fermeture de la première sortie (12) aurait dû avoir eu lieu selon le premier paramètre déterminé.
  8. Dispositif selon la revendication 1 ou 5, caractérisé en ce que
    a) l'équipement de capteur est réalisé pour détecter comme le deuxième paramètre une position et/ou un mouvement d'un actionneur (10b) du thermostat d'huile (10) ; et
    b) l'équipement d'évaluation est réalisé pour identifier le dysfonctionnement du thermostat d'huile (10) à l'aide de la position et/ou du mouvement détectés de l'actionneur (10b).
  9. Dispositif selon la revendication 8, caractérisé en ce que le dysfonctionnement du thermostat d'huile (10) est identifié
    a) si dans une plage de température d'huile ou une plage de température d'eau de refroidissement, aucun mouvement de l'actionneur (10b) n'est détecté ; et/ou
    b) si lors d'un démarrage à froid, l'actionneur (10b) se trouve dans une position dans laquelle la première sortie (12) est ouverte ; et/ou
    c) si lors d'un fonctionnement de conduite à pleine charge, l'actionneur (10b) se trouve dans une position dans laquelle la première sortie (12) est fermée.
  10. Dispositif selon la revendication 8 ou 9, caractérisé en ce que l'équipement de capteur comprend un capteur de déplacement (81) qui est couplé mécaniquement en mouvement avec l'actionneur (10b).
  11. Dispositif selon la revendication 8 ou 9, caractérisé en ce que
    a) l'équipement de capteur est réalisé sous la forme d'un circuit oscillant électrique avec une bobine (76), la bobine (76) étant disposée à l'extérieur ou à proximité du thermostat d'huile (10) de telle sorte qu'un mouvement de l'actionneur (10b) du thermostat d'huile (10) modifie l'inductance de la bobine (76) et donc une fréquence d'oscillation du circuit oscillant ; ou
    b) l'équipement de capteur présente une bobine émettrice (74) et une bobine réceptrice (75) qui sont disposées respectivement sur des côtés opposés à l'extérieur ou à proximité du thermostat d'huile (10) de sorte qu'un mouvement de l'actionneur (10b) du thermostat d'huile modifie un signal induit par la bobine émettrice (74) dans la bobine réceptrice (75).
  12. Dispositif selon la revendication 11, caractérisé en ce que le dispositif est réalisé sous la forme d'un dispositif de contrôle mobile prévu pour une utilisation en atelier, comprenant des moyens de fixation afin de disposer temporairement le dispositif de capteur à l'extérieur sur le thermostat d'huile pour une opération de mesure.
  13. Dispositif selon la revendication 8 ou 9, caractérisé en ce que l'équipement de capteur est réalisé sous la forme d'un circuit (80) intégré dans le thermostat d'huile et qui est réalisé pour
    a) détecter une position et/ou un mouvement de l'actionneur (10b) du thermostat d'huile (10) au moyen de contacts de commutation intégrés ;
    b) retirer à la chaleur d'huile son énergie d'alimentation au moyen d'un circuit de récolte énergétique ; et
    c) transmettre sans fil, de préférence au moyen d'une transmission radio en champ proche, un signal de mesure à l'équipement d'évaluation.
  14. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le thermostat d'huile (10) est un thermostat d'huile à anneau obturateur ou un thermostat d'huile à élément à dilatation, en particulier un thermostat d'huile à dilatation de cire.
  15. Véhicule, en particulier véhicule utilitaire, comprenant un dispositif selon l'une quelconque des revendications précédentes.
EP15794465.3A 2014-11-06 2015-11-04 Dispositif de surveillance d'un thermostat d'huile Active EP3215723B1 (fr)

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DE102014016307.5A DE102014016307A1 (de) 2014-11-06 2014-11-06 Vorrichtung zur Überwachung eines Ölthermostats
PCT/EP2015/002214 WO2016070993A1 (fr) 2014-11-06 2015-11-04 Dispositif de surveillance d'un thermostat d'huile

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DE102014016307A1 (de) 2016-05-12
RU2017119467A3 (fr) 2019-04-01
CN107075992A (zh) 2017-08-18
WO2016070993A1 (fr) 2016-05-12
US10287934B2 (en) 2019-05-14
US20170342877A1 (en) 2017-11-30
EP3215723A1 (fr) 2017-09-13
RU2702208C2 (ru) 2019-10-04
BR112017009549A2 (pt) 2019-05-14
CN107075992B (zh) 2019-11-26

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