EP1387933A1 - Verfahren zum regeln der kühlmitteltemperatur einer brennkraftmaschine - Google Patents
Verfahren zum regeln der kühlmitteltemperatur einer brennkraftmaschineInfo
- Publication number
- EP1387933A1 EP1387933A1 EP02742709A EP02742709A EP1387933A1 EP 1387933 A1 EP1387933 A1 EP 1387933A1 EP 02742709 A EP02742709 A EP 02742709A EP 02742709 A EP02742709 A EP 02742709A EP 1387933 A1 EP1387933 A1 EP 1387933A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coolant
- internal combustion
- combustion engine
- coolant temperature
- bypass valve
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
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
- 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
- F01P7/14—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
- 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
-
- 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
- F01P2025/30—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
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1431—Controller structures or design the system including an input-output delay
Definitions
- the present invention relates to a method for regulating the coolant temperature in an internal combustion engine coolant circuit with an electrically driven coolant pump and an electrically controllable bypass valve which guides a variable part of the coolant flow through a bypass line containing a cooler.
- an electrically controlled bypass valve and an electrically driven coolant pump are used instead of a conventional thermostatic valve and a conventional coolant pump mechanically driven by the internal combustion engine.
- the speed of the coolant pump and the position of the bypass valve are regulated as a function of the coolant temperature at the output of the internal combustion engine and of the difference between the coolant temperatures at the output and input of the internal combustion engine.
- the speed of the coolant pump can be minimized in order to keep the energy consumption of the coolant pump low. Due to the resulting low flow rate of the coolant, however, the system has relatively long idle times. This is particularly serious when the bypass valve is arranged near the outlet of the internal combustion engine. Very long delay times then occur until after a change in the position of the bypass valve the coolant is available at the inlet of the internal combustion engine (for example for cooling the internal combustion engine). This can lead to the fact that in the event of short load jumps, such as occur, for example, when an associated motor vehicle is being overhung, the coolant does not start until The engine arrives when the overtaking process has already ended.
- the present invention is based on the object of developing a method for regulating the coolant temperature of the type described above in such a way that the dead times of the system are taken into account and, if possible, reduced.
- the speed of the coolant pump is increased briefly in the event of abrupt changes in the desired value for the coolant temperature.
- the control for the speed of the coolant pump preferably contains a pilot control in the form of a PD element.
- the coolant is increased accordingly so that it is available more quickly at the intake of the internal combustion engine.
- the brief increase in the pump speed only causes a minor additional energy consumption.
- a Smith controller is used to regulate the position of the valve.
- the Smith controller uses an observer in the form of a model for the cooling circuit and the heat emission of the internal combustion engine Estimates dead time of the system continuously to generate estimated coolant temperature values of an imaginary system without dead time, which are used to regulate the valve position.
- Smith controllers are known per se, cf. e.g. "Matlab” and
- the Smith controller has the advantage over conventional controllers that it can also take long idle times into account in order to cause large stationary errors in the control avoid.
- the dead time of the system is expediently estimated as a function of the coolant flow and the heat output of the internal combustion engine, it being possible for the heat output to be estimated as a function of the speed and the degree of filling of the internal combustion engine.
- FIG. 1 shows a schematic circuit diagram of a coolant circuit
- FIG. 2 shows a block diagram of a control system for controlling the coolant temperature
- Fig. 3 is a block diagram of a controller used in the control system of Fig. 2;
- FIGS. 4, 5 diagrams in which the coolant temperature is plotted over time.
- the coolant circuit 1 shows the coolant circuit 1 of an internal combustion engine 2 in a highly schematic representation.
- the coolant circuit 1 contains a coolant pump 3 and a bypass valve 4.
- the coolant pump 3 is an electrically driven one
- the bypass valve 4 which conducts the coolant flow coming from the internal combustion engine 2, depending on its position, through a cooler 5 or past the cooler 5 to the coolant pump 3, is a directional control valve, the position of which is electrically controllable, with a depending on the position of the bypass valve 4 more or less large proportion of the coolant flow is passed through the cooler 5.
- temperature sensors 6, 7 and 8 with which the coolant temperature at the outlet and outlet of the internal combustion engine 2 and at the outlet of the cooler 5 can be detected.
- a separate temperature sensor is not required to detect the coolant temperature at the outlet of the internal combustion engine 2, since this temperature can also be calculated or estimated using other operating parameters.
- the temperature sensor 8 at the outlet of the cooler 5 is also not absolutely necessary, while sensors for detecting further operating parameters such as, for example, for detecting the speed of the internal combustion engine are not shown.
- control signals CMF and COC are regulated as a function of the coolant temperature at the outlet of the internal combustion engine and the difference between the coolant temperatures at the outlet and outlet of the internal combustion engine.
- the control system shown in FIGS. 2 and 3 is used to generate the control signals CMF and COC, reference being made to the list attached as an appendix with regard to the abbreviations used in these figures.
- the control system shown in FIG. 2 has a setpoint specification 9, which is based on characteristic maps as a function of input signals N_32 (speed of the internal combustion engine), TQI
- TCO_OUT_MES actual value of the coolant temperature at the internal combustion engine outlet
- setpoint signals TCO_OUT_SET setpoint of the coolant temperature at the outlet
- TCO_DELTA_SET setpoint of the difference between the coolant temperatures at the outlet and outlet
- the controller 10 which is shown in more detail in FIG. 3, contains a control element 13 in the form of a PID element which, depending on the actual and setpoint signals TCO_OUT_MES, TCO_INP_MES and TCO_DELTA_SET, generates the output signal CMF_CTR from which the pump control signal CMF is generated is formed.
- the controller 10 also contains a control element 14 in the form of a PI or PID element, which, depending on corresponding input signals, generates the output signal COC_CTR, from which the valve actuation signal COC is formed.
- the error input signal of the control element 14 is, however, not formed with the actually measured actual values of the coolant temperature at the outlet (TCO_OUT), but with estimated actual value signals TCO_OUT_PRED and CO_OUT_PRED_WO, which are linked to one another in a element 18.
- the control element 14 actually forms part of a Smith controller, as will be explained in more detail below.
- Smith controllers are known. They are used to take long system idle times into account when regulating.
- the dead times are caused on the one hand by the duration of the coolant flow in the lines and on the other hand by the duration of the heat transfer between the internal combustion engine 2 and the coolant.
- FIG. 2 is a block diagram.
- the observer 15 continuously estimates the dead time of the system. As mentioned, the dead time is made up of a first portion, which comes from the flow of the coolant through the lines, and a second portion, which comes from the heat emission of the internal combustion engine. The first portion is estimated as a function of the pump control signal CMF, which is a measure of the coolant flow. The second portion is estimated depending on the heat output from the internal combustion engine. The heat emission depends on the speed and the degree of filling of the internal combustion engine.
- the observer 15 estimates these variables as a function of the input signals N_32 (speed), TQI (torque), TIA (temperature of the air in the intake tract) and TEG-DYN (exhaust gas temperature).
- the observer 15 provides a model for the
- Cooling cycle and the heat output of the internal combustion engine with which a system can be simulated without the estimated dead time.
- the output signals TCO_OUT_PRED and CO_OUT_PRED_WO are generated, which are estimated actual value signals for the coolant temperature
- control element 14 and the observer 15 thus together form a Smith controller, the control element 14 generating the control signal COC for the bypass valve, taking into account the dead time of the system.
- the control system of FIG. 2 also contains means for reducing the dead time in the event of a short load step, such as takes place during an overtaking process. If a corresponding load jump occurs, the setpoint for the coolant temperature at the outlet of the internal combustion engine
- TCO_OUT_SET suddenly reduced, for example from 110 ° to 80 °, in order to increase the delivery rate of the internal combustion engine, ie to achieve a better cylinder fill and thus a higher torque.
- the observer 15 detects such a rapid change in the desired value of the coolant temperature and signals this to a precontrol 16 by means of an output signal TCU_OUT_DOT.
- the precontrol 16 is also supplied with a operating state signal TEM_STATE by a block 17, the operating state of the internal combustion engine, e.g. signals the warm-up phase and the like.
- the pilot control 16, to which additional input signals (not shown) are supplied, is designed as a PD element which, depending on the corresponding input signals, generates pilot control signals CMF_PRECTR for the control signal CMF of the pump and COC_PRECTR for the control signal COC of the bypass valve.
- the D component of the PD element ensures a corresponding advance which, due to the combination of the signal CMF_PRECTR via the adder 11 with the controller output signal CMF_CTR, ensures a short-term increase in the speed of the coolant pump.
- FIG. 4 shows a diagram for a control without the pilot control 16, in which the setpoint for the coolant temperature is reduced by e.g. 110 ° to 80 ° results in a dead time of 9 seconds until the measured coolant temperature has reached the value of 80 °.
- Fig. 5 shows a corresponding diagram for a control with the feedforward control 16. The short-term increase in the pump speed reduces the dead time to 1.5 seconds.
- the pilot control 16 can also generate a pilot control signal COC_PRECTR which is superimposed on the regulator signal COC_CTR for the bypass valve in the adder 12.
- the pilot control signal COC_PRECTR can, however, also be made zero. List of abbreviations used in Figs. 2 and 3
- TCO coolant temperature
- TCO_DELTA (TCO DUT) - (TCO_INP)
- TEM_STATE operating status signal
- CMF control signal for coolant pump
- N_32 speed of the internal combustion engine
- TQI torque of the internal combustion engine
- TIA air temperature in the intake tract
- TEG_DYN exhaust gas temperature
Landscapes
- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10123444 | 2001-05-14 | ||
DE10123444A DE10123444B4 (de) | 2001-05-14 | 2001-05-14 | Regelanlage zum Regeln der Kühlmitteltemperatur einer Brennkraftmaschine |
PCT/DE2002/001574 WO2002092975A1 (de) | 2001-05-14 | 2002-04-30 | Verfahren zum regeln der kühlmitteltemperatur einer brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1387933A1 true EP1387933A1 (de) | 2004-02-11 |
EP1387933B1 EP1387933B1 (de) | 2007-01-24 |
Family
ID=7684757
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02742709A Expired - Fee Related EP1387933B1 (de) | 2001-05-14 | 2002-04-30 | Verfahren zum regeln der kühlmitteltemperatur einer brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
US (1) | US6904875B2 (de) |
EP (1) | EP1387933B1 (de) |
DE (2) | DE10123444B4 (de) |
WO (1) | WO2002092975A1 (de) |
Families Citing this family (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10206297A1 (de) * | 2002-02-15 | 2003-09-04 | Bosch Gmbh Robert | Verfahren zum Betreiben einer Brennkraftmaschine |
ITTO20020852A1 (it) * | 2002-10-02 | 2004-04-03 | Mark Iv Systemes Moteurs Sa | Sistema di controllo per un impianto di raffreddamento del motore di |
DE10337412A1 (de) * | 2003-08-14 | 2005-03-10 | Daimler Chrysler Ag | Verfahren zur Ansteuerung eines Thermostaten |
JP2006077680A (ja) * | 2004-09-09 | 2006-03-23 | Toyota Motor Corp | 内燃機関の可変動弁装置 |
DE102005045499B4 (de) * | 2005-09-23 | 2011-06-30 | Audi Ag, 85057 | Kühlmittelkreislauf für einen Verbrennungsmotor und Verfahren zur Regelung eines Kühlmittelstroms durch einen Kühlmittelkreislauf |
FR2896271B1 (fr) * | 2006-01-19 | 2012-08-17 | Renault Sas | Procede et dispositif de regulation de la temperature d'un moteur a combustion interne |
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 |
US7660660B2 (en) * | 2007-02-09 | 2010-02-09 | Toyota Motor Engineering & Manufacturing North America, Inc. | Systems and methods for regulation of engine variables |
US8430068B2 (en) * | 2007-05-31 | 2013-04-30 | James Wallace Harris | Cooling system having inlet control and outlet regulation |
US9437884B2 (en) * | 2008-05-13 | 2016-09-06 | GM Global Technology Operations LLC | Self-tuning thermal control of an automotive fuel cell propulsion system |
US8171895B2 (en) * | 2008-12-22 | 2012-05-08 | Caterpillar Inc. | Coolant flow control system and method |
US8215381B2 (en) * | 2009-04-10 | 2012-07-10 | Ford Global Technologies, Llc | Method for controlling heat exchanger fluid flow |
JP5251844B2 (ja) * | 2009-11-24 | 2013-07-31 | トヨタ自動車株式会社 | 冷却装置の異常判定装置および冷却装置の異常判定方法 |
DE102009056783B4 (de) * | 2009-12-03 | 2014-01-02 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Ermitteln eines vereinfachtmodellierten Kühlmitteltemperaturwertes für einen Kühlkreislauf einer Brennkraftmaschine |
DE102011078282A1 (de) * | 2011-06-29 | 2013-01-03 | Ford Global Technologies, Llc | Verfahren zur Steuerung einer Turboladeranordnung eines Verbrennungsmotors sowie Steuerungseinrichtung |
US9416720B2 (en) | 2011-12-01 | 2016-08-16 | Paccar Inc | Systems and methods for controlling a variable speed water pump |
EP2743473B1 (de) * | 2012-12-11 | 2016-07-13 | V2 Plug-in Hybrid Vehicle Partnership Handelsbolag | Durchlaufen von PHEV in EV-Modus unter kalten Bedingungen |
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 ... |
US9719406B2 (en) | 2015-01-09 | 2017-08-01 | GM Global Technology Operations LLC | Engine out coolant temperature correction |
US9611781B2 (en) | 2015-01-09 | 2017-04-04 | GM Global Technology Operations LLC | System and method of thermal management for an engine |
JP6306529B2 (ja) * | 2015-03-06 | 2018-04-04 | 日立オートモティブシステムズ株式会社 | 車両用内燃機関の冷却装置及び制御方法 |
KR101755489B1 (ko) * | 2016-02-26 | 2017-07-27 | 현대자동차 주식회사 | 엔진 순환 냉각수의 제어방법 및 제어시스템 |
US10677545B2 (en) * | 2016-10-12 | 2020-06-09 | Ford Global Technologies, Llc | Method of flowing coolant through exhaust heat recovery system after engine shutoff |
JP6992479B2 (ja) * | 2017-12-15 | 2022-01-13 | トヨタ自動車株式会社 | 冷却装置の異常診断装置 |
KR102586933B1 (ko) * | 2018-07-12 | 2023-10-10 | 현대자동차주식회사 | 연료소모최소화 방식 가변 저압연료펌프 제어 방법 및 연료 공급 시스템 |
US11891944B2 (en) * | 2020-03-24 | 2024-02-06 | Cummins Inc. | Systems and methods for engine coolant temperature control |
Family Cites Families (9)
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---|---|---|---|---|
US5390632A (en) * | 1992-02-19 | 1995-02-21 | Honda Giken Kogyo Kabushiki Kaisha | Engine cooling system |
DE19508104C2 (de) * | 1995-03-08 | 2000-05-25 | Volkswagen Ag | Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors |
DE19519377A1 (de) * | 1995-05-26 | 1996-11-28 | Bayerische Motoren Werke Ag | Kühlanlage mit elektrisch regelbarem Stellglied |
DE19519378B4 (de) * | 1995-05-26 | 2011-06-30 | Bayerische Motoren Werke Aktiengesellschaft, 80809 | Kühlanlage mit elektrisch regelbarem Stellglied |
FR2749613B1 (fr) * | 1996-06-11 | 1998-07-31 | Renault | Systeme de regulation de la richesse dans un moteur a combustion interne |
US6178928B1 (en) * | 1998-06-17 | 2001-01-30 | Siemens Canada Limited | Internal combustion engine total cooling control system |
US6055947A (en) * | 1999-01-14 | 2000-05-02 | Tosok Corporation | Engine cooling water control system |
DE19939138A1 (de) * | 1999-08-18 | 2001-02-22 | Bosch Gmbh Robert | Verfahren zur Temperaturregelung des Kühlmittels eines Verbrennungsmotors mittels einer elektrisch betriebenen Kühlmittelpumpe |
FR2808305B1 (fr) * | 2000-04-27 | 2002-11-15 | Valeo Thermique Moteur Sa | Procede et dispositif de refroidissement d'un moteur thermique de vehicule |
-
2001
- 2001-05-14 DE DE10123444A patent/DE10123444B4/de not_active Expired - Fee Related
-
2002
- 2002-04-30 WO PCT/DE2002/001574 patent/WO2002092975A1/de active IP Right Grant
- 2002-04-30 US US10/477,426 patent/US6904875B2/en not_active Expired - Fee Related
- 2002-04-30 DE DE50209350T patent/DE50209350D1/de not_active Expired - Lifetime
- 2002-04-30 EP EP02742709A patent/EP1387933B1/de not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO02092975A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20040144340A1 (en) | 2004-07-29 |
DE10123444A1 (de) | 2002-11-28 |
DE10123444B4 (de) | 2006-11-09 |
US6904875B2 (en) | 2005-06-14 |
WO2002092975A1 (de) | 2002-11-21 |
DE50209350D1 (de) | 2007-03-15 |
EP1387933B1 (de) | 2007-01-24 |
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