EP3489482B1 - Verfahren zur temperaturbegrenzung einer wärmeübertragungsflüssigkeit in einem kühlsystem eines motors - Google Patents

Verfahren zur temperaturbegrenzung einer wärmeübertragungsflüssigkeit in einem kühlsystem eines motors Download PDF

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Publication number
EP3489482B1
EP3489482B1 EP18202073.5A EP18202073A EP3489482B1 EP 3489482 B1 EP3489482 B1 EP 3489482B1 EP 18202073 A EP18202073 A EP 18202073A EP 3489482 B1 EP3489482 B1 EP 3489482B1
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Prior art keywords
engine
temperature
coolant
torque
instantaneous
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EP18202073.5A
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English (en)
French (fr)
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EP3489482A1 (de
Inventor
Olivier JEAN BAPTISTE
Michel ANGELI
Christophe Coffy
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PSA Automobiles SA
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PSA Automobiles SA
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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
    • 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
    • F01P2025/60—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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the present invention relates to a method for limiting the temperature of heat transfer liquid in a cooling system of a heat engine of a motor vehicle to prevent boiling of the heat transfer liquid.
  • Boiling the heat transfer fluid can cause several problems.
  • the boiling of the heat transfer fluid can damage the heat engine by limiting the heat exchanges on the walls, the heat exchanges being less efficient, by loss of temperature information if a sensitive element of a heat transfer fluid temperature sensor is present. in the cooling system is no longer irrigated. Boiling can also cause a pump or several heat transfer fluid pumps present in the system to defuse.
  • air bubbles may be present in the heat transfer fluid causing poor heat exchange with the walls of the engine.
  • the anti-boiling strategy is therefore calibrated at 118 ° C.
  • the temperature of the heat transfer fluid is limited by limiting the engine torque via an analysis of the history of changes in the temperature of the heat transfer fluid.
  • the maximum coolant temperature is limited by limiting the fine air conditioning engine torque. It is first of all calculated in 1 a correction coefficient Coef cor as a function of a predetermined maximum temperature of liquid maxT ° liq coolant leaving the engine, an instantaneous temperature of the liquid T ° liq coolant leaving the engine and of a vehicle speed Vveh.
  • At least one parameter of the heat engine such as, for example, the power of the engine Pmot is also noted and filtered in 2.
  • the correction coefficient Coef cor is multiplied by the power of the engine filtered in order to obtain a limit power Plim.
  • the coefficient may be less than one with, in this case, a torque / power limitation applied with the limit power Plim less than the power of the motor Pmot.
  • the correction coefficient can also be greater than one. In the latter case, there is no torque / power limitation applied.
  • the correction coefficient Coef cor can be calculated by taking into account a history of evolution of the temperature of the liquid T ° liq coolant at the outlet of the engine as a function of the speed of the vehicle Vveh automobile.
  • a limit engine torque is then calculated by dividing the limit power Plim by an engine speed rmot.
  • This limiting motor torque Clim is then subjected to a limitation by gradient Gradlim in order to obtain a limited torque corrected by gradient.
  • An idling correction 3 is made on the limit torque Clim corrected by gradient as a function of the instantaneous engine speed rmot to give a final limit torque Clim end used for the engine torque limitation.
  • Such an anti-boiling method of the heat transfer fluid according to the state of the art for limiting a temperature of heat transfer liquid in a cooling system of a heat engine of a motor vehicle in order to prevent the temperature of the liquid at the output of the engine temporarily does not exceed a boiling point of the current heat transfer liquid does not limit the occurrences of rise of the heat transfer liquid at high temperatures but below the maximum calibrated threshold which is not limitatively conventionally 118 ° C.
  • the elements of the heat engine cooled by the coolant coolant see their life significantly reduced when subjected to high thermal levels due to oligocyclic or polycyclic fatigue phenomena, these components being in particular the casing, the cylinder, the cylinder head and the cylinder head gasket.
  • the severity of the thermal loading seen by these elements depends on the temperature of the heat transfer liquid, on the heat flow received, mainly depending on the instantaneous power.
  • Conventional solutions to limit this risk are first and foremost an improvement in the performance of the cooling equipment, in particular the radiator and the motor-fan assembly.
  • increasing the class of the radiator can cost several tens of euros per vehicle.
  • Another solution is to calibrate the anti-boiling threshold at a value below 118 ° C.
  • this generates a limitation in performance, for example towing speed, paradoxically including in life situations where the thermal risk is low, which is the case for a high fluid temperature combined with a low engine power .
  • the problem underlying the invention is to avoid the boiling of a coolant liquid in a cooling system of a heat engine of a motor vehicle, by obtaining a limitation of the instantaneous temperature of the heat transfer fluid of the system by an engine torque limitation which is effective while not being too penalizing for the performance of driving the vehicle.
  • a method for limiting a temperature of coolant in a cooling system of a heat engine of a motor vehicle in order to prevent the temperature of the liquid leaving the engine temporarily does not exceed a boiling point of the heat transfer liquid the limitation being effected by a limitation of the engine torque as a function of a predetermined maximum temperature of heat transfer liquid at the outlet of the engine, an instantaneous temperature of the heat transfer liquid at the outlet of the engine and a vehicle speed, characterized in that at least one parameter selected between instantaneous engine power, instantaneous engine torque or instantaneous heat flow in the engine is taken into account in limiting the engine torque.
  • the technical effect is to obtain a limitation of the engine torque which is calculated as accurately as possible, this by considering in the calculation of a limit torque of the engine, at least one operating parameter of the engine accounting for either the power requested from the motor, either the instantaneous torque of the motor or the instantaneous heat flux in the motor.
  • a maximum temperature threshold of the engine not to be exceeded was lowered in comparison with the maximum temperature threshold typically associated with the heat transfer fluid, for example 118 ° C.
  • the result was an overly demanding limitation of the torque of the heat engine.
  • the anti-boiling protection of the heat transfer liquid was not permanently ensured.
  • the present invention due to the consideration of one or more engine parameters influencing the boiling of the coolant, acts as closely as possible on the torque limitation.
  • an engine power taking as a parameter an engine power, it is not necessary to lower the instantaneous temperature of the heat transfer fluid by too great a torque limitation below a percentage of 70 to 80%, advantageously 75 %, of the maximum engine power when it is appropriate to do so for a higher percentage, this advantageously linearly. This will be more fully explained later.
  • the slope of the forbidden zone plotted according to the present invention corresponds to a material iso-temperature of the critical zone of a fusible component of the engine.
  • said at least one selected parameter is multiplied after filtering by a correction coefficient being calculated to give at least one selected parameter corrected on the basis of the predetermined maximum temperature of coolant, of the instantaneous temperature of coolant and the speed of the vehicle and, on the other hand, a maximum value of said at least one selected parameter is calculated as a function of the instantaneous temperature of the heat-transfer liquid after asymmetric filtering, a minimum value between said at least one corrected selected parameter and the maximum value of said at least one selected parameter being taken for the calculation of a limit torque.
  • the correction coefficient is calculated by taking into account a history of evolution of the temperature of the heat-transfer liquid at the outlet of the engine as a function of the speed of the motor vehicle.
  • the limit torque is calculated by taking the minimum value between the corrected engine power and the maximum engine power value by giving a limit power and dividing it by a instantaneous engine speed.
  • a curve is drawn delimiting a forbidden zone below by giving a corrected maximum temperature of heat transfer liquid at the outlet of the engine as a function of a percentage of maximum engine power, the curve being first of all invariant by giving as maximum temperature corrected the predetermined maximum temperature below a value of percentage of maximum engine power of at most between 70 and 80% and decreasing linearly above the value of percentage of maximum engine power.
  • the limit torque is corrected by a correction gradient limitation to obtain a limited torque corrected by gradient.
  • an idling correction is carried out on the limit torque corrected by gradient as a function of the instantaneous engine speed to give a final limit torque used for limiting the engine torque.
  • the invention also relates to an assembly of an engine control unit and a coolant cooling system for a thermal engine of a motor vehicle, the cooling system being controlled by an engine control unit, characterized in that the engine control unit comprises means for implementing such a method.
  • the invention relates to a motor vehicle comprising a heat engine, a heat engine cooling system and an engine control unit for controlling the cooling system, characterized in that the cooling system and the engine control unit form such a set.
  • the heat engine the cooling of which is carried out may be a compression-ignition engine, in particular a diesel engine or operating on diesel fuel or a positive-ignition engine, in particular a petrol or mixture fuel engine containing gasoline.
  • the present invention relates to a method for limiting a temperature of liquid T ° liq coolant in a cooling system of a heat engine of a motor vehicle in order to avoid that the temperature of the heat transfer liquid leaving the engine temporarily does not exceed a boiling temperature of the heat transfer liquid.
  • the limitation is effected by limiting or reducing the torque of the engine as a function of a predetermined maximum temperature of the maximum liquid T ° liq coolant leaving the engine, an instantaneous temperature of the liquid T ° liq coolant leaving the engine and a speed of the vehicle Vveh. This is done in a correction module 1 for the calculation of a correction coefficient Coef cor, which will be described more fully below.
  • the limitation of the engine torque at least one parameter selected between an instantaneous power Pmot of the engine, an instantaneous torque of the engine or an instantaneous heat flux in the engine.
  • the instantaneous power Pmot and the instantaneous torque of the motor can be calculated and the instantaneous heat flux can be estimated.
  • the heat flux can be evaluated according to the temperature prevailing at the walls of the heat engine.
  • the instantaneous power Pmot and instantaneous engine torque data are necessarily available in an engine control unit for managing the dynamic performances.
  • the heat flow is not necessarily a data available in the on-board software, in particular in the engine control unit.
  • the selected parameter is the engine power indicated on the abscissa in percentage of a maximum engine power% Pmax with on the ordinate the temperature of the cooling liquid T ° liq at the engine outlet. It should be borne in mind that the parameter or parameters selected may be other than the power of the motor and that this is not limiting.
  • a maximum temperature maxT ° liq is not predetermined not to be exceeded and a prohibited zone Zint1 is defined above this temperature because it is estimated that the coolant will boil above the maximum temperature.
  • This predetermined maximum temperature maxT ° liq remains constant for all percentages of power% Pmax relative to the maximum power.
  • the figure 4 shows a curve delimiting below a prohibited zone Zint by giving a corrected maximum temperature of the heat transfer liquid at the outlet of the engine according to a percentage of power% Pmax maximum of the engine. To the figure 4 , it is predetermined a maximum temperature maxT ° liq not to be exceeded equivalent to that of the figure 2 but the curve does not follow this maximum temperature which should not be exceeded for high% Pmax power percentages.
  • the curve in fact made up of two linear affine portions with a zero directing coefficient and a negative directing coefficient, is first of all invariant by giving as maximum adopted temperature the predetermined maximum temperature maxT ° liq, for example 118 ° C but this n is not limiting.
  • This predetermined maximum temperature maxT ° liq is set relatively low to avoid any risk of boiling for low or medium percentages of power% Pmax.
  • This is followed by the affine portion with a negative directing coefficient of the curve which is referenced secumaxT ° liq.
  • the maximum predetermined temperature maxT ° liq is kept as the maximum temperature up to a percentage of power% Pmax compared to the maximum power of 75%. Then, the curve follows the affine portion of the curve with a negative directing coefficient as a safety curve secumaxT ° liq.
  • the selected parameter (s) Pmot for example but not limited to the power of the motor, can be multiplied after a filtering operation 2 by a correction coefficient Coef cor.
  • the correction coefficient Coef cor can be calculated, to give at least one selected parameter corrected, from the predetermined maximum temperature of liquid maxT ° liq coolant, the instantaneous temperature of liquid T ° liq coolant and the speed of Vveh vehicle.
  • the correction coefficient Coef cor is then multiplied to the selected parameter (s), for example the power of the motor to give at least one corrected selected parameter.
  • the selected parameter (s) Pmot may have been filtered 2 before being corrected by the correction coefficient Coef cor.
  • the correction coefficient Coef cor can be calculated by taking into account a history of evolution of the temperature of the liquid T ° liq coolant at the outlet of the engine as a function of the speed of the vehicle Vveh automobile. The calculation of the correction coefficient Coef cor determines the percentage decrease in the selected parameter (s) Pmot by an analysis of the instantaneous temperature signal of the heat transfer fluid.
  • the correction of the selected parameter or parameters Pmot is all the more important as the temperature gradient of the heat transfer fluid is high and that the temperature of the heat transfer fluid is close to the maximum temperature of the heat transfer fluid.
  • the instantaneous temperature of the liquid T ° liq coolant may have previously undergone an asymmetric filtering referenced in 4.
  • a minimum value min between said at least one selected parameter corrected Plim and the maximum value of said at least one selected parameter Pmot can then be taken as limit parameter Plim for the calculation of a limit torque Clim, for example a minimum value min between a maximum power corrected by the correction coefficient Coef cor and the maximum power value of the motor Pmot as a function of the instantaneous temperature of the liquid T ° liq coolant.
  • a limit torque Clim for example a minimum value min between a maximum power corrected by the correction coefficient Coef cor and the maximum power value of the motor Pmot as a function of the instantaneous temperature of the liquid T ° liq coolant.
  • the limit torque Clim which is the basis of the control of the boiling temperature by means of some possible treatments of the limit torque Clim.
  • the limit torque Clim is calculated by taking the minimum value min between the power of the corrected engine and the maximum engine power value Pmot, this minimum value giving the limit power of the Plim engine and dividing it by an instantaneous engine speed rmot, which is illustrated by the sign / aux figures 1 and 3 to obtain a Clim limit torque.
  • the limit torque Clim thus obtained can be corrected by a gradient limitation Gradlim of correction to obtain a limited torque corrected by gradient.
  • a Gradlim gradient limitation corrects the Clim torque limit to limit the feeling of loss of torque by the driver of the motor vehicle. It is a time smoothing function to limit a dynamic performance impact and guarantee driver safety.
  • an idle correction referenced 3 can be performed on the limit torque Clim corrected by gradient as a function of the instantaneous engine speed rmot to give a final limit torque Clim end used for the engine torque limitation.
  • the idling correction 3 corrects the torque setpoint if necessary in order to avoid stalling the engine if the engine speed rmot is low, which is not frequently the case, the method according to the invention being implemented more particularly for high engine powers and therefore most often at high engine speeds.
  • the invention also relates to an assembly of an engine control unit and a coolant cooling system for a heat engine of a motor vehicle.
  • the cooling system is controlled by an engine control unit.
  • the engine control unit comprises means for implementing a method for limiting a temperature of liquid T ° liq coolant in a cooling system of a heat engine of a motor vehicle as previously described.
  • the invention finally relates to a motor vehicle comprising a heat engine, a cooling system of the heat engine and an engine control unit for controlling the cooling system, the cooling system and the engine control unit forming an assembly such as previously mentioned.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (8)

  1. Verfahren zum begrenzen einer temperatur von flüssigem kühlmittel (T°liq) in einem kühlsystem einer wärmekraftmaschine eines kraftfahrzeugs, um zu verhindern, dass die temperatur der aus dem motor austretenden flüssigkeit vorübergehend eine temperatur von überschreitet kochen des kühlmittels , wobei die begrenzung durch eine begrenzung des motordrehmoments (Clim fin) in abhängigkeit von einer vorbestimmten maximaltemperatur des kühlmittels (maxT°liq) am auslass des motors, einer momentanen temperatur der flüssigkeit (T°liq) bewirkt wird. kühlmittel an der motorleistung und einer fahrzeuggeschwindigkeit (Vveh), wobei berücksichtigt im motordrehmomentbegrenzung getroffen (Clim fin) mindestens ein parameter ausgewählt zwischen einer momentanleistung (Pmot) des motors, einem momentanmoment des motors oder einem momentanwärmefluss im motor, der dadurch gekennzeichnet ist, dass einerseits der mindestens eine ausgewählte parameter (Pmot) ist multipliziert nach filterung (2) mit einem korrekturkoeffizienten (Coef cor), der aus der vorgegebenen maximaltemperatur des kühlmittels (maxT°liq), der momentanen temperatur des kühlmittels (T°liq) und der geschwindigkeit des kühlmittels berechnet wird fahrzeug (Vveh) und andererseits wird ein maximalwert des mindestens einen berechnetausgewählte parameter (Pmot) in abhängigkeit von der momentanen temperatur des kühlmittels (T°liq) nach asymmetrischer filterung (4), ein minimalwert (min) zwischen den zumindest einem ausgewählten parameter korrigiert, und der maximalwert von dem wenigstens einen parameter ausgewählt (Pmot) für die berechnung eines grenzdrehmoments (Clim).
  2. Verfahren nach dem vorhergehenden anspruch, bei dem der korrekturkoeffizient (Coef cor) unter berücksichtigung eines Verlaufs der Entwicklung der temperatur des kühlmittels (T°liq) am auslass des motors in abhängigkeit von der geschwindigkeit des fahrzeugs berechnet wird (Vveh) automobil.
  3. Verfahren nach einem der vorhergehenden ansprüchen, bei dem, wenn die mindestens einem gewählten parameter (Pmot) wird eine motorleistung, das grenzmoment (Clim) ist, indem der minimalwert (min) zwischen der motorleistung berechnet korrigiert und der maximalwert der motorleistung (Pmot) ergibt eine grenzleistung (Plim) und dividiert diese durch eine momentane motordrehzahl (rmot).
  4. Verfahren gemäß dem vorhergehenden anspruch, bei dem eine kurve unterhalb der begrenzung einer verbotenen Zone (Zint) begrenzt ist, indem eine korrigierte maximale temperatur der wärmeübertragungsflüssigkeit am auslass des motors als funktion eines maximalen prozentsatzes der Leistung (% pmax) des motors angegeben wird; Die kurve ist zunächst unveränderlich, indem als maximal korrigierte temperatur e die vorgegebene maximaltemperatur (maxT°liq) unter einem wert (V% pmax) des prozentsatzes der maximalen Leistung des motors von höchstens zwischen 70 und 80% angegeben wird und lineares abnehmen über den wert (V% pmax) des prozentsatzes der maximalen motorleistung.
  5. Verfahren nach einem der vorhergehenden ansprüche, bei dem das grenzdrehmoment (Clim) durch eine korrektur der gradientenkorrektur (Gradlim) korrigiert wird, um ein durch gradient korrigiertes begrenztes Drehmoment zu erhalten.
  6. Verfahren nach dem vorhergehenden anspruch, bei dem eine Leerlaufkorrektur (3) an dem durch ein gefälle korrigierten grenzdrehmoment (Clim) als funktion der momentanen motordrehzahl (rmot) durchgeführt wird, um ein endgültiges grenzdrehmoment (Clim fin) zu ergeben, das zur begrenzung dient des motordrehmoments.
  7. Zusammenbau eines motorsteuergeräts und eines kühlmittelkühlsystems eines thermischen motors eines kraftfahrzeugs, wobei das kühlsystem von einem motorsteuergerät gesteuert wird, das dadurch gekennzeichnet ist, dass das motorsteuergerät umfasst mittel zum implementieren eines Verfahrens gemäß einem der vorhergehenden ansprüche.
  8. Kraftfahrzeug umfassend eine wärmekraftmaschine, ein wärmekraftmaschinenkühlsystem und eine motorsteuereinheit zur Steuerung des kühlsystems, dadurch gekennzeichnet, dass das kühlsystem und die motorsteuereinheit eine baugruppe gemäß dem vorhergehenden anspruch bilden.
EP18202073.5A 2017-11-22 2018-10-23 Verfahren zur temperaturbegrenzung einer wärmeübertragungsflüssigkeit in einem kühlsystem eines motors Active EP3489482B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1761053A FR3073889B1 (fr) 2017-11-22 2017-11-22 Procede de limitation de temperature de liquide caloporteur dans un systeme de refroidissement d’un moteur

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EP3489482A1 EP3489482A1 (de) 2019-05-29
EP3489482B1 true EP3489482B1 (de) 2020-07-01

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FR (1) FR3073889B1 (de)

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CN115217655B (zh) * 2022-04-18 2024-01-16 广州汽车集团股份有限公司 发动机缸盖垫片密封性能的保护方法及发动机

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US7223205B2 (en) * 2005-02-17 2007-05-29 General Motors Corporation Method for controlling engine and/or transmission temperature
EP2165904B1 (de) * 2008-09-19 2013-09-18 GM Global Technology Operations LLC Verfahren und Vorrichtung zur Steuerung der Motortemperatur für einen hybriden Antriebsstrang
US9126578B2 (en) * 2013-01-25 2015-09-08 Caterpillar Inc. Cooling-based power limiting system and method
KR102131721B1 (ko) * 2014-06-02 2020-07-08 두산인프라코어 주식회사 엔진 제어 장치 및 방법

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EP3489482A1 (de) 2019-05-29
FR3073889B1 (fr) 2019-11-08

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