Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
  • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
  • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P7/00—Controlling of coolant flow
  • F01P7/02—Controlling of coolant flow the coolant being cooling-air
  • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
  • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P7/00—Controlling of coolant flow
  • F01P7/14—Controlling of coolant flow the coolant being liquid
  • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
  • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P3/00—Liquid cooling
  • F01P3/02—Arrangements for cooling cylinders or cylinder heads
  • F01P2003/027—Cooling cylinders and cylinder heads in parallel
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P7/00—Controlling of coolant flow
  • F01P7/14—Controlling of coolant flow the coolant being liquid
  • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2023/00—Signal processing; Details thereof
  • F01P2023/08—Microprocessor; Microcomputer
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2025/00—Measuring
  • F01P2025/08—Temperature
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
  • F02D2200/1002—Output torque
  • F02D2200/1004—Estimation of the output torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
  • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
  • F02D2200/702—Road conditions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
  • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
  • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
  • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

• the invention relates to a method for regulating the cooling water temperature of a motor vehicle with an internal combustion engine according to the preamble of the main claim.
• the method according to the invention with the characterizing features of the main claim has the advantage over the fact that the cooling water temperature is controlled as a function of signals from at least one further sensor and / or at least one further 'vehicle control unit.
• the individual operating states of the internal combustion engine can be optimized in each individual phase, so that not only is there a reduction in fuel consumption, but pollutants are also reduced in the exhaust gas.
• a knock sensor is provided as a further sensor, which detects the tendency of the internal combustion engine to knock and emits these signals to the control unit for the cooling water temperature. Since the knock tendency inter alia also depends on the temperature of the cooling water or the cylinder head temperature, the tendency of the engine to knock can also be reduced, for example, by reducing the cooling water temperature.
• the different operating modes enable different temperature levels, which the control unit can take into account advantageously when forming the setpoint. For example, double injection leads to a reduced tendency to knock. Depending on the design of the cooling system, this may increase the temperature setpoint for the cooling water during the double injection become. Accordingly, a higher temperature level is conceivable in shift operation, which may improve the flammability.
• the operating mode can also be influenced depending on the cooling capacity currently available or depending on the current temperature level. For example, it is foreseeable to drive at a higher engine temperature in a larger engine operating range in the most economical shift operation.
• the target temperature for the cooling water is determined as a function of the efficiency of the ignition angle.
• a further parameter can thus be used to optimize the fuel consumption or the exhaust gas.
• An assessment of the driver type takes place in modern transmission or engine management control units. Depending on the dynamics of the accelerator pedal movement and / or the brake application, the driver is classified as being more sporty or more economical. The evaluation is used, among other things, for the shift program for multi-stage automatic transmissions.
• a sporty driver type may have a lower target temperature due to the higher dynamics. Accordingly, the time constant of the temperature controller can be changed in the direction of faster temperature control.
• the target temperature should be set so that the torque loss is minimal. The same applies to the determination of the target temperature depending on the
• Exhaust gas recirculation rate boost pressure or from external devices such as a distance controller.
• the information from a navigation system is used to set the target temperature.
• the vehicle location, the vehicle destination and / or the planned or driven route can be determined.
• accurate height information (height above sea level) is also available. For example, it is conceivable to lower the setpoint temperature to a minimum value on longer pass journeys, for example downhill, with longer phases in push mode. This then increases the friction losses of the engine, which leads to a higher braking effect, which is desired in this case. Continue to be thereby reducing blue smoke emissions. Before the end of the pass is reached, the setpoint temperature can then be raised again in order to achieve more favorable conditions with lower friction losses when the increased power output of the engine is to be expected.
• control program Since no new hardware components are required for the implementation of this method, the implementation in the form of a control program appears to be particularly favorable, this control program being part of an engine control unit which is already present for controlling the engine.
• Figure 1 shows a block diagram in a schematic representation and Figure 2 shows a flow chart.
• FIG. 1 shows a block diagram of various engine components which are arranged according to the inventive method.
• An internal combustion engine 1 is first connected to a heat exchanger (cooler 6) via a cooling circuit with cooling water 5.
• a corresponding return line 5a leads from the cooler 6 back to the internal combustion engine 1.
• a valve 9 is shown schematically, with which the inflow to the cooler 6 can be controlled.
• the cooler 6 is assigned a fan motor 7, which can increase the cooling capacity of the cooler 6. Both the fan motor 7 and also the valve or valves 9 are controlled via corresponding lines by a control unit 2 so that a predetermined target temperature for the cooling water 5 is reached.
• a temperature sensor 3 and a further sensor, for example a knock sensor 4, are connected to the inputs of the control device 2.
• the two sensors are located at suitable points in the cooling circuit on the internal combustion engine 1.
• An engine control unit or a vehicle control unit 8 is also connected to the internal combustion engine 1, which controls the fuel injection, the ignition and / or the valves or controls vehicle functions, for example.
• An output of the control unit 2 is connected to an input of the engine control unit 8 via a line 10.
• the method can be used for both gasoline and diesel engines.
• FIG. 1 only the components essential to the invention were shown in order to keep the overview. In practical implementation, however, significantly more electrical lines and hoses are required for the cooling water 5, but their representation has been omitted here.
• the control diagram in FIG. 2 is based on an internal combustion engine 1 with direct gasoline injection (BDE).
• the control unit 2 specifies a temperature setpoint t so _ ⁇ _ for the cooling water temperature, which is formed from a preferably stored map of the current engine load and the engine speed (position 21).
• a temperature setpoint t so _ ⁇ _ for the cooling water temperature which is formed from a preferably stored map of the current engine load and the engine speed (position 21).
• position 21 more parameters are stored, for example, an adaptation value Krada ⁇ ur e> - ne cylinder-specific pilot control of the Knock control. This value is a measure of the average knock tendency in a single operating area (item 22). After a conversion and normalization in position 23, a subtraction from the target value tset is carried out in position 26.
• a signal (position 24) of knock sensor 4 is subtracted from the value in position 27 after corresponding conversion in position 25. This signal indicates whether knocking has occurred during the instantaneous loading of the internal combustion engine 1 or not.
• the signal t so obtained is called ] _ ] __Kr and specifies the new setpoint for the temperature of the cooling water 5, which takes into account the signal from the knock sensor 4. This setpoint is fed to position 30 of the control loop, which results from positions 29, 30 and 32.
• Control loop the delivery rate of a water pump is now operated, for example, with a proportional controller (P controller, position 29) and the actuators, pump, fan 7 or valves 9 (position 31). These measures result in a specific cooling capacity of the circulatory system with the cooling water 5, which is supplied to or removed from the internal combustion engine 1 (position 32). In terms of energy, this results in a temperature t- j _ st , which is compared with the upcoming temperature value t soll Kr ⁇ n position 30 and corrected. The result is available in position 33 and can be displayed, for example, on a display that is not shown.
• This control diagram is preferably executed as a control program and is part of the engine control unit 8.
• the engine control unit 8 is designed, for example, for engines with gasoline injection for the injection of the fuel, for the control of the ignition and / or the control of the valves.
• the engine control unit 8 can of course use the same map and the ones stored there Process data.
• This map is preferably designed with a RAM memory, in which data can both be written in and read out.
• the engine control unit 8, for example, also specifies the operating modes for the fuel-air mixture homogeneously, homogeneously lean or stratified depending on the operating load.
• the engine control unit 8 also controls the ignition angle for the gasoline engine and also takes the associated data from the stored map.
• control unit 2 can pass the actual temperature tist to the engine control unit 8, so that this engine control unit 8 can also take the ignition angle into account, for example, taking into account the actual temperature t-j_ s t- of the internal combustion engine 1 determined.
• the engine control unit 8 can, for example, pre-control depending on the cooling capacity in the case of temperature-critical operating parameters and thus specify an early ignition angle.
• the sequence shown in FIG. 2 can be carried out individually for each cylinder.
• the adaptation values KR acja or the knock signals are available individually for each cylinder in modern engine management systems and can therefore be used directly for cylinder-specific temperature control. If, on the other hand, there is no cylinder-specific cooling water supply, then the adaptive knock value KR acja is expediently calculated from the mean value of the cylinder- specific adaptation values for each cylinder. If knocking occurs, the temperature setpoint can then be reduced.
• This optimization method advantageously takes into account the cooling capacity, the operating operating point, the knock tendency and / or the ignition angle Optimal operation for low fuel consumption and low exhaust emissions achieved.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Electrical Control Of Ignition Timing (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Supercharger (AREA)
• Exhaust-Gas Circulating Devices (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

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ID=7926799

Family Applications (1)

Country Status (4)

Cited By (2)

Families Citing this family (28)

Citations (5)

• 1999
  • 1999-10-26 DE DE1999151362 patent/DE19951362A1/de not_active Withdrawn
• 2000
  • 2000-09-27 EP EP00978956A patent/EP1228294A1/de not_active Withdrawn
  • 2000-09-27 WO PCT/DE2000/003400 patent/WO2001031177A1/de not_active Application Discontinuation
  • 2000-09-27 JP JP2001533297A patent/JP2003513191A/ja active Pending

Patent Citations (5)

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