WO2003027456A1 - Procede de regulation de la temperature d'un moteur - Google Patents

Procede de regulation de la temperature d'un moteur Download PDF

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Publication number
WO2003027456A1
WO2003027456A1 PCT/DE2002/002254 DE0202254W WO03027456A1 WO 2003027456 A1 WO2003027456 A1 WO 2003027456A1 DE 0202254 W DE0202254 W DE 0202254W WO 03027456 A1 WO03027456 A1 WO 03027456A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
temperature
engine
pump
cooling circuit
Prior art date
Application number
PCT/DE2002/002254
Other languages
German (de)
English (en)
Inventor
Roland Herynek
Martin Vollmer
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to DE50211623T priority Critical patent/DE50211623D1/de
Priority to JP2003530994A priority patent/JP2005504209A/ja
Priority to US10/399,301 priority patent/US20040011304A1/en
Priority to EP02747231A priority patent/EP1454039B1/fr
Publication of WO2003027456A1 publication Critical patent/WO2003027456A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • 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
    • F01P2025/04—Pressure
    • F01P2025/06—Pressure for determining flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/30—Engine incoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/46—Engine parts temperature

Definitions

  • the invention relates to a method for temperature control of an engine, in particular an internal combustion engine of a motor vehicle, according to the preamble of the main claim.
  • cooling systems are used in which a coolant flows through the cooling water spaces, which for example surround the cylinder head and engine block of the internal combustion engine. The amount of heat absorbed by the coolant is then at least partially released to the environment via a cooler or else is used for heating, for example of the vehicle interior, via an additional heat exchanger provided in the cooling system.
  • the coolant temperature can be measured by a temperature sensor in the cooling circuit is arranged and the current, present temperature of the cooling water is detected and for example forwarded to a control unit.
  • This control monitors the temperature of the coolant and compares it with a permissible maximum temperature for the coolant or for the engine through which the coolant flows, which must not be exceeded during operation.
  • EP 0 442 489 AI From EP 0 442 489 AI an apparatus and a method for cooling an internal combustion engine is known, in which a first temperature sensor detects the temperature of the coolant outlet of the cylinder head. Furthermore, the method of EP 0 442 489 AI has a further temperature sensor which is attached directly to the engine block and which serves to determine the engine oil temperature. If the engine oil temperature rises above a specified value, the coolant flow that flows through the internal combustion engine is divided into two different branches. The first branch of the coolant flow continues to flow through the cylinder head, whereas the second remaining part of the coolant flow flows through the cylinder block. The coolant volume flow through the cylinder block can be regulated according to the engine oil temperature in the cylinder block.
  • EP 0 894 953 AI discloses a cooling system for the internal combustion engine of a motor vehicle with a multiplicity of sensors which measure a corresponding number of parameters of the engine during operation.
  • the cooling system of EP 0 894 953 AI in particular, has three temperature sensors, which are mounted on the one hand in the cylinder head cooling circuit, on the other hand in the engine block cooling circuit and finally at the outlet of the cylinder head cooling circuit. These sensors each detect a temperature of the motor housing and pass the corresponding signals on to a central, electronic control unit of the cooling circuit.
  • the central control unit of the cooling system controls various components of the cooling system, such as a cooling air blower, a coolant pump or a throttle or bypass valve, based on the different sensor signals.
  • a disadvantage of the cooling system for the internal combustion engine of a motor vehicle disclosed in EP 0 894 953 AI is the fact that a large number of sensors, in particular temperature sensors, must be used to determine the engine temperature. Due to the high mechanical and thermal stress in the engine compartment of a motor vehicle, these sensors are very susceptible to malfunctions or a total failure of their function. In addition, the use of a large number of sensors means a not inconsiderable cost factor and the significant increase in the complexity of the cooling system or its control.
  • the method according to the invention for regulating the temperature of an engine has the advantage that the number of sensors used in the cooling system can be reduced to a minimum.
  • the engine temperature or the temperature of individual components of the engine can be determined in a simple manner by the coolant temperature and the volume flow of the coolant which is conducted through the engine or individual components of the engine. This makes it possible to dispense with a large number of detectors, but on the other hand, due to the constant diagnosis of the engine temperature, it is ensured that the thermally sensitive parts of the engine are not damaged.
  • the measures listed in the dependent claims allow advantageous developments and improvements of the method described in the main claim.
  • An electric pump for circulating the coolant in the cooling circuit will promote a constant volume flow in the stationary state with constant electrical voltage U, constant electrical current I and a speed N of the pump.
  • the operating point of the pump, ie the pressure build-up ⁇ p, and the volume flow ⁇ V / ⁇ t can be determined using the known pump characteristics and the known one
  • Flow resistance of the cooling circuit can be determined from knowledge of the above values (U, I, N). For example, with known control (ie constant electrical voltage U across the pump), if it always "draws" a constant electrical current I, the speed N of the pump can be used to infer the load of the pump and thus the volume flow conveyed by the pump In an analogous manner, if the pump maintains a constant speed N, the measurement of the electrical current I required by the pump can be used to infer the load of the pump and thus the volume flow of the coolant.
  • a numerical model of the cooling circuit with its individual components, in particular the motor or a thermal model of the motor, the hose guide with the associated flow resistances, the position of the valves, and further parameters describing the cooling circuit are advantageously stored in a control unit belonging to the cooling circuit .
  • the control unit therefore has a model or data that models the influence or the maximum permissible deviations of the coolant volume flow on the component temperature.
  • the method according to the invention advantageously uses a second manipulated variable or a second correction signal in order to ensure that the cooling capacity of the cooling circuit works in an optimal range for the engine.
  • This second correction signal can be generated directly from the coolant temperature.
  • the coolant temperature is detected, for example, via a temperature sensor and the change in the temperature of the coolant over time is compared with a time-dependent model for the development of the coolant temperature stored in the control unit.
  • This in the control unit A stored, time-dependent model for the coolant temperature can be, for example, a computational model of the development of the coolant temperature when the motor vehicle is cold started, or it can simulate other typical driving situations.
  • the theoretical model makes it possible to recognize whether the coolant temperature of the cooling circuit rises to the "correct extent".
  • an optimal temperature range for the engine - depending on the respective driving situation - can be stored in the control unit.
  • a second correction signal is then generated from the target coolant temperature stored in the control unit for the respective situation, or when the actual coolant temperature deviates from the specified temperature range.
  • the control or regulation of the cooling circuit by means of this second manipulated variable can be superimposed on the corresponding regulation of the volume flow , so that this second regulation can be used as an additional fuse control for the cooling circuit.
  • the delivery rate of the circulation pump can advantageously be varied in accordance with the generated correction signals. This makes it possible to vary the coolant volume flow, and thus the engine temperature, as required.
  • valves arranged in the cooling circuit and other components assigned to the cooling circuit can also be regulated according to the generated correction signals by the control unit, so that at any time one of the optimal driving situation adjusted coolant volume flow or an optimized coolant temperature in the cooling circuit.
  • the method according to the invention advantageously also allows the control unit to regulate the cooling output of the cooling circuit and in particular the coolant volume flow through the engine, taking into account further operating parameters of the vehicle.
  • An example is the optimized pollutant emissions of the engine as a function of the cooling power supplied to the engine.
  • a pollutant sensor can forward a corresponding signal to the control unit of the cooling circuit, so that the control unit carries out an optimized configuration for the active control elements of the cooling circuit in order to achieve minimal pollutant emissions due to an optimized engine temperature.
  • the control unit in a manner analogous to the temperature behavior described above, there is a model or data in the form of a map or a database which describes the influence of the coolant volume flow on the pollutant emission of the vehicle.
  • Deviations from the values of the engine parameters calculated or previously stored in the control unit can not only be diagnosed by the control unit but also actively corrected.
  • the driver can be informed about the deviations in the cooling system by corresponding delusion signals.
  • the "onboard diagnosis” also enables the detection of errors or defects in the cooling system, such as blocked valves, crushed connecting lines or defective pumps.
  • the control device regulating the active components of the cooling circuit can advantageously be an engine control device.
  • FIG. 1 shows an engine compartment of a vehicle in a simplified representation, in which there is a vehicle engine with a cooling circuit for this engine
  • Figure 2 is a block diagram for the temperature control of a vehicle engine according to an embodiment of the inventive method.
  • FIG. 1 shows a simplified, schematic illustration of an engine compartment 10 of a vehicle, in which an internal combustion engine 12 and a cooling circuit 14 for this internal combustion engine 12 are located.
  • the waste heat from the internal combustion engine 12 is preferably dissipated to the outside via the cooling circuit 14, which forms a cooling system.
  • the cooling circuit has a cooler 16 which is arranged in the cooling air flow 18 of the moving vehicle.
  • the cooling air flow 18, and thus indirectly the cooling capacity of the cooling system, can be controlled via air flaps 20 which are mounted in the body 22 of the vehicle.
  • the cooling capacity of the cooling circuit results from the present temperature of the coolant and the coolant volume flow pumped around in the cooling system.
  • At least one fan 24 is also arranged in the area of the cooler 16 and consists of a fan wheel 26 and an electric motor 28 driving this fan wheel 26.
  • the air flaps 20 or additional, further air flaps can also be arranged between the cooler 16 and the fan 24.
  • the cooling system has an electric coolant pump 34.
  • Water is preferably used as the coolant, to which appropriate protection against the cold can be added for low temperatures.
  • the coolant 30 coming from the cooler 16 is supplied to the engine 12 through the coolant pump 34 and a feed line 35.
  • a temperature sensor 38 is located in the area of a coolant inlet 36 of the engine 12 in the cooling circuit.
  • the coolant 30 flows through the engine 12 in ways not shown in FIG. 1, wherein it absorbs a certain amount of heat from the engine 12 in order to then leave it again through a coolant outlet 40.
  • the internal combustion engine 12 has a second coolant outlet 50, via which part of the heated coolant can be fed to a heat exchanger, for example for the interior of the motor vehicle.
  • the coolant outlet 40 of the engine 12 there is a further, second temperature sensor 42 which detects the temperature of the coolant 30 after it has left the engine 12.
  • the coolant 30 reaches the cooler 16 of the cooling circuit via a return line 44.
  • a valve 46 is provided in the return line 44, which enables the coolant to bypass the cooler 16 via a bypass line 48.
  • the active components of the cooling system are controlled with the aid of a control unit 52, which has a memory 54, a processing block 66 and a Comparator 68 has been set or controlled via data lines 56 in such a way that the engine 12 of the vehicle has an optimal temperature at all times during a driving cycle or temperature distribution.
  • This optimum temperature can be characterized, for example, by the lowest possible fuel consumption or the lowest possible pollutant emissions from the engine.
  • a pollutant sensor 72 is provided, which is also connected to the control unit 52 via a data line 74.
  • the method according to the invention for regulating the temperature of an engine is further explained below using a block diagram in FIG. 2.
  • the active, adjustable components of the cooling system such as the air flaps 20, the fan 24, the coolant pump 34, the bypass valve 46 and other components 60 of the cooling circuit, which are not explicitly defined in the exemplary embodiment, are connected via signal lines 56, which also enable the electrical power supply of these adjustable components connected to the control unit 52.
  • the further components 60 of the cooling circuit can be, for example, further adjustable valves or an additional coolant pump.
  • the temperature sensors 38 and 42 for determining the coolant temperature are likewise connected to the control unit 52 via corresponding data lines 58.
  • the electrical coolant pump 34 has an energy supply 62, which can be coupled to the vehicle electrical system, for example, via the control unit 52.
  • the control unit 52 detects the operating point of the coolant pump 34, that is to say the volume flow conveyed by the pump — in the exemplary embodiment in FIG. 2 — on the basis of the electrical current I from the energy supply required by the electrical pump. This signal is also fed to the control unit 52 via a data line 64.
  • the control unit 52 uses the current parameters of the cooling circuit, such as the current, detected coolant temperature or the electrical current I required by the coolant pump 34, to calculate the coolant volume flow pumped around in the cooling circuit and, from this, the engine temperature or the temperatures of various engine components.
  • a thermal model of the cooling circuit with its components such as, for example, the connection routing, the change in viscosity of the coolant, the position of the valves, the cooling capacity of the cooler 16 and the fan 24 and other parameters describing the cooling system, are stored in the memory 54 of the control unit 52.
  • the control unit 52 there is therefore information which models the influence of a specific coolant volume flow on the engine temperature or on the temperature of various components of the engine.
  • the characteristics of the coolant pump 34 are also stored in the memory 54 of the control unit 52.
  • the electric pump 34 will deliver a constant volume flow in the stationary operating state. This happens at constant electrical voltage U, constant electrical current I and a predetermined speed N of the pump.
  • the respective operating point of the pump i.e. the pressure build-up ⁇ P and the volume flow ⁇ V / ⁇ t, can thus be determined using the pump characteristics and the stored one
  • Flow resistances of the cooling circuit can be determined by the control unit from knowledge of the values of electrical voltage U, electrical current I and speed N of the pump.
  • the control unit can, for example, from the measurement of the electrical current I, which the pump draws with constant control by a constant electrical voltage U and at constant speed N, to close the volume flow delivered by the pump.
  • the required electrical current I of the coolant pump can thus be used to evaluate and diagnose the coolant volume flow conveyed by the pump 34.
  • the volume flow of the coolant thus diagnosed via the electrical current of the pump 34 is used by the control unit together with the coolant temperature determined, for example, via the temperature sensor 42, in order to calculate the current engine temperature.
  • Coolant volume flow is carried out in a comparator 68 of the control unit 52.
  • the control unit 52 generates one or more correction signals 56 via the comparator 68.
  • the correction signal is used to control or regulate the active elements of the cooling circuit, such as the coolant pump 34, the cooling air blower 24, the bypass valve 46 or also the air flaps 20.
  • the coolant pump 34 the coolant volume flow through the engine 12 can be set and the temperature of the engine or the temperatures of various engine components can be optimized with regard to fuel consumption and / or pollutant emissions.
  • control unit 52 also delivers an actuating and control signal to the bypass valve 46, which can regulate the temperature of the coolant at the coolant inlet 36 to the desired value by opening or closing the bypass line 48.
  • the temperature sensor 38 can determine the coolant temperature upstream of the coolant inlet 36 of the engine 12 and can forward this signal to the control unit 52. In this way it is possible to detect a defective component of the cooling circuit if it does not thermally follow the specifications of the control unit 52 and the thermal model stored in the control unit.
  • the change in the temperature of the coolant over time in the starting phase of the internal combustion engine can be compared with a time-dependent model of the coolant temperature for this phase stored in the control unit. If the actual temperature values deviate from the predetermined target temperature values, which can be stored, for example, in the form of a temperature range in the memory 54 of the control unit 52, the control unit 52 additionally sends a corresponding warning signal, which indicates a malfunction of the cooling circuit and thus a possible event indicates defective component.
  • control unit also has corresponding pollutant sensors 72, for example, which detect the current pollutant emission of the internal combustion engine and report it to the processing block 66 of the control unit 52 via a connection 74.
  • pollutant sensors 72 By comparing 68 with corresponding data stored in the memory 54 of the control unit, the pollutant sensors 72 thus also enable the engine temperature to be adjusted to its optimum value.
  • the method according to the invention is not limited to the exemplary embodiment described.
  • the existing engine temperature or the component temperature of the engine can also be diagnosed indirectly via other parameters of the coolant pump. If the pump always "draws" a constant electrical current I with constant control, that is, with constant electrical voltage U, then the speed N of the pump and its load, and thus the volume flow conveyed, can be deduced Volume flow and the measured coolant temperature can then be in turn a component temperature of the engine.
  • (U, N) of the coolant pump can be detected and processed by the control unit 52.
  • the measured variables (U, I, N) are currently evaluated by the control unit 52 and compared there with the computational model and the stored characteristic curves of the pump. Deviations from the data calculated or previously stored in the control unit thus enable errors in the cooling system to be identified, for example due to blocked valves, defective lines, or even a non-functional coolant pump.
  • an "onboard diagnosis" of the cooling circuit of a motor vehicle is possible in a simple and efficient manner, which in particular can also ensure compliance with certain pollutant emissions of the internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé permettant de réguler la température d'un moteur, notamment un moteur à combustion interne (12), selon lequel le moteur est relié à un radiateur (16) par l'intermédiaire d'au moins une conduite montante (35) et d'au moins une conduite de retour (44) dans un circuit de refroidissement (14). Ledit radiateur peut être contourné quant à lui par l'intermédiaire d'une conduite de dérivation (48) régulée par soupape, entre la conduite montante (35) (au moins au nombre de une) et la conduite de retour (44) (au moins au nombre de une). Le circuit de refroidissement (14) présente en outre au moins une pompe pilotable et/ou régulable, notamment une pompe électrique (34) pour faire circuler le milieu de refroidissement à travers les conduites de connexion (32) du circuit de refroidissement (14), ainsi qu'un appareil de commande (52) qui pilote et/ou régule la puissance frigorifique du circuit de refroidissement (14). Selon l'invention, il est prévu de déterminer au moins une température d'élément du moteur (12) par la température de refroidissement et le débit volumétrique du milieu de refroidissement circulant dans le moteur (12).
PCT/DE2002/002254 2001-09-08 2002-06-20 Procede de regulation de la temperature d'un moteur WO2003027456A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE50211623T DE50211623D1 (de) 2001-09-08 2002-06-20 Verfahren zur temperaturregelung eines motors
JP2003530994A JP2005504209A (ja) 2001-09-08 2002-06-20 エンジンの温度制御方法
US10/399,301 US20040011304A1 (en) 2001-09-08 2002-06-20 Method for the temperature regulation of an engine
EP02747231A EP1454039B1 (fr) 2001-09-08 2002-06-20 Procede de regulation de la temperature d'un moteur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10144275.0 2001-09-08
DE10144275A DE10144275A1 (de) 2001-09-08 2001-09-08 Verfahren zur Temperaturregelung eines Motors

Publications (1)

Publication Number Publication Date
WO2003027456A1 true WO2003027456A1 (fr) 2003-04-03

Family

ID=7698319

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2002/002254 WO2003027456A1 (fr) 2001-09-08 2002-06-20 Procede de regulation de la temperature d'un moteur

Country Status (5)

Country Link
US (1) US20040011304A1 (fr)
EP (1) EP1454039B1 (fr)
JP (1) JP2005504209A (fr)
DE (2) DE10144275A1 (fr)
WO (1) WO2003027456A1 (fr)

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DE102006009892A1 (de) * 2006-03-03 2007-09-06 Audi Ag Steuervorrichtung zum Steuern der Kühlmitteltemperatur eines Verbrennungsmotors eines Kraftfahrzeugs sowie Verbrennungsmotor mit einer solchen Steuervorrichtung
CN104364489A (zh) * 2012-06-18 2015-02-18 丰田自动车株式会社 粘度测定装置
CN104421215A (zh) * 2013-08-22 2015-03-18 罗伯特·博世有限公司 转速可变的流体冷却过滤装置

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FR2896272B1 (fr) * 2006-01-19 2012-08-17 Renault Sas Procede et dispositif de controle de la premiere ouverture d'un thermostat regulant la temperature d'un moteur a combustion interne.
DE102007000373A1 (de) * 2007-07-11 2009-01-15 Hilti Aktiengesellschaft Brennkraftbetriebenes Setzgerät
DE102008011225A1 (de) * 2008-02-26 2009-08-27 Robert Bosch Gmbh Diagnoseverfahren und Antriebssteuerung
US8215283B2 (en) * 2009-04-06 2012-07-10 Honda Motor Co., Ltd. Cooling system for variable cylinder engines
JP2011088268A (ja) * 2009-10-26 2011-05-06 Fanuc Ltd ファンモータを有する工作機械用モータ駆動装置
US9447765B2 (en) * 2011-07-11 2016-09-20 Ford Global Technologies, Llc Powertrain delta current estimation method
KR101406504B1 (ko) * 2013-05-15 2014-06-13 기아자동차주식회사 차량의 냉각수부족 진단방법 및 시스템
CN104691457A (zh) * 2013-12-09 2015-06-10 福特全球技术公司 车辆
US9523306B2 (en) * 2014-05-13 2016-12-20 International Engine Intellectual Property Company, Llc. Engine cooling fan control strategy
JP6079759B2 (ja) 2014-12-01 2017-02-15 トヨタ自動車株式会社 エンジン冷却システムの孔詰まり判定装置及び方法
US9752492B2 (en) * 2015-03-06 2017-09-05 Deere & Company Fan control system and method
AT518199B1 (de) * 2016-01-18 2017-11-15 Secop Gmbh Verfahren zur Detektion eines blockierten Ventils eines Kältemittelkompressors und ein Steuerungssystem für einen Kältemittelkompressor
US10605151B2 (en) * 2016-06-09 2020-03-31 GM Global Technology Operations LLC Electric pump operating strategy
DE102017209484B4 (de) * 2017-06-06 2022-05-12 Vitesco Technologies GmbH Kühlvorrichtung, Kraftfahrzeug und Verfahren zum Betreiben einer Kühlvorrichtung
CN111441860B (zh) * 2020-04-28 2024-04-12 潍坊力创电子科技有限公司 一种应用电子温控阀的发动机热管理系统及其实现方法
DE102020206513A1 (de) 2020-05-26 2021-12-02 Zf Friedrichshafen Ag Verfahren zum Betrieb einer Pumpenantriebseinheit
CN114542263B (zh) * 2022-03-22 2023-04-18 潍柴动力股份有限公司 一种冷却水温度调控方法及控制系统

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EP0442489A1 (fr) 1990-02-16 1991-08-21 Nippondenso Co., Ltd. Procédé de refroidissement d'un moteur à combustion interne et le dispositif de refroidissement pour cela
EP0894953A1 (fr) 1997-08-01 1999-02-03 C.R.F. Società Consortile per Azioni Système de refroidissement pour un moteur à combustion interne d'un véhicule automobile
EP0965737A2 (fr) * 1998-06-17 1999-12-22 Siemens Canada Limited Système de commande pour un refroidissement total d'un moteur à combustion interne
DE19933794A1 (de) * 1998-07-29 2000-02-03 Denso Corp Kühlvorrichtung für einen flüssigkeitsgekühlten Verbrennungsmotor

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EP0442489A1 (fr) 1990-02-16 1991-08-21 Nippondenso Co., Ltd. Procédé de refroidissement d'un moteur à combustion interne et le dispositif de refroidissement pour cela
EP0894953A1 (fr) 1997-08-01 1999-02-03 C.R.F. Società Consortile per Azioni Système de refroidissement pour un moteur à combustion interne d'un véhicule automobile
EP0965737A2 (fr) * 1998-06-17 1999-12-22 Siemens Canada Limited Système de commande pour un refroidissement total d'un moteur à combustion interne
DE19933794A1 (de) * 1998-07-29 2000-02-03 Denso Corp Kühlvorrichtung für einen flüssigkeitsgekühlten Verbrennungsmotor

Cited By (7)

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CN104364489A (zh) * 2012-06-18 2015-02-18 丰田自动车株式会社 粘度测定装置
EP2863031A4 (fr) * 2012-06-18 2015-05-06 Toyota Motor Co Ltd Dispositif de mesure de viscosité
US9752971B2 (en) 2012-06-18 2017-09-05 Toyota Jidosha Kabushiki Kaisha Viscosity measuring apparatus
CN104421215A (zh) * 2013-08-22 2015-03-18 罗伯特·博世有限公司 转速可变的流体冷却过滤装置
EP2840239A3 (fr) * 2013-08-22 2015-04-15 Robert Bosch Gmbh Installation de filtre de refroidissement de fluide à vitesse variable
EP2840239B1 (fr) 2013-08-22 2017-12-27 Robert Bosch Gmbh Installation de filtre de refroidissement de fluide à vitesse variable

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EP1454039A1 (fr) 2004-09-08
DE10144275A1 (de) 2003-03-27
US20040011304A1 (en) 2004-01-22
JP2005504209A (ja) 2005-02-10
EP1454039B1 (fr) 2008-01-23

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