WO2003056153A1 - Procede de commande de composants d'un systeme de refroidissement pouvant etre actionnes electriquement, programme informatique, appareil de commande, systeme de refroidissement et moteur a combustion interne - Google Patents

Procede de commande de composants d'un systeme de refroidissement pouvant etre actionnes electriquement, programme informatique, appareil de commande, systeme de refroidissement et moteur a combustion interne Download PDF

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Publication number
WO2003056153A1
WO2003056153A1 PCT/DE2002/003991 DE0203991W WO03056153A1 WO 2003056153 A1 WO2003056153 A1 WO 2003056153A1 DE 0203991 W DE0203991 W DE 0203991W WO 03056153 A1 WO03056153 A1 WO 03056153A1
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WO
WIPO (PCT)
Prior art keywords
components
cooling system
motor vehicle
engine
control
Prior art date
Application number
PCT/DE2002/003991
Other languages
German (de)
English (en)
Inventor
Manfred Schmitt
Peter Deuble
Karsten Mann
Oliver Kaefer
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 EP02787350A priority Critical patent/EP1461517B1/fr
Priority to DE50211859T priority patent/DE50211859D1/de
Publication of WO2003056153A1 publication Critical patent/WO2003056153A1/fr

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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
    • 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
    • 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
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/10—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers
    • F01P7/12—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers by thermostatic control
    • 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
    • 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
    • F01P2025/13—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • 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
    • 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

Definitions

  • the invention relates to a method for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle.
  • the invention further relates to a computer program for an internal combustion engine of a motor vehicle, a control device for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, a cooling system for an internal combustion engine of a motor vehicle with controllable, electrically actuated components and an internal combustion engine of a motor vehicle.
  • DE 37 01 584 C2 discloses a device for actuating a blind arranged on the radiator of a water-cooled internal combustion engine of a motor vehicle.
  • the radiator blind is connected to an electric motor via a drive shaft, making it possible to move the blind between two settings.
  • one setting completely releases the cooler and is thus an upper operating limit temperature of the coolant assigned and in the second setting, the radiator blind is completely closed, which in principle is assigned to low coolant temperatures.
  • the radiator blind is controlled depending on the coolant temperature and additionally by an expansion element that responds at high cooling water temperatures and releases a coupling so that the blind under load automatically reaches its radiator release position in order to damage the cooling system and / or at high cooling water temperatures. or to prevent the internal combustion engine.
  • a device and a method for engine cooling is known, in which a mechanical and an electric coolant pump are assigned to the engine to be cooled, the electric coolant pump being controlled by an electronic switching device.
  • the delivery rate of the electric pump is determined depending on the operating parameters of the motor to be cooled and other sizes, while the mechanical pump is designed for a basic delivery rate.
  • the cooling system according to DE 37 38 412 AI consists of two coolant paths, with a heat exchanger operated as a cooler being arranged in the first coolant path, the cooling capacity of which can be changed with the aid of a cooler blind and a fan or fan.
  • a further heat exchanger is arranged in the second coolant path or alternatively in a separate coolant circuit, the waste heat of which is used for heating purposes or for further engine cooling.
  • the second cooling circuit can be used in particular for engine cooling in that an air flap can be opened by the electronic switching device, the air flap blocking the hot air duct and opening an air duct opening outdoors.
  • the Waste heat from the engine is not released into the interior of the motor vehicle, but into the environment.
  • the electronic switching device that controls the electric pump and the other components, blinds, blowers and mixing valves receives further information such as the engine operating temperature, the engine compartment temperature, temperatures of engine parts, the ambient temperature, engine speed, driving speed and a pressure signal from the coolant fed.
  • the delivery capacity of the electric pump can be precisely adjusted to the required cooling capacity.
  • the coolant bypasses the engine cooler. This measure ensures that the engine warms up to the operating temperature as quickly as possible, since an internal combustion engine has the maximum efficiency at the optimum operating temperature.
  • the measurement of the driving speed has a particular influence on the actuation of the blind and the fan. At higher speeds, for example, it would be inappropriate to keep the blinds closed and to switch on the fan. Such inappropriate operating states can be identified and avoided with the electronic switching device.
  • a rapid achievement and precise maintenance of the coolant temperature is made possible. This keeps the motor in a temperature range with maximum efficiency.
  • the quick heating process reduces wear at low operating temperatures.
  • the electronic switchgear also excludes non-sensible operating states.
  • thermal management system can be flexibly expanded with additional components such as an electric auxiliary heater. Networking with electronically controlled air conditioning systems is possible.
  • DE 198 31 901 AI discloses a device for cooling an engine for a motor vehicle.
  • the division of the coolant flows into individual partial circuits is not achieved via thermostatic valves as active elements, but via at least one further pump operated in addition to a main water pump.
  • the main water pump is supported by using such an additional water pump.
  • the main water pump can thus be smaller Power operated or dimensioned smaller.
  • the object is achieved by a method for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, the components being controlled by a control device as a function of the current operating point of the motor vehicle in such a way that there is an optimum overall efficiency of the motor vehicle and / or the cooling system results.
  • the alignment of the control of the electrically operable components of the cooling system to the overall efficiency of the motor vehicle reduces the overall energy requirement of the motor vehicle and thus the fuel consumption. If the control of the electrically actuatable components is aligned with an optimal overall efficiency of the cooling system, this results in an energy-minimized control of the electrically actuatable components, which in turn leads to a reduction in fuel consumption of the internal combustion engine.
  • target values for controlling the components are stored in characteristic maps in a memory of the control device. These predefined target values ensure optimal control of the electrically operable components of the cooling system.
  • the map data is stored particularly advantageously as a function of at least one of the following influencing variables: vehicle speed, ambient temperature, temperature of the coolant, engine temperature, engine load or valve positions in the cooling system. Further advantageous influencing variables result from the following description of exemplary embodiments.
  • the preferred development of the method according to the invention provides that the setpoint values taken from the characteristic diagrams are used to pre-control the electrically actuable component.
  • the control quality of the control is improved by the pilot control.
  • the precontrol particularly advantageously results in a configuration for controlling the respective electrically actuable component for each operating point, which is optimized for a minimum actuating energy of the component.
  • This measure according to the invention can ensure that the electrically operable components of the cooling system are controlled in their entirety at any time with minimal actuating energy.
  • the preferred development of the method according to the invention provides that an optimal efficiency of the cooling system is achieved in that the setting of a target operating state of the cooling system is optimized for minimum actuating energy of the components.
  • the components are assigned different priorities depending on the operating point of the motor vehicle. If, according to the invention, the priorities are determined as a function of the necessary actuating energy or drive energy of the respective electrically actuatable component at the respective operating point, it is ensured in a particularly reliable manner that the setting of the desired operating state of the cooling system is achieved with minimal actuating energy of the electrically actuatable components.
  • the boundary condition can be specified that a radiator fan is only activated when a radiator mixing valve is open to the radiator by more than 80%.
  • a cooler-mixing valve is to be understood as a 3-way valve which adjusts the mixing ratio between the cooler and bypass branches.
  • a radiator blind can only be opened further if the valve opening to the bypass branch is smaller than a predeterminable value. It should be noted here that the radiator blind is always slightly open, since a completely closed radiator blind means that no heat can be dissipated via the radiator; valve intervention would be ineffective in this case.
  • a control value for a component results from a sum of a pilot control value and a controller value linked to a priority.
  • This type of control value formation ideally combines the advantages of a pilot control value (input energy-optimized pilot control values, less control effort, etc.) with the advantages of controller values linked with a priority.
  • a controller value for control is advantageously forwarded to the electrically actuatable component, which, according to the priority, leads to a minimum actuating energy with a view to the optimal overall efficiency of the entire cooling system.
  • the control values are advantageously filtered over time, so that there is only a limited need to react to sudden load changes.
  • the cooling system is advantageously given a target temperature as the target variable.
  • a further embodiment provides that the change in the setpoint temperature over time is limited, as a result of which the control quality can be improved and, likewise, there is only a limited need to react to sudden load changes.
  • the computer program has a sequence of instructions which are suitable for carrying out the method according to the invention when they are executed on a computer.
  • the sequence of commands can be stored on a computer-readable data carrier, for example on a floppy disk, a compact disk, a so-called flash memory or the like.
  • the computer program can optionally be sold together with other computer programs as a software product, for example to a manufacturer of control units for internal combustion engines.
  • the software product can be transmitted by sending a floppy disk or a CD, the content of which the control device manufacturer then transfers to the control device. It is also possible that a flash memory is sent to the control unit manufacturer, which the control unit manufacturers directly in the control unit uses. It is also possible that the software product has an electronic
  • Communication network in particular via the Internet, is transmitted to the control unit manufacturer.
  • the software product as such i.e. independent of an electronic storage medium - represents the sales product.
  • the control unit manufacturer loads the software product, e.g. from the Internet in order to then save it, for example, on a flash memory and use it in the control unit.
  • the computer program can also be sold as a separate software product that a manufacturer of control units transmits into the control unit together with other software products from other (third-party manufacturers).
  • the software product according to the invention is a module that is compatible with other modules from other manufacturers.
  • the invention is implemented by the computer program, so that this computer program represents the invention in the same way as the method for which the computer program is suitable for execution. This applies regardless of whether the computer program is stored on a storage medium or whether it is present as such - that is, independently of a storage medium.
  • the object is further achieved by a control device for controlling electrically actuatable components of a cooling system for an internal combustion engine of a motor vehicle, the components being controllable by the control device in dependence on the current operating point of the motor vehicle in such a way that an optimal overall efficiency of the motor vehicle and / or Cooling system is achieved.
  • a cooling system via an internal combustion engine of a motor vehicle with controllable, electrically actuable components, the components being controllable by a control device depending on the current operating point of the motor vehicle in such a way that an optimum overall efficiency of the motor vehicle and / or the Cooling system results.
  • an internal combustion engine of a motor vehicle in which electrically actuable components of a cooling system for the internal combustion engine can be controlled, the components being able to be controlled by a control device depending on the current operating point of the motor vehicle in such a way that an optimal overall efficiency of the motor vehicle and / or the cooling system.
  • FIG. 1 shows a first exemplary embodiment of the method according to the invention
  • Figure 2 shows a second, more concrete embodiment of the method
  • FIG. 3 shows an embodiment of the cooling system according to the invention.
  • a cooling circuit generally includes a heat source to be cooled, for example the vehicle engine, which is cooled by means of a cooling medium by free or forced convection.
  • the temperature difference over the heat source depends on the heat input and the size of the volume flow of the coolant, while the absolute temperature of the cooling medium is determined by the heat input from the heat source, the heat dissipation via coolers in circulation and the heat capacities of the materials.
  • Mechanical water pumps currently used in engine cooling systems of motor vehicles which are driven by V-belts from the crankshaft of the engine, are dimensioned so that in the most critical operating state, i.e. when driving uphill with medium speed, high load and low vehicle speed, there is no impermissible temperature difference above the engine arises.
  • the mixing ratio between a bypass line and the cooler branch is set by an expansion-controlled thermostatic valve depending on the coolant temperature. This valve is dimensioned so that it is fully open from a fixed temperature. This prevents impermissibly high coolant temperatures.
  • a controllable coolant pump is used according to the invention.
  • the thermostat is replaced by an adjustable proportional valve.
  • continuously variable cooling fans and / or cooling blinds are provided for the system.
  • the cooling system according to the invention enables the engine cooling system to be controlled or regulated as required with the aim of reducing fuel consumption and reducing emissions Comply with emission limits and also increase comfort. Critical limits of the component load are not exceeded. This is achieved through the optimization of the coolant volume flow and the load-dependent regulation of the temperature level of the engine. For example, the coolant temperature is raised in part-load operation and lowered in full-load operation. The engine power is increased due to the associated higher degree of filling.
  • the invention represents a logic integrated in the engine control, which carries out the distribution of the heat flows intelligently and as a function of priority. This is explained in more detail in the context of the description of FIGS. 1 to 3.
  • FIGS. 1 and 2 show exemplary embodiments of the method according to the invention, with FIG. 1 representing a general and FIG. 2 a special exemplary embodiment.
  • the actual or measured value acquisition is started in a step 101.
  • Values such as engine speed, engine load, cooling circuit status, vehicle speed, driver type, vehicle status, temperature at the radiator outlet, temperature at the engine inlet, temperature at the engine outlet or temperature of the engine itself are determined.
  • the cooling circuit status here means different coolant temperatures (e.g. temperature at the radiator outlet, temperature at the engine outlet, etc.) or actuator conditions (e.g. utilization of the coolant pump or radiator fan).
  • coolant temperatures at the engine outlet and at the radiator outlet are taken into account for pilot control. It is within the Invention that further temperatures or volume flows - both measured and observed - can be taken into account.
  • the vehicle state is understood to mean different vehicle state variables (e.g. vehicle speed, acceleration, load, incline, etc.). It is within the scope of the invention to modify the exemplary embodiments in such a way that future, expected variables are also taken into account. For example, an upcoming uphill or downhill ride could be taken into account by means of a navigation system. E.g. the system does not need to be cooled down as far downhill immediately before the start and the energy-intensive start-up of the coolant pump and radiator fan could be dispensed with, since a short-term reduction in the coolant temperature can be achieved simply by intervening in the radiator mixing valve.
  • vehicle state variables e.g. vehicle speed, acceleration, load, incline, etc.
  • target values are formed in step 102. These can be, for example, target values for the engine temperature, for the engine differential temperature or the so-called cooling reserve, which represents the differential temperature from the target value of the engine inlet temperature and the radiator outlet target temperature. These target values are taken from the characteristic diagrams stored in the memory of the control unit in accordance with the previously determined actual values. Following the formation of the setpoint value, the setpoint / actual deviation of the previously determined setpoint values is determined in step 103. These target / actual deviations in accordance with step 103 are used as controller input variables for determining the controller values in step 104. If necessary, the controller values are determined taking into account further parameters, for example the coolant volume flow.
  • controller preferably PI controller (proportional-integral controller) or PID controller used.
  • the controller values determined in step 104 are linked with a prioritization in a subsequent step 105. The determination of the prioritization, which takes place in steps 111 and 112, will be discussed later.
  • a pre-control value for the respective component is determined in a step 106 following step 101.
  • This can be, for example, a pilot control value for a radiator mixing valve, a coolant pump, a radiator fan or a radiator blind.
  • the pilot control values are taken from the characteristic maps stored in the memory of the control unit in analogy to the target values in accordance with certain input parameters.
  • the pilot control values after step 106 are linked in a step 107 with the prioritized controller values. This means that in addition to the pre-control values after step 106, step 107 also receives the prioritized controller values after step 105.
  • the linking of the pilot control values with prioritized controller values after step 107 can be additive or multiplicative.
  • step 107 the previously determined control signals are filtered in step 108.
  • step 109 the respective control signal for the various electrically actuable components, for example the cooler mixing valve, the coolant pump, the radiator fan or the radiator blind, is obtained.
  • step 110 which follows step 109, the components are finally controlled directly or indirectly (via output stages) by the engine control unit in accordance with the determined control signal.
  • step 111 which is likewise the one in step 101 certain actual or measured values are supplied.
  • the respective actuating energy of the respective electrically actuable component is determined in step 111 by means of an observer.
  • a prioritization is carried out in a step 112 on the basis of the previously determined actuating energy of the respective electrically actuatable component and further input variables, such as the vehicle state, in accordance with the necessary actuating energy of the various electrical components. Particular attention is paid to the water pump and the fan, since these electrically operated components represent those with the greatest energy requirements.
  • the initial value of the prioritization after step 112 flows into step 105, which has already been described above.
  • FIG. 2 shows a practical example or a practical embodiment of the exemplary embodiment of the method according to the invention for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, which is described more generally in FIG.
  • the various areas of the method corresponding to FIG. 1 are recorded on a line in the upper area of FIG.
  • the first area of the “actual values” corresponds to method step 101 according to FIG. 1.
  • the second area “feedforward control” corresponds to method step 106 according to FIG. 1.
  • the area “setpoints” corresponds to method step 102 according to FIG. 1.
  • the area “controller” corresponds to the method steps 103 and 104 according to FIG. 1.
  • the subsequent “prioritization” area corresponds to method steps 112, 105 and 107 according to FIG. 1.
  • the “filtering” area corresponds to method step 108 and the last area “control”. corresponds to method steps 109 and 110 according to FIG. 1.
  • Method step 111 according to FIG. 1 corresponds to method step 233 according to FIG. 2, which will be discussed in more detail later.
  • the method according to the invention begins with the actual or measured value acquisition.
  • the values of engine speed, engine load, cooling circuit condition, engine outlet temperature T_MA, the speed of the vehicle V_vehicle and the driver type are recorded.
  • the driver type value here a distinction is made, for example, between a sporty and a more conservative driver, can usually be taken from a transmission control system where this signal is present.
  • the target engine temperature Tmot, target is determined in a step 201 from the input variables engine speed and engine load.
  • the target engine temperature is taken from a map stored in the memory of the control unit of the motor vehicle.
  • the target value for the engine temperature Tmot, target determined in step 201 is passed to a connection point 202, at which the target / actual deviation is determined.
  • the current measured (or otherwise calculated or determined) engine temperature Tmot is subtracted from the previously determined target engine temperature Tmot in step 202 or at node 202.
  • the result of this Söulst deviation determination in step 202 is fed to a controller 203.
  • the controller can be, for example, a proportional integral controller (PI), a PID controller or a fuzzy controller.
  • a signal is fed to the controller as a further input variable, which makes a statement about the coolant volume flow.
  • This signal is determined in a step 233, which is discussed in more detail below becomes.
  • the controller value is linked to a prioritization after step 203.
  • the prioritization of the individual electrically actuable components was previously carried out in step 234, which will also be discussed later.
  • the linkage is, for example, multiplicative, as a result of which the previously determined controller value can drop to zero in extreme cases.
  • a pre-control value for a cooler mixing valve X_valve see reference numeral 302 in FIG.
  • step 205 is determined from the input variables engine load, engine speed and cooling circuit state in a step 205.
  • step 205 the determined pilot control value for the cooler mixing valve X__Ventil is fed to a node 206, to which the prioritized controller value after step 204 is also fed.
  • the link is now made, for example by adding, the pilot control and the prioritized controller value for the cooler-mixing valve.
  • step 207 The filtering can take place, for example, in that the change in the control value for the cooler mixing valve is limited by an upper limit. This avoids reacting too quickly to sudden load changes.
  • the control signal for the cooler-mixing valve 208 results as a result of the filtering after step 207, or in step 208 the cooler-mixing valve is controlled with the previously determined control signal. Steps 201 to 208 thus represent the determination of the control signal for the cooler mixing valve.
  • a setpoint for the engine differential temperature ⁇ Tmot, target is first determined from a characteristic diagram, which is stored in the memory of the control unit, from the input variables engine load and temperature at the engine output T_MA. This determined motor difference setpoint value ⁇ Tmot, should be fed to a node 210. The setpoint / actual deviation of the engine differential temperature ⁇ Tmot, setpoint is determined at this node 210 in the real, measured value of the engine difference temperature setpoint value ⁇ Tmot, setpoint supplied from step 209
  • step 210 Motor differential temperature (temperature at the motor output minus temperature at the motor input, T_MA - T_ME) is subtracted.
  • the result from step 210 is fed to a controller in step 211, which can be designed as a PI controller, for example.
  • the controller value after step 211 is fed to a link point 212, where the controller value after step 211 is linked to a prioritization.
  • This prioritization is determined in a step 213 and is based on the controller value after step 203 and the prioritization after step 234.
  • the link in step 212 is generally carried out multiplicatively.
  • the result of the link between the controller value after step 211 and the prioritization after step 213 is fed to a further link point 214.
  • the further input variable of node 214 is the pilot control value of the control variable (eg number of revolutions) of the coolant pump U_Pumpe, which is supplied by a step 215.
  • the pilot control value for the coolant pump U_Pumpe is taken from a map stored in the memory of the engine control unit.
  • the result of the link in node 214 or in step 214 is fed to a maximum value selection 216.
  • the maximum value selection 216 next to the Input signal from node 214 fed another input signal.
  • This further input signal for the maximum value selection 216 is the minimum volume flow which was extracted in step 217 from the input signals engine load and temperature at the engine output T_MA from a map in the memory of the engine control unit and which ensures a certain minimum volume flow of the coolant.
  • This maximum value selection in step 216 ensures that a certain minimum volume flow is guaranteed in accordance with the respective operating situation.
  • the result of the maximum value selection after step 216 is fed to a filter in step 218.
  • the filter in step 218, which is equivalent to step 207 the drive signal for the coolant pump is available in step 219.
  • the control signal for the radiator fan (reference number 317 in FIG. 3) is generated.
  • a pre-control value for the control of the fan U__Lstageer (for example number of revolutions or control voltage) is determined on the basis of the input variables engine load and vehicle speed V_vehicle from a map stored in the memory of the engine control unit.
  • This pilot control value for controlling the fan after step 220 is fed to a link point 221, to which a prioritized controller value is also fed after step 222.
  • the prioritization unit 222 is supplied with input values of the controller output after step 203, the output signal of the prioritization after step 234 and the output of a controller unit 227, which will be discussed further below.
  • a prioritized controller value is generated in step 222, which, together with the pilot control value for controlling the fan after step 220, links node 221 is merged.
  • the output of node 221 is fed to a filter 223, which functions analogously to the filters after steps 207 and 218.
  • the output signal of the filter 223 is the control signal 224 for the engine fan of the cooling system.
  • the prioritization step 222 was also supplied with the output signal of a controller 227, which will now be explained in the following:
  • the target value for the cooler differential temperature .DELTA.T_cooler, determined after step 225, is fed to a node 226, at which the cooler reserve is to be subtracted from the cooler differential temperature setpoint.
  • the cooling reserve is generally to be understood as the difference between the engine temperature Tmot and the temperature at the radiator outlet T_KA (in particular e.g.
  • connection point 226 is fed to the controller already mentioned in step 227.
  • a signal representing the coolant volume flow from step 233 is fed to the controller in step 227.
  • the controller after step 227 can be designed as a PI controller, for example.
  • Steps 228 to 232 represent the control signal determination for a radiator blind (reference symbol 316 in FIG. 3).
  • the controller is fed to a prioritization 228.
  • the prioritization in step 228 is supplied with the output signal of the prioritization 234, which will be discussed in more detail later.
  • the output signal of the prioritization after step 228, that is the prioritized controller value after step 227 is fed to a node 230.
  • a pre-control value for the control of the radiator blind X_Jalousie is determined from a characteristic map from the input signals engine load and vehicle speed V_vehicle in a step 229.
  • the link after step 230 can be additive.
  • the output signal of the link after step 230 is fed in step 231 to a filter analogous to steps 207, 218 and 223 in step 231.
  • the output signal of the filter after step 231 finally represents the control signal 232 for the radiator blind.
  • Step 233 represents an observer to whom, in addition to the engine load, the control signals for the cooler mixing valve 208, for the coolant pump 219, for the cooler fan 224 and for the blind 232 are supplied. Using the supplied data, the observer determines the currently prevailing coolant volume flow and makes it available as an output signal. As already described above, this output signal is fed to the controllers 203 and 227. The actuating energy required for the respective components is output as a further output variable of the observer after step 233 and transferred to the prioritization in step 234. The vehicle status is fed to the prioritization in step 234 as a further input variable. Knowing the state of the vehicle and the respective actuating energy, a for in step 234 the respective electrically operable components generate an individual priority signal and transmit them to the respective prioritizations in step 204, step 213, step 222 and 228.
  • FIG. 3 shows an embodiment of a device according to the invention.
  • a block 300 is shown as the central unit, which is intended to symbolize the engine block of an internal combustion engine.
  • a cooling medium that serves to cool the engine block 300 flows out of the engine block 300 via a line 301.
  • This cooling medium in line 301 is passed via a cooler mixing valve 302 into a line 303.
  • the coolant continues to flow from a line 303 into a cooler 304. After the cooler 304, the coolant flows through a line 305 towards the coolant pump 307.
  • the coolant pump 307 pumps the coolant back into the engine block 300 via a line 308 Part of the cooling medium from line 301 is conducted from the cooler mixing valve 302 via a line 306, the so-called bypass line, past the cooler 304 directly into line 305.
  • a temperature sensor 312 detects the engine temperature Tmot
  • a temperature sensor 313 detects the engine output temperature T_MA
  • a temperature sensor 314 detects the
  • Radiator outlet temperature T_KA and a temperature sensor 315 detect the engine inlet temperature T_ME.
  • Tmot could e.g. an internal coolant or component temperature or the engine outlet temperature.
  • radiator blind 316 serves to isolate the radiator 304 from the cooling wind in certain operating situations, whereas the radiator fan 317 leads to increased cooling of the cooling medium in the radiator 304.
  • control unit 318 which is generally the engine control unit of the internal combustion engine and which, in addition to controlling the cooling system, takes on further tasks, such as controlling the engine combustion.
  • the signals from the temperature sensors 312, 313, 314 and 315 are fed to the control unit 318 via the signal lines 321, 323, 324 and 326.
  • control unit 318 outputs output signals for actuating electrically operable components 302, 304, 316 and 317. Specifically, these are the control signal for controlling the cooler mixing valve 302 via the signal line 319, the signal line 320 for controlling the radiator blind 316, the signal line 322 for controlling the cooler fan 317 and the signal line 325 for controlling the coolant pump 307.
  • control unit 318 there is a memory element, not shown in FIG. 3, in which the characteristic diagrams shown in FIG. 2 are stored.
  • the other functions shown in FIG. 2, such as controller, prioritization, observer, maximum value selection and filter, are all functionally integrated in control unit 318. It is not essential to the invention whether the functions are integrated in the control device as hardware, that is to say via circuits, or via software.
  • Software integrated in control unit 318 which is suitable for carrying out the method according to the invention for controlling electrically actuable components of the cooling system, thus fulfills the invention in the same way as a hard-wired circuit model.
  • the desired setpoint temperature of the cooling medium or a temperature internal to the engine is regulated at any time by the method according to the invention or the cooling system according to the invention, this regulation being implemented with minimal expenditure of actuating energy.
  • setpoints are predefined in accordance with the cooling circuit states for the overall energy-optimal state of the vehicle.
  • the pilot control indicators of the controller structure are marked so that for each operating point there is a configuration of the actuators that is as close as possible to the energetic optimum and with which the target values are achieved as far as possible. Any necessary corrections are made through controller interventions.
  • the prioritization decides whether and, if necessary, to what extent the control intervention is added to the control element as a control signal, or whether another control element is controlled instead or whether the current control deviation should not be reduced.
  • the prioritization can also decide whether a Realization of the desired cooling circuit state from the current cooling circuit state makes energy sense. However, deviations from the target specifications are only permissible for less critical operating conditions.
  • the radiator fan may only be activated when the radiator mixing valve is open to the radiator by more than 80%.
  • the radiator blind must not be opened via an opening of, for example, x%, as long as the radiator mixing valve is open to, for example, y% of the radiator.
  • radiator fan may only be switched on in certain engine speed ranges due to its high noise level.
  • the prioritization brings the control of the cooling system closer to the energetic optimum.
  • the cooling system is - if possible - with a
  • the cooling capacity to be discharged is preferably regulated by the radiator valve or the radiator mixing valve. Only when the required cooling capacity can no longer be achieved with these specifications, is a combination of the position of the radiator blind, coolant pump and radiator fan optimized for the desired energy level.
  • the invention ensures that the component load and the formation of so-called hot spots do not go beyond the permissible level.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé de commande de composants, pouvant être actionnés électriquement, d'un système de refroidissement d'un moteur à combustion interne d'un véhicule. L'invention concerne également un programme informatique destiné à un moteur à combustion interne d'un véhicule, un appareil de commande destiné à la commande de composants, pouvant être actionnés électriquement, d'un système de refroidissement d'un moteur à combustion interne d'un véhicule, un système de refroidissement destiné à un moteur à combustion interne d'un véhicule, comportant des composants commandables, pouvant être actionnés électriquement, ainsi qu'un moteur à combustion interne d'un véhicule.
PCT/DE2002/003991 2001-12-22 2002-10-23 Procede de commande de composants d'un systeme de refroidissement pouvant etre actionnes electriquement, programme informatique, appareil de commande, systeme de refroidissement et moteur a combustion interne WO2003056153A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP02787350A EP1461517B1 (fr) 2001-12-22 2002-10-23 Procede de commande de composants d'un systeme de refroidissement pouvant etre actionnes electriquement, programme informatique, appareil de commande, systeme de refroidissement et moteur a combustion interne
DE50211859T DE50211859D1 (de) 2001-12-22 2002-10-23 Verfahren zur ansteuerung von elektrisch betätigbaren komponenten eines kühlsystems, computerprogramm, steuergerät, kühlsystem und brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10163943.0 2001-12-22
DE2001163943 DE10163943A1 (de) 2001-12-22 2001-12-22 Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems, Computerprogramm, Steuergerät, Kühlsystem und Brennkraftmaschine

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WO2003056153A1 true WO2003056153A1 (fr) 2003-07-10

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EP2840239A3 (fr) * 2013-08-22 2015-04-15 Robert Bosch Gmbh Installation de filtre de refroidissement de fluide à vitesse variable
EP2944786A1 (fr) * 2014-05-17 2015-11-18 MAN Truck & Bus AG Procédé de commande ou de réglage pour un véhicule automobile
GB2529162A (en) * 2014-08-11 2016-02-17 Jaguar Land Rover Ltd A system for use in a vehicle
DE102014015638A1 (de) 2014-10-22 2016-04-28 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steuern einer Kühlmittelpumpe und/oder eines Stellventils eines Kühlsystems für eine ...

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DE10337412A1 (de) * 2003-08-14 2005-03-10 Daimler Chrysler Ag Verfahren zur Ansteuerung eines Thermostaten
DE10348130A1 (de) 2003-10-16 2005-05-12 Daimler Chrysler Ag Kühlanlage für einen Verbrennungsmotor eines Kraftfahrzeugs
DE10351148A1 (de) * 2003-11-03 2005-06-02 Bayerische Motoren Werke Ag Kühlanlage für einen Verbrennungsmotor eines Fahrzeugs mit einer abschaltbaren Wasserpumpe
FR2866604B1 (fr) * 2004-02-19 2007-06-01 Plastic Omnium Cie Dispositif d'amenee d'air de refroidissement pour vehicule, procede d'asservissement d'un dispositif d'obturation d'une entree d'air et calculateur mettant en oeuvre le procede
JP2008517195A (ja) * 2004-10-15 2008-05-22 ベール ゲーエムベーハー ウント コー カーゲー 自動車用ファンシステム
DE102005045499B4 (de) * 2005-09-23 2011-06-30 Audi Ag, 85057 Kühlmittelkreislauf für einen Verbrennungsmotor und Verfahren zur Regelung eines Kühlmittelstroms durch einen Kühlmittelkreislauf
DE102005062294A1 (de) * 2005-12-24 2007-06-28 Dr.Ing.H.C. F. Porsche Ag Verfahren zur Kühlung einer Brennkraftmaschine
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DE102011006350A1 (de) * 2011-03-29 2012-10-04 Behr Gmbh & Co. Kg Lüftungsvorrichtung für ein Kühlmodul insbesondere in einem Fahrzeug, Verfahren zum Betreiben einer Lüftungsvorrichtung und Kühlsystem insbesondere für ein Fahrzeug
DE102013205331A1 (de) * 2013-03-26 2014-10-02 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zum Betreiben eines Motorlüfters
CN114576148B (zh) * 2020-11-30 2024-01-30 华为技术有限公司 液冷系统、应用在液冷系统的控制方法、控制装置及车辆
DE102021112242A1 (de) * 2021-05-11 2022-11-17 Volkswagen Aktiengesellschaft Verfahren zum elektrischen Laden einer Antriebsbatterie, Computerprogrammprodukt und Speichermittel

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Publication number Priority date Publication date Assignee Title
EP2840239A3 (fr) * 2013-08-22 2015-04-15 Robert Bosch Gmbh Installation de filtre de refroidissement de fluide à vitesse variable
EP2944786A1 (fr) * 2014-05-17 2015-11-18 MAN Truck & Bus AG Procédé de commande ou de réglage pour un véhicule automobile
GB2529162A (en) * 2014-08-11 2016-02-17 Jaguar Land Rover Ltd A system for use in a vehicle
GB2529162B (en) * 2014-08-11 2017-11-08 Jaguar Land Rover Ltd A vehicle arrangement
DE102014015638A1 (de) 2014-10-22 2016-04-28 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steuern einer Kühlmittelpumpe und/oder eines Stellventils eines Kühlsystems für eine ...
US10012131B2 (en) 2014-10-22 2018-07-03 GM Global Technology Operations LLC Controlling a coolant pump and/or control valve of a cooling system for an internal combustion engine of a motor vehicle

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DE50211859D1 (de) 2008-04-17
EP1461517B1 (fr) 2008-03-05
DE10163943A1 (de) 2003-07-03
EP1461517A1 (fr) 2004-09-29

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