EP1461516B1 - Method for controlling electrically-operated components of a cooling system, computer programme, controller, cooling system and internal combustion engine - Google Patents
Method for controlling electrically-operated components of a cooling system, computer programme, controller, cooling system and internal combustion engine Download PDFInfo
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- EP1461516B1 EP1461516B1 EP02787346A EP02787346A EP1461516B1 EP 1461516 B1 EP1461516 B1 EP 1461516B1 EP 02787346 A EP02787346 A EP 02787346A EP 02787346 A EP02787346 A EP 02787346A EP 1461516 B1 EP1461516 B1 EP 1461516B1
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- European Patent Office
- Prior art keywords
- engine
- temperature
- controller
- radiator
- control
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- 238000001816 cooling Methods 0.000 title claims abstract description 73
- 238000000034 method Methods 0.000 title claims abstract description 46
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 30
- 239000002826 coolant Substances 0.000 claims description 70
- 238000012913 prioritisation Methods 0.000 claims description 31
- 230000001419 dependent effect Effects 0.000 claims description 16
- 238000004590 computer program Methods 0.000 claims description 12
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
- F01P7/02—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/62—Load
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/64—Number of revolutions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/66—Vehicle speed
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- 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 invention relates to a method for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, wherein the components are controlled by a control unit.
- the invention further relates to a computer program for an internal combustion engine of a motor vehicle and to a control device for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, prior art
- the JP 10 008 960 A discloses a method for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, wherein the components are controlled by a control unit and wherein the control is carried out by means of a pilot control.
- a device for actuating a arranged on the radiator of a water-cooled internal combustion engine of a motor vehicle blind is known.
- the radiator shutter is connected to an electric motor via a drive shaft, which makes it possible to move the blind between two settings.
- the one setting releases the radiator completely and is thus associated with an upper operating limit temperature of the coolant and in the second setting, the radiator shutter is completely closed, which is assigned in principle to low coolant temperatures.
- the control of the radiator shutter takes place as a function of the coolant temperature and additionally by an expansion element that responds at high cooling water temperatures and releases a clutch so that the shutter under load automatically reaches its radiator release position to at high cooling water temperatures to prevent damage to the cooling system and / or the internal combustion engine.
- a device and a method for engine cooling is known in which the engine to be cooled is associated with a mechanical and an electric coolant pump, wherein the electric coolant pump is controlled by an electronic switching device.
- the capacity of the electric pump is determined depending on operating characteristics of the engine to be cooled and other sizes, while the mechanical pump is designed for a basic flow rate.
- the cooling system according to the DE 37 38 412 A1 consists of two coolant paths, wherein in the first coolant path operated as a cooler heat exchanger is arranged, the cooling capacity with the help of a radiator shutter and a fan or a fan is variable.
- the waste heat is used for heating purposes or for further engine cooling.
- the second cooling circuit can be used in particular for engine cooling, that an air damper can be opened by the electronic switching device, the air damper blocks the Schu Kunststoffkanal and releases an open air duct outdoors. In other words, the waste heat of the engine is not released into the interior of the motor vehicle, but to the environment.
- the electronic switching device controlling the electric pump and the remaining components, shutter, blowers and mixing valves receives, in addition to the coolant temperature, further information such as the engine operating temperature, engine compartment temperature, engine parts temperatures, ambient temperature, engine speed, vehicle speed, and coolant pressure signal fed.
- the device and the method for engine cooling after the DE 37 38 412 A1 will achieve a quick and precise keeping the coolant temperature allows.
- the engine is thereby kept in a temperature range with maximum efficiency.
- the fast heating process reduces wear at low operating temperatures.
- the electronic switching device also does not rule out meaningful operating conditions.
- thermal management system with its components was presented.
- the prerequisites for situation-specific temperature control are electromotive-driven, continuously variable components: a water pump, proportional control valves, an adapted radiator fan and a radiator shutter, all of which are controlled by an electronic unit integrated in an engine control unit. Decoupled from engine speed, this system controls coolant temperature and flow better than thermostatic and belt driven water pumps. Rapid adaptation to thermal changes even when the engine is switched off and permanent function monitoring avoid problems such as permanent "undercooled” running engines and unnoticed overheating at peak load.
- motors modified with thermal management can be kept at a desirable higher temperature level during idling or part-load operation. Reduced friction losses, improved combustion and thus reduced exhaust emissions, but also fuel consumption and increased heating comfort in the vehicle interior are the result.
- Such a thermal management system can be flexibly expanded with additional components such as an electric heater. Networking with electronically controlled air conditioning systems is possible.
- the DE 198 31 901 A1 discloses an apparatus for cooling an engine for a motor vehicle.
- the distribution of the coolant flows into individual subcircuits is not achieved via thermostatic valves as active elements, but via at least one further, in addition to a main water pump operated pump. By using such additional water pump, the main water pump is supported. The main water pump can thus be operated with smaller power or smaller dimensions.
- the DE 198 31 901 A1 It is also possible to have several, in terms of their performance similar pumps in the To use coolant circuit, then perceive the specially assigned cooling tasks. By way of example, it is stated that the cylinder head of the engine is cooled separately and controllably, or that individual cylinders are supplied with coolant from one pump each.
- 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 having the features of claim 1.
- controllers according to the invention deviations from desired values, ie desired optimum values, which are caused by not considered influencing variables , For example, disturbances are compensated.
- rapid operating point changes often occur, to which, despite the system with a high degree of deadtime, it is necessary to react quickly.
- the method according to the invention is a very fast and very accurate control of electrically actuated components of a cooling system for an internal combustion engine of a motor vehicle possible, which leads to a good quality control.
- the superposition of the controllers by means of a prioritization of the controller values ideally combines the advantages of a pilot control value (power-optimized pilot control values, lower controller complexity, etc.) with the advantages of controller values associated with a priority.
- a pilot control value power-optimized pilot control values, lower controller complexity, etc.
- controller values associated with a priority By prioritizing, for example, only the proportion of a controller value for driving to the electrically actuated component can be forwarded, which leads according to the priority to a minimum job energy in view of the optimal overall efficiency of the entire cooling system or even the entire motor vehicle.
- the signals of the controller interventions are modified in such a way that all control targets with better efficiency are maintained. It would be conceivable to use adaptive methods for this as well.
- An advantageous development of the method according to the invention provides that an operating point-dependent characteristic map for the respective component is provided for precontrol of each individual component.
- These pilot control maps can be so bedatet that results for each operating point of the motor vehicle, a configuration of the electrically actuated components, which is close to the energy optimum.
- an electrically actuated component which has a higher power requirement than another electrically actuated component is driven, although the control of the other electrically actuated component with a lower expenditure of energy for practically the same result for the cooling system of the internal combustion engine would lead.
- a preferred embodiment provides that a separate pilot control and a separate controller is provided for each electrically actuated component. This offers the advantage that in cases where different disturbance variables exist for the different electrically actuated components, it is possible to react individually to the respective disturbance variable in order to ensure optimum and rapid control of the electrically actuatable components in each operating situation.
- an advantageous development of the method according to the invention provides that the control of the electrically actuated components operating point-dependent Target values for at least one of the following variables are determined from operating point-dependent characteristic maps: engine temperature, cooling reserve differential temperature or engine differential temperature.
- engine temperature for example, a coolant temperature at the engine outlet or temperatures inside the engine can be used.
- the temperature difference between the coolant inlet and outlet at the engine or the temperature difference between a critical engine-internal temperature and a coolant temperature at the engine inlet or the temperature difference between two engine-internal temperatures can be defined as the engine temperature difference.
- the cooling reserve difference temperature is understood to mean a differential temperature that is associated with a cooling reserve, ie, for example, the temperature difference across an engine radiator or the temperature difference between a coolant at the radiator outlet and the engine temperature or the coolant temperature difference between radiator outlet and engine inlet. Similar to the torque reserve in an engine control is ensured by a operating point-dependent cooling capacity reserve that, for example, can react as dynamically as possible to a suddenly occurring increase in engine load.
- the specification of the aforementioned target values engine temperature, cooling reserve temperature difference or engine temperature difference leads to a fast and safe control of the electrically actuated components.
- the desired value for the cooling reserve temperature difference is taken from a map which is dependent on at least the operating state of the internal combustion engine, in particular an engine load and / or the driver type and / or a driving situation and / or a cooling circuit state. In this way, practically “manageable disturbance variables" are advantageously integrated into the control concept.
- controller amplifications are dependent on at least one coolant volume flow. This is advantageous because the transport times and time constants and thus the reaction times in the cooling circuit system change depending on the volume flow.
- a so-called gain-scheduling PID controller can be used.
- the controller gains are determined with the aid of an observer of the respective volume flows.
- a further advantageous development of the method according to the invention provides that the actuation of the electrically actuated components takes place in such a way that an operating point-dependent minimum volume flow of a coolant is ensured.
- a radiator fan and a radiator shutter are actuated by the driver as a common component. This is possible because each of these electrically operable components (radiator fan and radiator shutter) can either only increase or decrease the air mass flow.
- the computer program comprises a sequence of commands suitable for carrying out the method according to the invention when executed on a computer.
- the sequence of commands may be stored on a computer-readable medium, for example on a floppy disk, a compact disk, a so-called flash memory or the like.
- the computer program may be distributed together with other computer programs as a software product, for example to a manufacturer of engine control units.
- the transmission of the software product can be done by sending a floppy disk or a CD, the contents of the controller manufacturer then transfers to the controller.
- a flash memory is sent to the ECU manufacturer, who uses this directly in the control unit.
- the software product is transmitted via an electronic communication network, in particular via the Internet, to the ECU manufacturer.
- the software product as such - that is independent of an electronic storage medium - the sales product.
- the ECU manufacturer downloads the software product, for example, from the Internet, then store it, for example, on a flash memory and into the control unit use.
- the computer program can also be distributed as a separate software product, which a manufacturer of control devices transmits together with other software products of others (third manufacturer) into the control unit.
- the software product according to the invention represents a module which is compatible with other modules of a foreign manufacturer.
- the invention is realized by the computer program, so that this computer program represents the invention in the same way as the method which the computer program is suitable for executing. This applies regardless of whether the computer program is stored on a storage medium, or whether it as such - that is independent of a storage medium - is present.
- a cooling circuit usually includes a heat source to be cooled, e.g. the vehicle engine, which are cooled by means of a cooling medium by free or forced convection.
- the temperature difference across the heat source is dependent on the heat input and on the size of the volume flow of the coolant, while the absolute temperature of the cooling medium is determined by the heat input of the heat source, the heat dissipation via recirculating cooler and the heat capacity of the materials.
- a controllable coolant pump is used according to the invention.
- the thermostat is replaced by an adjustable proportional valve.
- infinitely variable radiator fans and / or radiator shutters are provided for the system.
- the cooling system according to the invention makes it possible to control or regulate the engine cooling system according to need, with the aim of reducing fuel consumption and reducing emissions or maintaining exhaust emission limits and, moreover, increasing comfort.
- critical limits of the component load are not exceeded. This is achieved by optimizing the coolant volume flow and the load-dependent control of the temperature level of the engine.
- the coolant temperature becomes e.g. raised in partial load operation and lowered at full load. Due to the associated higher degree of filling, the engine power is also increased.
- the invention is a logic integrated in the engine control, which intelligently and priority-dependent the distribution of heat flows by means of a pilot control and a higher-level regulation. This will be described in the description of the FIGS. 1 to 3 explained in more detail.
- the invention achieves optimum operating conditions for the internal combustion engine by providing a specific engine temperature (temperature of the coolant at the engine entrance or exit, the temperature of highly loaded engine internal components such as cylinder head temperature between the exhaust valves, temperature in the cylinder land, etc.), the coolant flow rate and its distribution be adapted to different parallel branches and the air mass flow through the radiator exactly the respective operating conditions.
- a specific engine temperature temperature of the coolant at the engine entrance or exit, the temperature of highly loaded engine internal components such as cylinder head temperature between the exhaust valves, temperature in the cylinder land, etc.
- FIGS. 1 and 2 show embodiments of the method according to the invention, wherein FIG. 1 a general and FIG. 2 represents a specific embodiment.
- FIG. 1 is started in a step 101 with the actual or measured value detection.
- values such as engine speed, engine load, cooling circuit condition, vehicle speed, driver type, vehicle condition, radiator outlet temperature, engine input temperature, engine output temperature, or engine temperature itself are determined.
- the vehicle state is understood to mean various vehicle state quantities (e.g., vehicle speed, acceleration, load, slope, etc.). It is within the scope of the invention to modify the embodiments so that future, expected sizes are taken into account. For example, an imminent uphill or downhill journey could be taken into account by means of a navigation system. If, for example, Downhill immediately before, the system needs not be cooled down so far and it could be dispensed with an energy-intensive startup of coolant pump and radiator fan, since a short-term reduction in the coolant temperature can be realized only by engaging in the radiator mixing valve.
- vehicle state quantities e.g., vehicle speed, acceleration, load, slope, etc.
- target values are formed in step 102. These may be, for example, target values for the engine temperature, for the engine difference temperature or the so-called cooling reserve, which are the differential temperature from the setpoint value of the engine inlet temperature and the radiator outlet setpoint temperature represents. These desired values are taken from the maps stored in the memory of the control unit in accordance with the previously determined actual values.
- the setpoint-actual deviation of the previously determined setpoint values is determined in step 103. These desired-actual deviations corresponding to step 103 are used as controller input quantities for the determination of the controller values in step 104.
- the controller values are optionally determined taking into account further parameters, for example the coolant volume flow.
- PI controllers proportional integral controllers
- PID controllers are preferably used as controllers.
- the controller values determined in step 104 are linked to a prioritization in a subsequent step 105. The determination of the prioritization made in steps 111 and 112 will be discussed later.
- a pre-control value for the respective component is determined in a step 106 subsequent to step 101.
- This can be, for example, a pilot value for a radiator mixing valve, a coolant pump, a radiator fan or a radiator shutter.
- the pre-control values are taken from the maps stored in the memory of the control unit analogously to the desired values in accordance with specific input parameters.
- the precontrol values after step 106 are linked to the prioritized controller values in a step 107. That is to say, step 107 also receives the prioritized controller values after step 105 in addition to the pilot control values after step 106.
- the combination of the precontrol values with prioritized controller values after step 107 can be additive or multiplicative.
- step 108 a filtering of the previously determined activation signals takes place in step 108.
- step 108 the respective activation signal for the various electrically actuable components, for example the radiator mixing valve, the coolant pump, the radiator fan or the radiator shutter, results.
- step 110 which follows step 109, the components are driven directly or indirectly (via output stages) by the engine control unit in accordance with the determined activation signal.
- the activation signal after step 109 is further supplied to a step 111, to which the actual or measured values determined in step 101 are also supplied.
- step 111 On the basis of the actual or measured values fed in from step 101 and the control signals transmitted from step 109, in step 111, by means of a Observer determines the respective job energy of the respective electrically actuated component.
- step 112 based on the previously determined point energy of the respective electrically actuatable component and other input variables, such as the vehicle state, a prioritization is made according to the necessary point energy of the various electrical components.
- a special attention is paid to the water pump and the fan, since these electrically actuated 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 in FIG. 1 More generally described 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.
- the first range of "actual values” corresponds to method step 101 according to FIG FIG. 1
- the second area “precontrol” corresponds to method step 106 FIG. 1
- the area “setpoint values” corresponds to method step 102 according to FIG FIG. 1
- the area “controller” corresponds to the method steps 103 and 104 after FIG. 1
- the subsequent "prioritization" area corresponds to method steps 112, 105 and 107 FIG.
- the area "filtering” corresponds to the method step 108 and the last area “activation” corresponds to the method steps 109 and 110 after FIG. 1
- the method step 111 after FIG. 1 corresponds to the method step 233 FIG. 2 , which will be discussed in more detail later.
- the procedure starts with the actual or measured value acquisition.
- the values engine speed, engine load, cooling circuit condition, engine output temperature T_MA, the speed of the vehicle V_Vehicle and the driver type detected are distinguished, for example between a sporting and a more conservative driver, can usually be taken from a transmission control, where this signal is present.
- the setpoint engine temperature Tmot, setpoint is determined in a step 201.
- the engine setpoint 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, is determined in step 201 is passed to a node 202, where the target-actual deviation is determined.
- the current measured (or otherwise calculated, or determined) engine temperature Tmot is to be subtracted in step 202 or at the connection point 202 from the previously determined engine setpoint temperature Tmot.
- the result of this desired-actual deviation determination in step 202 is fed to a controller 203.
- the controller may be, for example, a proportional integral controller (PI), a PID controller or a fuzzy controller.
- the controller is supplied as a further input variable, a signal that makes a statement about the coolant flow rate. This signal is determined in a step 233, which will be discussed further below.
- the result of the prioritization is fed in step 204.
- the controller value is linked to a prioritization after step 203.
- the prioritization of the individual electrically operable components was previously performed in step 234, which will also be discussed later.
- the linkage takes place, for example multiplicatively, whereby the previously determined controller value can fall in extreme cases to zero.
- step 205 Parallel to the method steps 201, 202, 203 and 204, in a step 205 from the input variables engine load, engine speed and cooling circuit state, a pilot value for a radiator mixing valve X_Ventil (see reference numeral 302 in FIG FIG. 3 ) certainly.
- the result of step 205 the predetermined precontrol value for the radiator mixing valve X_Valve, is supplied to a node 206 to which the prioritized controller value is also supplied after step 204.
- point 206 or step 206 the link is now made, for example by addition, of the pilot control and the prioritized controller value for the radiator mixing valve.
- the result of this step 206 is applied to a filtering in step 207.
- the filtering can in this case take place, for example, in that the time change of the control value for the radiator mixing valve is limited by an upper barrier. This avoids reacting too quickly to sudden load changes.
- the drive signal for the radiator mixing valve 208 results, or in step 208, the radiator mixing valve is driven with the previously determined drive signal.
- the steps 201 to 208 represent the determination of the drive signal for the radiator mixing valve.
- a desired value for the engine difference temperature ⁇ Tmot, soll is determined from a characteristic map stored in the memory of the control unit from the input variables engine load and temperature at the engine output T_MA. This particular motor difference setpoint ⁇ Tmot, soll is supplied to a node 210.
- the target actual deviation of the engine difference temperature ⁇ Tmot shall be determined in the motor differential temperature setpoint ⁇ Tmot supplied from step 209, the real, measured engine differential temperature (temperature at the engine output minus temperature at the engine input, T_MA - T_ME) is subtracted.
- the result of step 210 is fed in step 211 to a controller, which may be designed as a PI controller, for example.
- the controller value after step 211 is fed to a node 212, where the controller value after step 211 is associated with 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 linkage in step 212 is typically multiplicative.
- the result of linking the controller value after step 211 with the prioritization after step 213 is supplied to a further node 214.
- the further input variable of the connection point 214 is the pilot control value of the control variable (for example number of revolutions) of the coolant pump U_pump, which is supplied by a step 215.
- the pre-control value for the coolant pump U_Pumpe is taken from a map stored in the memory of the engine control unit based on the input variables engine load and temperature at the engine output T_MA.
- the result of the linkage in node 214 or in step 214 is fed to a maximum value selection 216.
- the maximum value selection 216 is supplied in addition to the input signal from the node 214, a further input signal.
- This further input signal for the maximum value selection 216 is the minimum volume flow taken in step 217 from the input signals engine load and temperature at the engine output T_MA from a characteristic map in the memory of the engine control unit, which ensures a certain minimum volume flow of the coolant.
- This maximum value selection in step 216 ensures that, for safety reasons, a certain minimum volume flow is ensured 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 equivalent goes to step 207, the drive signal for the coolant pump is available in step 219.
- the controller intervention 211 can practically only increase the drive signal of the pump 219.
- the pre-control 215 improves the quality of control of the engine-differential temperature controller 211.
- the drive signal for the radiator fan (reference numeral 317 in FIG. 3 ) generated.
- a pilot control value for controlling the fan U_ventilator for example, number of revolutions or drive voltage
- This pre-control value for the activation of the fan after step 220 is supplied to a node 221, to which a prioritized controller value is additionally supplied after step 222.
- the prioritization unit 222 is supplied as input variables 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 in more detail below. Based on these input variables, a prioritized controller value is generated in step 222, which together with the pilot control value for the activation of the fan after step 220, the node 221 is merged. The output of node 221 is applied to a filter 223, which functions analogous to the filters after steps 207 and 218. The output signal of the filter 223 is the cooling fan motor drive signal 224.
- the prioritization step 222 has also been supplied with the output signal of a regulator 227, which will now be explained in the following:
- the setpoint value for the radiator difference temperature ⁇ T_cooler which is determined after step 225, is supplied to a connection point 226, at which the radiator differential temperature setpoint value ⁇ T_cooler is to subtract the so-called cooling reserve becomes.
- step 227 Under the cooling reserve is generally the difference between engine temperature Tmot and temperature at the cooler output T_KA to understand (in particular, for example T_MA, should-T_KA, should or T_ME, should-T_KA, should).
- the result of this node 226 is fed to the already mentioned controller in step 227.
- the controller As a further input variable, the controller is supplied with a signal representing the coolant volume flow from step 233 in step 227.
- the controller after step 227 may be implemented as a PI controller, for example.
- Steps 228 to 232 represent the control signal determination for a radiator shutter (reference numeral 316 in FIG. 3 ).
- the output of the regulator is fed to a prioritization 228 after step 227.
- the prioritization in step 228 is supplied with the output signal of the prioritization 234, which will be discussed in detail later.
- the output signal of the prioritization after step 228, ie the prioritized controller value after step 227, is supplied to a node 230.
- a pre-control value for the control of the radiator shutter X_Jalousie is determined from a characteristic map in a step 229 from the input signals engine load and vehicle speed V_vehicle.
- the linkage after step 230 may be additive.
- the output of the link after step 230 is supplied in step 231 to a filter analogous to steps 207, 218 and 223 in step 231.
- the output of the filter after step 231 finally represents the drive signal 232 for the radiator shutter.
- Step 233 represents an observer to which, in addition to the engine load, the drive signals for the radiator mixing valve 208, for the coolant pump 219, for the radiator fan 224 and for the blind 232 are supplied as an input signal.
- the observer determines the currently prevailing coolant volume flow and makes it available as an output signal.
- This output signal is, as already described above, fed to the regulators 203 and 227.
- the prioritization in step 234 is supplied to the vehicle state. With knowledge of the vehicle condition and the respective job energy, in step 234, an electric power is set for the respective ones operable components generates an individual priority signal and communicates it to the respective prioritizations in step 204, step 213, steps 222 and 228.
- FIG. 3 shows an embodiment of a device according to the invention.
- a block 300 is shown, which should symbolize the engine block of an internal combustion engine.
- a cooling medium which serves to cool the engine block 300, flows out of the engine block 300 via a line 301.
- This cooling medium in the line 301 is passed through a radiator mixing valve 302 in a line 303.
- the cooling medium continues to flow, starting from the line 303, into a cooler 304. After the cooler 304, the cooling medium continues to flow through a line 305 in the direction of the coolant pump 307.
- the coolant pump 307 pumps the cooling medium back into the engine block 300 via a line 308 Part of the cooling medium from line 301 is passed from the radiator mixing valve 302 via a line 306, the so-called bypass line, past the radiator 304 directly into the 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
- a temperature sensor 315 detects the engine inlet temperature T_ME.
- Tmot could e.g. an engine-internal coolant or component temperature or the engine outlet temperature.
- radiator shutter 316 serves to the radiator 304 in certain operating situations foreclose the cooling airstream, whereas the radiator fan 317 leads to increased cooling of the cooling medium in the radiator 304.
- control unit 318 which is usually the engine control unit of the internal combustion engine and in addition to the control of the cooling system further tasks, such as the control of engine combustion takes over.
- the control unit 318 is supplied with the signals of the temperature sensors 312, 313, 314 and 315 via the signal lines 321, 323, 324 and 326.
- output signals for controlling the electrically actuatable components 302, 304, 316 and 317 are output by the control unit 318.
- These are in detail the control signal for controlling the radiator mixing valve 302 via the signal line 319, the signal line 320 for controlling the radiator shutter 316, the signal line 322 for controlling the radiator fan 317 and the signal line 325 for controlling the coolant pump 307.
- control unit 318 is an in FIG. 3 not shown storage element in which the in FIG. 2 maps are stored.
- the others in FIG. 2 functions shown, such as feedforward control, controller, prioritization, observer, maximum value selection and filter are all functionally integrated in the control unit 318. It is not essential to the invention whether the functions in the control unit are integrated as hardware, ie via circuits, or via software.
- the desired setpoint temperature of the cooling medium or an engine-internal temperature is adjusted at any time, wherein this adjustment is realized with minimal expenditure of space energy.
- setpoint values corresponding to the cooling circuit states are predefined for the entire energy-optimal state of the vehicle.
- the pilot control maps of the controller structure are so bedatet that results for each operating point, a configuration of the actuators, which is as close as possible to the energetic optimum and with which the setpoints are achieved as possible. Any necessary corrections are made by controller intervention.
- the prioritization decides whether and, if appropriate, to what extent the controller intervention is added to the signal of the precontrol added as a control signal to the actuator or whether instead another actuator is controlled or whether the current control deviation should not be reduced.
- the prioritization can therefore also decide whether an implementation of the desired cooling circuit state from the current cooling circuit state is energetically meaningful. However, deviations from the target specifications are only permitted for less critical operating conditions.
- the cooling system By prioritizing the control of the cooling system is approximated to the energetic optimum. As far as possible, the cooling system is operated with a minimum coolant volume flow, a switched-off radiator fan and as far as possible a closed radiator shutter.
- the dissipated cooling capacity 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 set-energy-optimal combination of the position of the radiator shutter, coolant pump and radiator fan actuated.
- the invention ensures that the component load and the formation of so-called hot spots do not exceed the permissible level.
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Abstract
Description
Die Erfindung betrifft ein Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs, wobei die Komponenten von einem Steuergerät angesteuert werden. Die Erfindung betrifft weiterhin ein Computerprogramm für eine Brennkraftmaschine eines Kraftfahrzeugs sowie ein Steuergerät zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs, Stand der TechnikThe invention relates to a method for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, wherein the components are controlled by a control unit. The invention further relates to a computer program for an internal combustion engine of a motor vehicle and to a control device for controlling electrically operable components of a cooling system for an internal combustion engine of a motor vehicle, prior art
Die
Aus der
Aus der
Entsprechend der Vorrichtung und dem Verfahren zur Motorkühlung nach der
In einer Pressemitteilung der Robert Bosch GmbH Stuttgart anlässlich der IAA 2001 wurde ein Thermomanagementsystem mit seinen Komponenten vorgestellt. Entsprechend der Pressemitteilung sind die Voraussetzungen für eine situationsgerechte Temperaturregelung elektromotorisch angetriebene, stufenlos regelbare Komponenten: eine Wasserpumpe, Proportional-Regelventile, ein angepasstes Kühlergebläse und eine Kühlerjalousie, die allesamt über eine in einem Motorsteuergerät integrierte Elektronik angesteuert werden. Entkoppelt von der Motordrehzahl regelt dieses System Kühlmitteltemperatur und Volumenstrom besser als thermostat- und riemengetriebene Wasserpumpen es vermögen. Sekundenschnelle Anpassung an thermische Veränderungen auch bei abgeschaltetem Motor und permanente Funktionsüberwachung vermeiden Probleme wie dauerhaft "unterkühlt" laufende Motoren und unbemerkte Überhitzung bei Spitzenlast. Mit dem Thermomanagement modifizierte Motoren können künftig im Leerlauf oder Teillastbetrieb auf einem erstrebenswert höheren Temperaturniveau gehalten werden. Reduzierte Reibungsverluste, verbesserte Verbrennung und somit verminderte Abgasemissionen, aber auch Verbrauchsreduzierung und Erhöhung des Heizkomforts im Fahrzeuginnenraum sind die Folge. Ein solches Thermomanagementsystem kann mit zusätzlichen Komponenten wie beispielsweise einem elektrischen Zuheizer flexibel erweitert werden. Eine Vernetzung mit elektronisch geregelten Klimaanlagen ist möglich.In a press release of the Robert Bosch GmbH Stuttgart on the occasion of the IAA 2001 a thermal management system with its components was presented. According to the press release, the prerequisites for situation-specific temperature control are electromotive-driven, continuously variable components: a water pump, proportional control valves, an adapted radiator fan and a radiator shutter, all of which are controlled by an electronic unit integrated in an engine control unit. Decoupled from engine speed, this system controls coolant temperature and flow better than thermostatic and belt driven water pumps. Rapid adaptation to thermal changes even when the engine is switched off and permanent function monitoring avoid problems such as permanent "undercooled" running engines and unnoticed overheating at peak load. In the future, motors modified with thermal management can be kept at a desirable higher temperature level during idling or part-load operation. Reduced friction losses, improved combustion and thus reduced exhaust emissions, but also fuel consumption and increased heating comfort in the vehicle interior are the result. Such a thermal management system can be flexibly expanded with additional components such as an electric heater. Networking with electronically controlled air conditioning systems is possible.
Die
Es ist die Aufgabe der vorliegenden Erfindung, die Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs gegenüber dem Stand der Technik zu verbessern.It is the object of the present invention to improve the control of electrically actuated components of a cooling system for an internal combustion engine of a motor vehicle compared to the prior art.
Die Aufgabe wird gelöst durch ein Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs mit den Merkmalen des Anspruchs 1. Durch die erfindungsgemäße Überlagerung von Reglern können Abweichungen von Sollgrößen, also von angestrebten Optimalwerten, die durch nicht berücksichtigte Einflussgrößen hervorgerufen werden, beispielsweise Störgrößen, kompensiert werden. Im realen Betrieb eines Kraftfahrzeugs treten häufig schnelle Betriebspunktwechsel auf, auf die trotz des stark totzeitbehafteten Systems schnell reagiert werden muss. Mittels des erfindungsgemäßen Verfahrens ist eine sehr schnelle und sehr exakte Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs möglich, was zu einer guten Regelgüte führt.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 having the features of
Durch die Überlagerung der Regler mittels einer Priorisierung der Reglerwerte werden in idealer Weise die Vorteile eines Vorsteuerwertes (stellenergieoptimierte Vorsteuerwerte, geringerer Regleraufwand, usw.) mit den Vorteilen von mit einer Priorität verknüpften Reglerwerten verbunden. Durch die Priorisierung kann beispielsweise nur der Anteil eines Reglerwertes zur Ansteuerung an die elektrisch betätigbare Komponente weitergeleitet werden, der entsprechend der Priorität zu einer minimalen Stellenergie mit Blick auf den optimalen Gesamtwirkungsgrad des gesamten Kühlsystems oder sogar des gesamten Kraftfahrzeugs führt. Anders ausgedrückt werden die Signale der Reglereingriffe so modifiziert, dass alle Regelziele mit einem besseren Wirkungsgrad eingehalten werden. Denkbar wäre es, dafür auch adaptive Verfahren einzusetzen.The superposition of the controllers by means of a prioritization of the controller values ideally combines the advantages of a pilot control value (power-optimized pilot control values, lower controller complexity, etc.) with the advantages of controller values associated with a priority. By prioritizing, for example, only the proportion of a controller value for driving to the electrically actuated component can be forwarded, which leads according to the priority to a minimum job energy in view of the optimal overall efficiency of the entire cooling system or even the entire motor vehicle. In other words, the signals of the controller interventions are modified in such a way that all control targets with better efficiency are maintained. It would be conceivable to use adaptive methods for this as well.
Eine vorteilhafte Weiterbildung des erfindungsgemäßen Verfahrens sieht vor, dass zur Vorsteuerung jeder einzelnen Komponente ein betriebspunktabhängiges Kennfeld für die jeweilige Komponente vorgesehen ist. Diese Vorsteuerkennfelder können so bedatet sein, dass sich für jeden Betriebspunkt des Kraftfahrzeugs eine Konfiguration der elektrisch betätigbaren Komponenten ergibt, die nahe am energetischen Optimum liegt. Somit kann in vorteilhafter Weise verhindert werden, dass eine elektrisch betätigbare Komponente, die einen höheren Stellenergiebedarf als eine andere elektrisch betätigbare Komponente aufweist, angesteuert wird, obwohl die Ansteuerung der anderen elektrisch betätigbaren Komponente mit einem geringeren Stellenergieaufwand zum praktisch gleichen Resultat für das Kühlsystem der Brennkraftmaschine führen würde.An advantageous development of the method according to the invention provides that an operating point-dependent characteristic map for the respective component is provided for precontrol of each individual component. These pilot control maps can be so bedatet that results for each operating point of the motor vehicle, a configuration of the electrically actuated components, which is close to the energy optimum. Thus, it can be advantageously prevented that an electrically actuated component, which has a higher power requirement than another electrically actuated component is driven, although the control of the other electrically actuated component with a lower expenditure of energy for practically the same result for the cooling system of the internal combustion engine would lead.
Eine bevorzugte Weiterbildung sieht vor, dass für jede elektrisch betätigbare Komponente eine separate Vorsteuerung und ein separater Regler vorgesehen ist. Dies bietet den Vorteil, dass in den Fällen, in denen unterschiedliche Störgrößen für die verschiedenen elektrisch betätigbaren Komponenten existieren, individuell auf die jeweilige Störgröße reagiert werden kann, um in jeder Betriebssituation eine optimale und schnelle Ansteuerung der elektrisch betätigbaren Komponenten zu gewährleisten.A preferred embodiment provides that a separate pilot control and a separate controller is provided for each electrically actuated component. This offers the advantage that in cases where different disturbance variables exist for the different electrically actuated components, it is possible to react individually to the respective disturbance variable in order to ensure optimum and rapid control of the electrically actuatable components in each operating situation.
Eine vorteilhafte Weiterbildung des erfindungsgemäßen Verfahrens sieht vor, dass die Ansteuerung der elektrisch betätigbaren Komponenten betriebspunktabhängige Sollgrößen für wenigstens eine der folgenden Größen aus betriebspunktabhängigen Kennfeldern bestimmt: Motortemperatur, Kühlreservedifferenztemperatur oder Motordifferenztemperatur. Als Motortemperatur kann beispielsweise eine Kühlmitteltemperatur am Motoraustritt oder Temperaturen im Inneren des Motors herangezogen werden. Als Motordifferenztemperatur kann beispielsweise die Temperaturdifferenz zwischen Kühlmittelein- und -austritt am Motor oder die Temperaturdifferenz zwischen einer kritischen, motorinternen Temperatur und einer Kühlmitteltemperatur am Motoreintritt oder die Temperaturdifferenz zweier motorinterner Temperaturen, definiert sein. Unter der Kühlreservedifferenztemperatur versteht man eine Differenztemperatur, die im Zusammenhang mit einer Kühlreserve steht, d. h. beispielsweise die Temperaturdifferenz über einem Motorkühler oder die Temperaturdifferenz zwischen einem Kühlmittel am Kühleraustritt und der Motortemperatur oder die Kühlmitteltemperaturdifferenz zwischen Kühleraustritt und Motoreintritt. Ähnlich der Momentenreserve in einer Motorsteuerung wird durch eine betriebpunktabhängige Kühlleistungsreserve sichergestellt, dass beispielsweise auf eine plötzlich eintretende Erhöhung der Motorlast möglichst dynamisch reagiert werden kann.An advantageous development of the method according to the invention provides that the control of the electrically actuated components operating point-dependent Target values for at least one of the following variables are determined from operating point-dependent characteristic maps: engine temperature, cooling reserve differential temperature or engine differential temperature. As engine temperature, for example, a coolant temperature at the engine outlet or temperatures inside the engine can be used. For example, the temperature difference between the coolant inlet and outlet at the engine or the temperature difference between a critical engine-internal temperature and a coolant temperature at the engine inlet or the temperature difference between two engine-internal temperatures can be defined as the engine temperature difference. The cooling reserve difference temperature is understood to mean a differential temperature that is associated with a cooling reserve, ie, for example, the temperature difference across an engine radiator or the temperature difference between a coolant at the radiator outlet and the engine temperature or the coolant temperature difference between radiator outlet and engine inlet. Similar to the torque reserve in an engine control is ensured by a operating point-dependent cooling capacity reserve that, for example, can react as dynamically as possible to a suddenly occurring increase in engine load.
Die Vorgabe der zuvor genannten Sollgrößen Motortemperatur, Kühlreservedifferenztemperatur oder Motordifferenztemperatur führt zu einer schnellen und sicheren Ansteuerung der elektrisch betätigbaren Komponenten. Vorteilhaft wird der Sollwert für die Kühlreservedifferenztemperatur aus einem Kennfeld entnommen, das wenigstens vom Betriebszustand der Brennkraftmaschine, insbesondere einer Motorlast und/oder vom Fahrertyp und/oder von einer Fahrsituation und/oder von einem Kühlkreislaufzustand abhängig ist. Auf diese Weise werden praktisch "beherrschbare Störgrößen" in vorteilhafter Weise in das Steuerungskonzept eingebunden.The specification of the aforementioned target values engine temperature, cooling reserve temperature difference or engine temperature difference leads to a fast and safe control of the electrically actuated components. Advantageously, the desired value for the cooling reserve temperature difference is taken from a map which is dependent on at least the operating state of the internal combustion engine, in particular an engine load and / or the driver type and / or a driving situation and / or a cooling circuit state. In this way, practically "manageable disturbance variables" are advantageously integrated into the control concept.
Eine vorteilhafte Weiterbildung der Struktur aus Vorsteuerung mit überlagertem Regler sieht vor, dass die Reglerverstärkungen wenigstens von einem Kühlmittelvolumenstrom abhängig sind. Dies ist deshalb vorteilhaft, da sich die Transportzeiten und Zeitkonstanten und damit die Reaktionszeiten im Kühlkreislaufsystem volumenstromabhängig ändern. Beispielsweise kann ein sogenannter Gain-Scheduling-PID-Regler eingesetzt werden. Vorteilhaft werden die Reglerverstärkungen mit Hilfe eines Beobachters der jeweiligen Volumenströme ermittelt.An advantageous development of the structure of precontrol with superimposed controller provides that the controller amplifications are dependent on at least one coolant volume flow. This is advantageous because the transport times and time constants and thus the reaction times in the cooling circuit system change depending on the volume flow. For example, a so-called gain-scheduling PID controller can be used. Advantageously, the controller gains are determined with the aid of an observer of the respective volume flows.
Eine weitere vorteilhafte Weiterbildung des erfindungsgemäßen Verfahrens sieht vor, dass die Ansteuerung der elektrisch betätigbaren Komponenten derart erfolgt, dass ein betriebspunktabhängiger Mindestvolumenstrom eines Kühlmittels sichergestellt ist. Durch die Berücksichtigung eines Mindestvolumenstroms wird zuverlässig eine Schädigung des Motors bzw. der Komponenten des Kühlkreislaufsystems vermieden, da eine Bildung von sogenannten Hotspots (überhitzte Stellen) vermieden wird.A further advantageous development of the method according to the invention provides that the actuation of the electrically actuated components takes place in such a way that an operating point-dependent minimum volume flow of a coolant is ensured. By taking into account a minimum volume flow damage to the engine or the components of the cooling circuit system is reliably avoided, since formation of so-called hot spots (overheated places) is avoided.
Entsprechend einer vorteilhaften Weiterbildung werden ein Kühlerlüfter und eine Kühlerjalousie von der Ansteuerung her als eine gemeinsame Komponente angesteuert. Dies ist deshalb möglich, da jede dieser elektrisch betätigbaren Komponenten (Kühlerlüfter und Kühlerjalousie) den Luftmassenstrom entweder nur erhöhen oder erniedrigen können.According to an advantageous development, a radiator fan and a radiator shutter are actuated by the driver as a common component. This is possible because each of these electrically operable components (radiator fan and radiator shutter) can either only increase or decrease the air mass flow.
Von besonderer Bedeutung ist die Realisierung des erfindungsgemäßen Verfahrens in der Form eines Computerprogramms, das für eine Brennkraftmaschine, insbesondere eines Kraftfahrzeugs vorgesehen ist. Das Computerprogramm weist eine Abfolge von Befehlen auf, die dazu geeignet sind, das erfindungsgemäße Verfahren durchzuführen, wenn sie auf einem Computer ausgeführt werden. Weiterhin kann die Abfolge von Befehlen auf einem computerlesbaren Datenträger gespeichert sein, beispielsweise auf einer Diskette, einer Compact-Disk, einem sogenanntem Flash Memory oder dergleichen.Of particular importance is the realization of the method according to the invention in the form of a computer program which is provided for an internal combustion engine, in particular of a motor vehicle. The computer program comprises a sequence of commands suitable for carrying out the method according to the invention when executed on a computer. Furthermore, the sequence of commands may be stored on a computer-readable medium, for example on a floppy disk, a compact disk, a so-called flash memory or the like.
Das Computerprogramm kann gegebenenfalls zusammen mit anderen Computerprogrammen als Softwareprodukt, beispielsweise an einen Hersteller von Steuergeräten für Brennkraftmaschinen vertrieben werden. Die Übermittlung des Softwareprodukts kann dabei durch die Übersendung einer Diskette oder einer CD erfolgen, deren Inhalt der Steuergeräte-Hersteller dann auf das Steuergerät überträgt. Ebenfalls ist es möglich, dass ein Flash Memory an den Steuergeräte-Hersteller versandt wird, den dieser direkt in das Steuergerät einsetzt. Ebenfalls ist es möglich, dass das Softwareprodukt über ein elektronisches Kommunikationsnetzwerk, insbesondere über das Internet, an den Steuergeräte-Hersteller übermittelt wird. In diesem Fall stellt das Softwareprodukt als solches - also unabhängig von einem elektronischen Speichermedium - das Vertriebsprodukt dar. Der Steuergeräte-Hersteller lädt in diesem Fall das Softwareprodukt, z.B. aus dem Internet herunter, um es danach beispielsweise auf einem Flash Memory abzuspeichern und in das Steuergerät einzusetzen.Optionally, the computer program may be distributed together with other computer programs as a software product, for example to a manufacturer of engine control units. The transmission of the software product can be done by sending a floppy disk or a CD, the contents of the controller manufacturer then transfers to the controller. It is also possible that a flash memory is sent to the ECU manufacturer, who uses this directly in the control unit. It is also possible that the software product is transmitted via an electronic communication network, in particular via the Internet, to the ECU manufacturer. In this case, the software product as such - that is independent of an electronic storage medium - the sales product. In this case, the ECU manufacturer downloads the software product, for example, from the Internet, then store it, for example, on a flash memory and into the control unit use.
Das Computerprogramm kann auch als separates Softwareprodukt vertrieben werden, das ein Hersteller von Steuergeräten zusammen mit weiteren Softwareprodukten anderer (dritter Hersteller) in das Steuergerät überträgt. In diesem Fall stellt das erfindungsgemäße Softwareprodukt ein zu anderen Modulen fremder Hersteller kompatibles Modul dar.The computer program can also be distributed as a separate software product, which a manufacturer of control devices transmits together with other software products of others (third manufacturer) into the control unit. In this case, the software product according to the invention represents a module which is compatible with other modules of a foreign manufacturer.
In allen diesen Fällen wird die Erfindung durch das Computerprogramm realisiert, so dass dieses Computerprogramm in gleicher Weise die Erfindung darstellt, wie das Verfahren, zu dessen Ausführung das Computerprogramm geeignet ist. Dies gilt dabei unabhängig davon, ob das Computerprogramm auf einem Speichermedium abgespeichert ist, oder, ob es als solches - also unabhängig von einem Speichermedium - vorhanden ist.In all these cases, the invention is realized by the computer program, so that this computer program represents the invention in the same way as the method which the computer program is suitable for executing. This applies regardless of whether the computer program is stored on a storage medium, or whether it as such - that is independent of a storage medium - is present.
Die Aufgabe wird weiterhin gelöst, durch ein Steuergerät zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems für eine Brennkraftmaschine eines Kraftfahrzeugs mit folgenden Merkmalen:
- das Steuergerät weist zur Ansteuerung der Komponenten wenigstens eine Vorsteuerung auf,
- der Vorsteuerung sind Regler überlagert,
- die Überlagerung erfolgt mittels einer Priorisierung der Reglerwerte.
- the control unit has at least one precontrol for controlling the components,
- the feedforward controls are superimposed,
- the superimposition takes place by means of a prioritization of the controller values.
Weitere Merkmale, Anwendungsmöglichkeiten und Vorteile der Erfindung ergeben sich aus der nachfolgenden Beschreibung von Ausführungsbeispielen der Erfindung, die in den Figuren dargestellt sind.Other features, applications and advantages of the invention will become apparent from the following description of embodiments of the invention, which are illustrated in the figures.
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Figur 1 zeigt ein erstes Ausführungsbeispiel des erfindungsgemäßen Verfahrens,FIG. 1 shows a first embodiment of the method according to the invention, -
Figur 2 zeigt ein zweites, konkreteres Ausführungsbeispiel des erfindungsgemäßen Verfahrens undFIG. 2 shows a second, more concrete embodiment of the method according to the invention and -
Figur 3 zeigt ein Ausführungsbeispiel des erfindungsgemäßen Kühlsystems.FIG. 3 shows an embodiment of the cooling system according to the invention.
Zu einem Kühlkreislauf gehören in der Regel eine zu kühlende Wärmequelle, z.B. der Fahrzeugmotor, die mittels eines Kühlmediums durch freie oder erzwungene Konvektion gekühlt werden. Die Temperaturdifferenz über der Wärmequelle ist vom Wärmeeintrag und von der Größe des Volumenstroms des Kühlmittels abhängig, während die absolute Temperatur des Kühlmediums durch den Wärmeeintrag der Wärmequelle, die Wärmeabfuhr über im Kreislauf befindliche Kühler und die Wärmekapazitäten der Materialien bestimmt wird.A cooling circuit usually includes a heat source to be cooled, e.g. the vehicle engine, which are cooled by means of a cooling medium by free or forced convection. The temperature difference across the heat source is dependent on the heat input and on the size of the volume flow of the coolant, while the absolute temperature of the cooling medium is determined by the heat input of the heat source, the heat dissipation via recirculating cooler and the heat capacity of the materials.
Derzeitig in Motorkühlsystemen von Kraftfahrzeugen eingesetzte mechanische Wasserpumpen, die über Keilriemen von der Kurbelwelle des Motors angetrieben werden, sind so dimensioniert, dass im kritischsten Betriebszustand, das heißt, bei Bergauffahrt mit mittlerer Drehzahl, hoher Last und geringer Fahrzeuggeschwindigkeit, keine unzulässige Temperaturdifferenz über dem Motor entsteht. Das Mischverhältnis zwischen einer Bypass-Leitung und dem Kühlerzweig wird durch ein dehnstoffgetriebenes Thermostatventil in Abhängigkeit von der Kühlmitteltemperatur eingestellt. Dieses Ventil ist so dimensioniert, dass es ab einer fest eingestellten Temperatur vollständig geöffnet ist. Auf diese Weise wird verhindert, dass sich unzulässig hohe Kühlmitteltemperaturen einstellen.Currently used in motor cooling systems of motor vehicles mechanical water pumps that are driven by V-belts from the crankshaft of the engine are dimensioned so that in the most critical operating condition, that is, when driving uphill at medium speed, high load and low vehicle speed, no unacceptable temperature difference across the engine arises. The mixing ratio between a bypass line and the radiator branch is adjusted by means of a wedge-driven thermostatic valve as a function of the coolant temperature. This valve is dimensioned so that it is fully open from a fixed temperature. In this way it is prevented that set inadmissible high coolant temperatures.
Um den Volumenstrom von der Drehzahl zu entkoppeln, wird erfindungsgemäß eine regelbare Kühlmittelpumpe eingesetzt. Um das Temperaturniveau regeln zu können, wird das Thermostat durch ein verstellbares Proportionalventil ersetzt. Weiterhin sind erfindungsgemäß stufenlos regelbare Kühlerlüfter und/oder Kühlerjalousien für das System vorgesehen. Das erfindungsgemäße Kühlsystem ermöglicht eine bedarfsgerechte Ansteuerung beziehungsweise Regelung des Motorkühlsystems mit dem Ziel, den Kraftstoffverbrauch zu verringern und die Emissionen zu verringern beziehungsweise Abgasgrenzwerte einzuhalten und zudem den Komfort zu erhöhen. Hierbei werden kritische Grenzen der Bauteilbelastung nicht überschritten. Dies wird durch die Optimierung des Kühlmittelvolumenstroms und die lastabhängige Regelung des Temperaturniveaus des Motors erreicht. So wird die Kühlmitteltemperatur z.B. im Teillastbetrieb angehoben und im Volllastbetrieb abgesenkt. Durch den damit verbundenen höheren Füllungsgrad wird auch die Motorleistung angehoben.In order to decouple the volume flow from the rotational speed, a controllable coolant pump is used according to the invention. To regulate the temperature level, the thermostat is replaced by an adjustable proportional valve. Furthermore, according to the invention infinitely variable radiator fans and / or radiator shutters are provided for the system. The cooling system according to the invention makes it possible to control or regulate the engine cooling system according to need, with the aim of reducing fuel consumption and reducing emissions or maintaining exhaust emission limits and, moreover, increasing comfort. Here, critical limits of the component load are not exceeded. This is achieved by optimizing the coolant volume flow and the load-dependent control of the temperature level of the engine. Thus, the coolant temperature becomes e.g. raised in partial load operation and lowered at full load. Due to the associated higher degree of filling, the engine power is also increased.
Die Erfindung stellt eine in die Motorsteuerung integrierte Logik dar, die die Verteilung der Wärmeströme intelligent und prioritätsabhängig mittels einer Vorsteuerung und einer überlagerten Regelung durchführt. Dies wird im Rahmen der Beschreibung zu den
Durch die Erfindung werden optimale Betriebsbedingungen für den Verbrennungsmotor erzielt, indem eine spezifische Motortemperatur (Temperatur des Kühlmittels am Motoreintritt bzw. -austritt, die Temperatur hochbelasteter motorinterner Bauteile wie Zylinderkopftemperatur zwischen den Auslassventilen, Temperatur im Zylindersteg, usw.), der Kühlmittelvolumenstrom und dessen Aufteilung auf verschiedene parallele Zweige und der Luftmassenstrom durch den Kühler exakt den jeweiligen Betriebsbedingungen angepasst werden.The invention achieves optimum operating conditions for the internal combustion engine by providing a specific engine temperature (temperature of the coolant at the engine entrance or exit, the temperature of highly loaded engine internal components such as cylinder head temperature between the exhaust valves, temperature in the cylinder land, etc.), the coolant flow rate and its distribution be adapted to different parallel branches and the air mass flow through the radiator exactly the respective operating conditions.
Die
Bei dem erfindungsgemäßen Verfahren nach
Unter dem Fahrzeugzustand sind verschiedene Fahrzeugzustandsgrößen (z.B. Fahrzeuggeschwindigkeit, Beschleunigung, Last, Steigung, usw.) zu verstehen. Es liegt im Rahmen der Erfindung, die Ausführungsbeispiele so zu modifizieren, dass auch zukünftige, erwartete Größen berücksichtigt werden. Beispielsweise könnte mittels eines Navigationssystems eine bevorstehende Bergauf- oder Bergabfahrt berücksichtigt werden. Steht z.B. eine Bergabfahrt unmittelbar bevor, braucht das System nicht so weit heruntergekühlt werden und es könnte auf ein energieintensives Hochfahren von Kühlmittelpumpe und Kühlerlüfter verzichtet werden, da eine kurzzeitige Herabsetzung der Kühlmitteltemperatur allein durch den Eingriff in das Kühler-Misch-Ventil realisiert werden kann.The vehicle state is understood to mean various vehicle state quantities (e.g., vehicle speed, acceleration, load, slope, etc.). It is within the scope of the invention to modify the embodiments so that future, expected sizes are taken into account. For example, an imminent uphill or downhill journey could be taken into account by means of a navigation system. If, for example, Downhill immediately before, the system needs not be cooled down so far and it could be dispensed with an energy-intensive startup of coolant pump and radiator fan, since a short-term reduction in the coolant temperature can be realized only by engaging in the radiator mixing valve.
Im Anschluss an den Schritt 101 werden im Schritt 102 Soll-Werte gebildet. Dies können beispielsweise Soll-Werte für die Motortemperatur, für die Motordifferenztemperatur oder die sogenannte Kühlreserve sein, die die Differenztemperatur aus Sollwert der Motoreintrittstemperatur und Kühlerausgangssolltemperatur darstellt. Diese Soll-Werte werden entsprechend der zuvor bestimmten Ist-Werte aus den im Speicher des Steuergerätes abgelegten Kennfeldern entnommen. Im Anschluss an die Sollwert-Bildung wird im Schritt 103 die Soll-Ist-Abweichung der zuvor bestimmten Soll-Werte bestimmt. Diese Soll-Ist-Abweichungen entsprechend Schritt 103 werden als Regler-Eingangs-Größen für die Bestimmung der Reglerwerte in Schritt 104 verwendet. Die Reglerwerte werden gegebenenfalls unter Berücksichtigung weiterer Parameter, beispielsweise dem Kühlmittelvolumenstrom, bestimmt. Als Regler werden bevorzugt PI-Regler (ProportionalIntegral-Regler) oder PID-Regler eingesetzt. Die im Schritt 104 bestimmten Reglerwerte werden in einem anschließenden Schritt 105 mit einer Priorisierung verknüpft. Auf die Bestimmung der Priorisierung, die in den Schritten 111 und 112 erfolgt, wird später eingegangen.Subsequent to step 101, target values are formed in
Parallel zu den Schritten 102 bis 105 wird in einem an Schritt 101 anschließenden Schritt 106 ein Vorsteuerwert für die jeweilige Komponente bestimmt. Dies kann beispielsweise ein Vorsteuerwert für ein Kühler-Misch-Ventil, eine Kühlmittelpumpe, einen Kühlerlüfter oder eine Kühlerjalousie sein. Die Vorsteuerwerte werden analog zu den Soll-Werten entsprechend bestimmter Eingangsparameter aus den im Speicher des Steuergeräts abgelegten Kennfeldern entnommen. Die Vorsteuerwerte nach Schritt 106 werden in einem Schritt 107 mit den priorisierten Reglerwerten verknüpft. Das heißt also, dass der Schritt 107 neben den Vorsteuerwerten nach Schritt 106 auch die priorisierten Reglerwerte nach Schritt 105 zugeführt bekommt. Die Verknüpfung der Vorsteuerwerte mit priorisierten Reglerwerten nach Schritt 107 kann additiv oder auch multiplikativ sein. Im Anschluss an Schritt 107 erfolgt im Schritt 108 eine Filterung der zuvor bestimmten Ansteuersignale. Im an Schritt 108 anschließenden Schritt 109 ergibt sich schließlich das jeweilige Ansteuersignal für die verschiedenen elektrisch betätigbaren Komponenten, beispielsweise das Kühler-Misch-Ventil, die Kühlmittelpumpe, den Kühlerlüfter oder die Kühlerjalousie. Im Schritt 110, der sich an den Schritt 109 anschließt, werden schließlich die Komponenten entsprechend des bestimmten Ansteuersignals vom Motorsteuergerät direkt oder indirekt (über Endstufen) angesteuert.Parallel to the
Das Ansteuersignal nach Schritt 109 wird weiterhin einem Schritt 111 zugeführt, dem ebenfalls die in Schritt 101 bestimmten Ist- beziehungsweise Messwerte zugeführt werden. Auf Grundlage der aus Schritt 101 zugeführten Ist- beziehungsweise Messwerte und der aus Schritt 109 übermittelten Ansteuersignale wird in Schritt 111 mittels eines Beobachters die jeweilige Stellenergie der jeweiligen elektrisch betätigbaren Komponente bestimmt. Im Anschluss an den Schritt 111 wird in einem Schritt 112 auf Grundlage der zuvor bestimmten Stellenergie der jeweiligen elektrisch betätigbaren Komponente und weiterer Eingangsgrößen, wie beispielsweise dem Fahrzeugzustand, eine Priorisierung entsprechend der notwendigen Stellenergie der verschiedenen elektrischen Komponenten vorgenommen. Hierbei wird ein besonderer Augenmerk auf die Wasserpumpe und den Lüfter gerichtet, da diese elektrisch betätigbaren Komponenten diejenigen mit dem größten Energiebedarf darstellen. Der Ausgangswert der Priorisierung nach Schritt 112 fließt in den Schritt 105 ein, der bereits zuvor beschrieben wurde.The activation signal after
In
Aus den Eingangsgrößen Motordrehzahl und Motorlast wird in einem Schritt 201 die Soll-Motortemperatur Tmot,soll bestimmt. Die Motor-Solltemperatur wird hierbei aus einem im Speicher des Steuergeräts des Kraftfahrzeugs abgelegten Kennfeld entnommen. Der in Schritt 201 ermittelte Soll-Wert für die Motortemperatur Tmot,soll wird zu einem Verknüpfungspunkt 202 geleitet, an dem die Soll-Ist-Abweichung bestimmt wird. Hierzu wird im Schritt 202 bzw. am Verknüpfungspunkt 202 von der zuvor bestimmten Motor-Solltemperatur Tmot,soll die aktuelle gemessene (oder anderweitig berechnete, beziehungsweise ermittelte) Motortemperatur Tmot subtrahiert. Das Ergebnis dieser Soll-Ist-Abweichungsbestimmung in Schritt 202 wird einem Regler 203 zugeführt. Bei dem Regler kann es sich beispielsweise um ein Proportionalintegral-Regler (PI), einen PID-Regler oder einen Fuzzy-Regler handeln. Dem Regler wird als weitere Eingangsgröße ein Signal zugeführt, das eine Aussage über den Kühlmittelvolumenstrom macht. Dieses Signal wird in einem Schritt 233 bestimmt, auf das im weiteren eingegangen wird. Nach der Bestimmung des Reglerwertes in Schritt 203 wird das Ergebnis der Priorisierung in Schritt 204 zugeführt. Hier wird der Reglerwert nach Schritt 203 mit einer Priorisierung verknüpft. Die Priorisierung der einzelnen elektrisch betätigbaren Komponenten wurde zuvor in Schritt 234 durchgeführt, auf den ebenfalls später eingegangen wird. Die Verknüpfung erfolgt beispielsweise multiplikativ, wodurch der zuvor bestimmte Reglerwert im Extremfall bis auf Null absinken kann. Parallel zu den Verfahrensschritten 201, 202, 203 und 204 wird in einem Schritt 205 aus den Eingangsgrößen Motorlast, Motordrehzahl und Kühlkreislaufzustand ein Vorsteuerwert für ein Kühler-Misch-Ventil X_Ventil (siehe Bezugszeichen 302 in
Im weiteren wird in den Schritten 209 bis 219 die Ermittlung des Ansteuersignals für die elektrisch betätigbare Kühlmittelpumpe (Bezugszeichen 307 in
In den nun folgenden Schritten 220 bis 227 wird das Ansteuersignal für den Kühlerlüfter (Bezugszeichen 317 in
Dem Priorisierungsschritt 222 wurde, wie vorstehend beschrieben, auch das Ausgangssignal eines Reglers 227 zugeführt, das nun im folgenden erläutert wird:As described above, the
Ausgehend von den Eingangsgrößen Motorlast, Kühlkreislaufzustand und Fahrertyp wird in einem Schritt 225 aus einem im Speicher des Motorsteuergerätes abgelegten Kennfeld ein Soll-Wert für die Temperaturdifferenz über dem Kühler ΔT_Kühler,soll bestimmt (Temperaturdifferenz über dem Kühler ΔT_Kühler,soll = Motorausgangstemperatur T_MA - Temperatur am Kühlerausgang T_KA). Der nach Schritt 225 ermittelte Soll-Wert für die Kühlerdifferenztemperatur ΔT_Kühler,soll wird einem Verknüpfungspunkt 226 zugeführt, an dem vom Kühlerdifferenztemperatur-Sollwert ΔT_Kühler, soll die sogenannte Kühlreserve subtrahiert wird. Unter der Kühlreserve ist allgemein die Differenz zwischen Motortemperatur Tmot und Temperatur am Kühlerausgang T_KA zu verstehen (im speziellen z.B. T_MA,soll-T_KA,soll oder T_ME,soll-T_KA,soll). Das Ergebnis dieses Verknüpfungspunktes 226 wird im Schritt 227 dem bereits genannten Regler zugeführt. Als weitere Eingangsgröße wird dem Regler im Schritt 227 ein den Kühlmittelvolumenstrom repräsentierendes Signal vom Schritt 233 zugeführt. Der Regler nach Schritt 227 kann beispielsweise als PI-Regler ausgeführt sein.Based on the input variables engine load, cooling circuit condition and driver type, a desired value for the temperature difference across the radiator ΔT_cooler is to be determined in a
Die Schritte 228 bis 232 repräsentieren die Ansteuersignalbestimmung für eine Kühlerjalousie (Bezugszeichen 316 in
Im Folgenden werden die Schritte 233 und 234 erläutert, auf die vorstehend bereits Bezug genommen wurde. Der Schritt 233 stellt einen Beobachter dar, dem neben der Motorlast als Eingangssignal die Ansteuersignale für das Kühler-Misch-Ventil 208, für die Kühlmittelpumpe 219, für den Kühlerlüfter 224 und für die Jalousie 232 zugeführt werden. Anhand der zugeführten Daten bestimmt der Beobachter den aktuell vorherrschenden Kühlmittelvolumenstrom und stellt diesen als Ausgangssignal zur Verfügung. Dieses Ausgangssignal wird, wie bereits vorstehend beschrieben, den Reglern 203 und 227 zugeführt. Als weitere Ausgangsgröße des Beobachters nach Schritt 233 wird die für die jeweiligen Komponenten erforderliche Stellenergie ausgegeben und an die Priorisierung im Schritt 234 übergeben. Als weitere Eingangsgröße wird der Priorisierung im Schritt 234 der Fahrzeugzustand zugeführt. In Kenntnis des Fahrzeugzustandes und der jeweiligen Stellenergie wird im Schritt 234 ein für die jeweiligen elektrisch betätigbaren Komponenten ein individuelles Prioritätssignal erzeugt und an die jeweiligen Priorisierungen in Schritt 204, Schritt 213, Schritt 222 und 228 übermittelt.In the following, the
Somit ist ein vollständiges Konzept aus Vorsteuerung, priorisierten Reglerwerten und Filtern zur optimalen Ansteuerung von elektrisch betätigbaren Komponenten in einem Kühlsystem für ein Kraftfahrzeug beschrieben worden.Thus, a complete concept of pilot control, prioritized controller values, and filters for optimally driving electrically operable components in a cooling system for a motor vehicle has been described.
Ein Teil des Kühlmediums, das über die Leitung 308 in den Motorblock 300 hineinfließt, verlässt den Motorblock 300 nicht über die Leitung 301, sondern über eine Leitung 309, die zum Heizungswärmetauscher 310 führt, der für die Heizung des Fahrgastinnenraumes sorgt. Vom Heizungswärmetauscher 310 fließt das Kühlmedium über eine weitere Leitung 311 zurück in die Leitung 305 und mündet dort unmittelbar vor der Kühlmittelpumpe 307 ein.A portion of the cooling medium that flows into the
Im Kühlsystem sind folgende Temperatursensoren angeordnet: Ein Temperatursensor 312 erfasst die Motortemperatur Tmot, ein Temperatursensor 313 erfasst die Motorausgangstemperatur T_MA, ein Temperatursensor 314 erfasst die Kühlerausgangstemperatur T_KA und ein Temperatursensor 315 erfasst die Motoreingangstemperatur T_ME. Tmot könnte z.B. eine motorinterne Kühlmittel- oder Bauteiltemperatur oder auch die Motoraustrittstemperatur sein.The following temperature sensors are arranged in the cooling system: A
Weitere wichtige Komponenten des Kühlsystems sind eine elektrisch betätigbare Kühlerjalousie 316 sowie ein Kühlerlüfter 317. Die Kühlerjalousie 316 dient dazu, den Kühler 304 in bestimmten Betriebssituationen vor dem kühlenden Fahrtwind abzuschotten, wohingegen der Kühlerlüfter 317 zu einer verstärkten Kühlung des Kühlmediums im Kühler 304 führt.Other important components of the cooling system include an electrically actuated
Weiterhin dargestellt ist ein Steuergerät 318, das in der Regel das Motorsteuergerät der Brennkraftmaschine ist und neben der Steuerung des Kühlsystems weitere Aufgaben, wie beispielsweise die Steuerung der motorischen Verbrennung übernimmt. Dem Steuergerät 318 werden über die Signalleitungen 321, 323, 324 und 326 die Signale der Temperatursensoren 312, 313, 314 und 315 zugeführt. Gleichzeitig werden von dem Steuergerät 318 Ausgangssignale zur Ansteuerung der elektrisch betätigbaren Komponenten 302, 304, 316 und 317 ausgegeben. Dies sind im Einzelnen das Ansteuersignal zur Ansteuerung des Kühler-MischVentils 302 über die Signalleitung 319, die Signalleitung 320 zur Ansteuerung der Kühlerjalousie 316, die Signalleitung 322 zur Ansteuerung des Kühlerlüfters 317 sowie die Signalleitung 325 zur Ansteuerung der Kühlmittelpumpe 307.Also shown is a
In dem Motorsteuergerät 318 ist ein in
Durch das erfindungsgemäße Verfahren beziehungsweise das erfindungsgemäße Kühlsystem wird zu jedem Zeitpunkt die gewünschte Solltemperatur des Kühlmediums bzw. einer motorinternen Temperatur eingeregelt, wobei diese Einregelung mit minimalem Stellenergieaufwand realisiert wird. In den im Steuergerät 318 abgelegten Kennfeldern sind Sollgrößen entsprechend der Kühlkreislaufzustände für den gesamtenergieoptimalen Zustand des Fahrzeugs vorgegeben. Die Vorsteuerkennfelder der Reglerstruktur sind so bedatet, dass sich für jeden Betriebspunkt eine Konfiguration der Stellorgane ergibt, die möglichst nahe am energetischen Optimum liegt und mit der die Sollgrößen möglichst erreicht werden. Eventuell notwendige Korrekturen werden durch Reglereingriffe vorgenommen. Die Priorisierung entscheidet, ob und gegebenenfalls in welchem Maße der Reglereingriff mit dem Signal der Vorsteuerung addiert als Steuersignal an das Stellglied ausgegeben wird oder ob stattdessen ein anderes Stellglied angesteuert wird oder ob die momentane Regelabweichung nicht verkleinert werden soll. Die Priorisierung kann also auch entscheiden, ob eine Realisierung des gewünschten Kühlkreislaufzustandes vom momentanen Kühlkreislaufzustand aus energetisch sinnvoll ist. Abweichungen von den Sollvorgaben sind jedoch nur zu unkritischeren Betriebsbedingungen hin zulässig.By the method according to the invention or the cooling system according to the invention, the desired setpoint temperature of the cooling medium or an engine-internal temperature is adjusted at any time, wherein this adjustment is realized with minimal expenditure of space energy. In the maps stored in the
In der Priorisierung werden gewisse Regeln und Informationen berücksichtigt, wie z.B.:
- Der Kühlerlüfter darf erst angesteuert werden, wenn das Kühler-Misch-Ventil mehr als 80% zum Kühler geöffnet ist.
- Die Kühlerjalousie darf nicht über eine Öffnung von beispielsweise x% geöffnet werden, solange das Kühler-Misch-Ventil unter beispielsweise y% zum Kühler geöffnet ist.
- Der Energieaufwand für eine Erhöhung der Kühlleistung durch entsprechende Veränderung der Stellung der elektrisch betätigbaren Komponenten in Abhängigkeit vom Kühlkreislaufzustand und Betriebszustand des Kraftfahrzeugs.
- Evtl. darf zur Verbesserung des Fahrkomforts der Kühlerlüfter wegen seiner hohen Geräuschentwicklung nur in bestimmten Motordrehzahlbereichen eingeschaltet werden.
- Die Priorisierung der Stellsignale der Komponenten Kühlerlüfter und Kühlmittelpumpe werden, relativ zu den anderen elektrisch betätigbaren Komponenten, höhere Prioritäten eingeräumt, da diese einen besonders hohen Stellenergiebedarf aufweisen. Mit anderen Worten: Es werden zuerst das Kühler-Misch-Ventil und die Kühlerjalousie geöffnet.
- Es wird der Einfluss der Kühlerjalousie auf den cw-Wert des Kraftfahrzeugs und der damit verbundene Einfluss auf die maximale Fahrgeschwindigkeit des Kraftfahrzeugs bzw. den Verbrauch berücksichtigt.
- The radiator fan may only be activated when the radiator mixing valve is open more than 80% to the radiator.
- The radiator shutter must not be opened through an opening of, for example, x%, as long as the radiator mixing valve is open at, for example, y% to the radiator.
- The energy required for increasing the cooling capacity by corresponding change in the position of the electrically actuated components in dependence on the cooling circuit state and operating condition of the motor vehicle.
- Possibly. may be used to improve the ride comfort of the radiator fan due to its high noise only in certain engine speed ranges.
- The prioritization of the control signals of the components radiator fan and coolant pump, relative to the other electrically actuated components, given higher priorities, since they have a particularly high energy demand. In other words: First the radiator mixing valve and the radiator shutter are opened.
- It takes into account the influence of the radiator shutter on the cw value of the motor vehicle and the associated influence on the maximum driving speed of the motor vehicle or the consumption.
Durch die Priorisierung wird die Ansteuerung des Kühlsystems an das energetische Optimum angenähert. Das Kühlsystem wird dabei - soweit möglich - mit einem Mindeskühlmittelvolumenstrom, ausgeschaltetem Kühlerlüfter und möglichst weit geschlossener Kühlerjalousie betrieben. Die abzuführende Kühlleistung wird dabei vorzugsweise durch das Kühlerventil bzw. das Kühler-Misch-Ventil geregelt. Erst wenn die erforderliche Kühlleistung mit diesen Vorgaben nicht mehr realisierbar ist, wird eine stellenergieoptimale Kombination aus Stellung der Kühlerjalousie, Kühlmittelpumpe und Kühlerlüfter angesteuert.By prioritizing the control of the cooling system is approximated to the energetic optimum. As far as possible, the cooling system is operated with a minimum coolant volume flow, a switched-off radiator fan and as far as possible a closed radiator shutter. The dissipated cooling capacity 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 set-energy-optimal combination of the position of the radiator shutter, coolant pump and radiator fan actuated.
Durch die Erfindung wird sichergestellt, dass die Bauteilbelastung und die Ausbildung von sogenannten Hot-Spots nicht über das zulässige Maß hinausgehen.The invention ensures that the component load and the formation of so-called hot spots do not exceed the permissible level.
Claims (12)
- Method for actuating electrically operated components (302, 304, 316, 317) of a cooling system for an internal combustion engine (300) of a motor vehicle, the components being actuated by a control device (318) and the actuation taking place by means of pilot control, characterized- in that controllers are superposed on the pilot control,- and in that the superposition takes place by means of prioritization of the controller values.
- Method according to Claim 1, characterized in that an operating point-dependent characteristic map for the respective components (302, 304, 316, 317) is provided for the pilot control of each individual component (302, 304, 316, 317).
- Method according to Claim 1 or 2, characterized in that separate pilot control and a separate controller are provided for each component (302, 304, 316, 317).
- Method according to Claim 1, characterized in that actuation determines operating point-dependent desired variables for at least one of the following variables: engine temperature, differential cooling reserve temperature or differential engine temperature, from operating point-dependent characteristic maps.
- Method according to Claim 1, characterized in that control gains are dependent at least on a coolant volumetric flow and/or a vehicle speed and/or an external temperature.
- Method according to Claim 5, characterized in that the control gains are determined by an observer.
- Method according to Claim 4, characterized in that the desired value for the differential cooling reserve temperature is taken from a characteristic map which is dependent at least on the operating state of the internal combustion engine (300), in particular an engine load, and/or on the driver type and/or on a driving situation and/or on a coolant circuit state.
- Method according to one of the preceding claims, characterized in that actuation takes place in such a way that an operating point-dependent minimum volumetric flow of a coolant is ensured.
- Method according to one of the preceding claims, characterized in that a radiator fan (317) and a radiator shutter (316) are actuated as a combined component by actuation.
- Computer program which executes all the steps of a method according to one of Claims 1 to 9 when it runs on a control device (318).
- Computer program product with program code which is stored on a machine-readable carrier, for carrying out the method according to one of Claims 1 to 9 when the program is executed on a controller (318).
- Control device for actuating electrically operated components of a cooling system for an internal combustion engine of a motor vehicle, having the following features:- the control device has at least one pilot control for actuating the components,- controllers are superposed on the pilot control,- the superposition takes place by means of prioritization of the controller values.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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DE10163944 | 2001-12-22 | ||
DE2001163944 DE10163944A1 (en) | 2001-12-22 | 2001-12-22 | Method for controlling electrically operable components of a cooling system, computer program, control unit, cooling system and internal combustion engine |
PCT/DE2002/003881 WO2003056152A1 (en) | 2001-12-22 | 2002-10-15 | Method for controlling electrically-operated components of a cooling system, computer programme, controller, cooling system and internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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EP1461516A1 EP1461516A1 (en) | 2004-09-29 |
EP1461516B1 true EP1461516B1 (en) | 2008-03-05 |
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ID=7710854
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02787346A Expired - Lifetime EP1461516B1 (en) | 2001-12-22 | 2002-10-15 | Method for controlling electrically-operated components of a cooling system, computer programme, controller, cooling system and internal combustion engine |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1461516B1 (en) |
DE (2) | DE10163944A1 (en) |
WO (1) | WO2003056152A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008007414B4 (en) | 2007-02-05 | 2018-10-18 | Ford Global Technologies, Llc | Three-phase generator with integrated water pump for a vehicle engine and method for controlling the alternator temperature and the engine temperature for a vehicle |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1497539B1 (en) | 2002-04-15 | 2008-01-23 | Robert Bosch Gmbh | Method for controlling and/or regulating a cooling system of a motor vehicle |
ITTO20020852A1 (en) * | 2002-10-02 | 2004-04-03 | Mark Iv Systemes Moteurs Sa | CONTROL SYSTEM FOR A ENGINE COOLING SYSTEM |
CN1821522B (en) * | 2005-11-07 | 2010-09-22 | 上海奥伯应用技术工程有限公司 | Composite heat insulation and protection brick or block and its producing and laying method |
DE102006031230B4 (en) * | 2006-07-06 | 2021-07-15 | Bayerische Motoren Werke Aktiengesellschaft | Method of transferring data |
DE102009054783B4 (en) * | 2009-12-16 | 2017-06-01 | Ford Global Technologies, Llc | A method of performing temperature management in a cooling system based on a matrix controller |
DE102012201609A1 (en) | 2012-02-03 | 2013-08-08 | Robert Bosch Gmbh | Control device for the control of a cooling circuit for controlling the temperature of a battery system with more than one heating and / or cooling element |
DE102013205331A1 (en) * | 2013-03-26 | 2014-10-02 | Zf Friedrichshafen Ag | Method and control device for operating a motor fan |
FR3011273B1 (en) * | 2013-09-30 | 2015-10-09 | Peugeot Citroen Automobiles Sa | METHOD FOR THERMALLY CONTROLLING AN INTERNAL COMBUSTION ENGINE BASED ON TORQUE AND MOTOR SPEED |
CN104790446B (en) * | 2015-04-21 | 2017-07-04 | 山推工程机械股份有限公司 | Full hydraulic bulldozer transmission oil temperature control system, bull-dozer and control method |
DE102020115300A1 (en) | 2020-06-09 | 2021-12-09 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Compressor system and method for controlling a cooling device of a compressor system |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3701584C2 (en) | 1987-01-21 | 1996-02-15 | Bosch Gmbh Robert | Device for actuating a blind arranged on the radiator of a water-cooled internal combustion engine of a motor vehicle |
DE3738412A1 (en) | 1987-11-12 | 1989-05-24 | Bosch Gmbh Robert | ENGINE COOLING DEVICE AND METHOD |
FR2693231B1 (en) * | 1992-07-06 | 1994-09-30 | Valeo Thermique Moteur Sa | Cooling device for motor vehicle engine. |
DE19508102C1 (en) * | 1995-03-08 | 1996-07-25 | Volkswagen Ag | Method for regulating a cooling circuit of an internal combustion engine, in particular for motor vehicles |
JP3690842B2 (en) * | 1995-06-12 | 2005-08-31 | 大阪瓦斯株式会社 | Waste heat recovery system |
JPH108960A (en) * | 1996-06-27 | 1998-01-13 | Mitsubishi Motors Corp | Cooling fan device for vehicle |
US6016966A (en) * | 1996-08-26 | 2000-01-25 | Sanden Corporation | Air conditioning system for automotive vehicles |
DE19719792B4 (en) * | 1997-05-10 | 2004-03-25 | Behr Gmbh & Co. | Method and device for regulating the temperature of a medium |
DE19831901A1 (en) | 1998-07-16 | 2000-01-20 | Bosch Gmbh Robert | Vehicle engine cooling system with second pump forming active element |
DE19939138A1 (en) * | 1999-08-18 | 2001-02-22 | Bosch Gmbh Robert | Method for regulating the temperature of the coolant of an internal combustion engine by means of an electrically operated coolant pump |
FR2808304B1 (en) * | 2000-04-27 | 2002-11-15 | Valeo Thermique Moteur Sa | COOLING DEVICE AT THE STOP OF A MOTOR VEHICLE HEAT ENGINE |
-
2001
- 2001-12-22 DE DE2001163944 patent/DE10163944A1/en not_active Ceased
-
2002
- 2002-10-15 WO PCT/DE2002/003881 patent/WO2003056152A1/en active IP Right Grant
- 2002-10-15 EP EP02787346A patent/EP1461516B1/en not_active Expired - Lifetime
- 2002-10-15 DE DE50211857T patent/DE50211857D1/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008007414B4 (en) | 2007-02-05 | 2018-10-18 | Ford Global Technologies, Llc | Three-phase generator with integrated water pump for a vehicle engine and method for controlling the alternator temperature and the engine temperature for a vehicle |
Also Published As
Publication number | Publication date |
---|---|
EP1461516A1 (en) | 2004-09-29 |
WO2003056152A1 (en) | 2003-07-10 |
DE50211857D1 (en) | 2008-04-17 |
DE10163944A1 (en) | 2003-07-03 |
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