• 专利附录
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    • 专利摘要:
    Summary A method and a system for controlling a cooling system in a vehicle are presented. The control system comprises a speed prediction unit, which is arranged to perform a prediction of at least one future speed profile Vpred for a speed for the vehicle. The control system also comprises a temperature prediction unit, which is arranged to perform a prediction of at least one future temperature profile Tpred for a temperature for at least one component in the vehicle, which is based on at least one roof weight of the vehicle, on information related to a road section in front of the vehicle and on it at least one future velocity profile v predThe control system also comprises a cooling system control unit, which Or arranged to perform the control of the cooling system based on the at least one future temperature profile pred and on a limit value temperature Tcomplim for respectively at least one component in the vehicle. According to the present invention, the control is performed so that a number of fluctuations of an inlet temperature Tcmpf-, id in radiator for the coolant is reduced and / or so that a magnitude of the flow Q into the cooler is reduced when a temperature derivative dT / dt for the inlet temperature GREEN VALUE dT / dtlim for the temperature derivative. Fig. 2
    公开号:SE1450478A1
    申请号:SE1450478
    申请日:2014-04-23
    公开日:2014-10-26
    发明作者:Svante Johansson；Sofie Jarelius；Hans Wikström；Rickard Eriksson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling a cooling system in a vehicle according to the preamble of claim 1.
    The present invention also relates to a system arranged for controlling a cooling system in a vehicle according to the preamble of claim 32, as well as a computer program and a computer program product, which implement the method according to the invention.
    Background Incorrect background description provides a description of the background to the present invention, which must not be prior art.
    Cooling systems are necessary in vehicles with engines because the efficiency of the engines is limited. The limited efficiency means that not all heat generated in the engines is converted into mechanical energy. The excess heat thus created needs to be dissipated from the engine in an efficient manner. Vehicle cooling systems often use coolant as a primary coolant, as this fluid typically includes water as well as antifreeze, such as glycol, and / or anti-corrosion agents. Figure 1 schematically shows an engine 200 and a cooling system 400 in a vehicle 500. The cooling fluid can be circulated in the cooling system, in which the engine 200 and a cooler 100 enter a cooling water circuit, whereby the excess heat is transported away from the engine 200 and to the cooler 100. transfers the heat from the primary refrigerant coolant to the secondary refrigerant air. In Figure 1, the thick arrows 151, 152, 153, 154, 155, 156 illustrate lines in which the coolant is transported. The thin arrows illustrate connections 131, 132, 133, 134 between the cooling system 2 and a control unit 300. The concave arrows 161, 162, 163 illustrate the air flow, as described below.
    The coolant thus passes through the engine 200 and, when the engine is hot, is heated by the excess heat. The engine heated heater 152 may also pass one or more additional heat generating components 210, such as a retarder brake, an exhaust gas recirculation device, a turbo, a twin turbo, a gearbox, a compressor for a brake system, a device comprising exhaust gases from the engine 200, a post-treatment device for exhaust gases, an air conditioning system, or any other heat generating component. In Figure 1, all of these possible additional heat generating components are shown as a component 210 in series with the engine 200 along the cooling water line. However, the component 2 can be arranged as a number of different components, which can also be connected in series and / or in parallel to the motor 200 in the cooling water circuit.
    The coolant is further heated by the one or more additional heat generating components 210 before being transported further 153 to a thermostat 120. The thermostat 120 controls the flow Q of the coolant through the radiator / radiator 100. The thermostat 120 can be controlled 132 by a control unit 300. The thermostat controls when this is suitable, hot coolant 154 to the radiator 100, and, when this is convenient, cool past the cooler 100 and supply it to a cooling line 156 out of the Iran cooler. The coolant flows through the cooler 100 due to its circulation in the coolant circuit, which can be created by means of a circulation pump 110. The cooler 100 is a heat exchanger in which the ambient air, often by pushing the wind 161, 162 through the cooler 100, cools hot coolant 154 as it passes through the cooler 100. As a result, the temperature of the coolant drops before it leaves the cooler 156 3 and continues 151 via a circulation pump 110 to the engine 200 to cool the engine and / or additional components 210, whereby the cooling fluid simultaneously becomes hotter again and starts the next circulation.
    The cooling system thus often comprises a circulation pump 110, which drives the circulation of the cooling liquid in the cooling system. The pump 110 can be controlled 131 by a control unit 300, for example based on a current motor speed, or on other suitable parameters. The cooling fluid 151 is pumped further to the engine 200. The cooling system 400 often includes a flue 130, which can be driven by a flush motor (not shown), or by the engine 200, sometimes via the circulation pump 110. The flue 130 Or in Figure 1 is schematically drawn in front of the cooler 100. that is to say upstream of the radiator seen in the river direction of the air stream. However, the flux 1 can also be located behind the radiator 100, i.e. downstream of the radiator 100. The flue 130 creates an air stream 163, which helps to push / suck the air through the radiator 100, in order to increase the efficiency of the radiator 100. The flux can be controlled 133 by The control system 300. The cooling system 400 may also comprise one or more radiator shutters 140, which may be opened in whole or in part to control the flow of ambient air / wind wind 162 as close to the radiator 100. The one or more radiator shutters 140 may be controlled 134 by the control unit 300. The radiator 100, in addition to the control by means of the circulation pump 110, is also controlled by opening or closing one or more radiator shutters 140 and / or by using the flue 130.
    It is possible, for example by US2007 / 0261648, to control a cooling system, based on positioning information and on a prediction of future cooling needs, with the intention of reducing the fuel consumption of a vehicle which includes the cooling system. Brief description of the invention Previously known solutions have a problem in that they do not take into account how this control affects the radiator itself and / or the cooling system itself.
    The cooler 100 comprises a number of channels and / or tubes which, in the case of a hot engine 200, are heated by the internal / primary flow, i.e. the cooling fluid, and are cooled by the external / secondary flow, i.e. the ambient air. The temperature of the ducts / pipes is determined by these two surfaces in cooperation. Since neither the internal nor the external flood is evenly distributed over the cooler 100, the temperatures of the ducts / tubes are boarded in differently.
    The material in the ducts / pipes, which can for example be made of copper or aluminum, is affected by the temperature in such a way that the lengths of the ducts / pipes are extended inwards with different temperatures. This induces stresses in the material, which leads to stresses for the radiator 100. This thus gives a thermal load to the cooling system, and especially to the radiator 100, which shortens its service life. Typically, the largest changes in temperature, i.e. when a cold radiator becomes hot and / or a fully closed thermostat 120 opens, also give the largest changes in voltage. The cooler 100 can only withstand a limited number of large changes in temperature and / or flow before its function is compromised.
    It is therefore an object of the present invention to reduce the thermal load for the cooling system and thereby obtain an increased half strength for the components contained in the cooling system.
    This object is achieved by the above-mentioned method according to the jug-drawing part of claim 1. The object is also achieved by the above-mentioned system according to the jug-drawing part of claim 32 and by the above-mentioned computer program and computer program product.
    Experiments have shown that the number of changes in the magnitude, frequency and direction of material stresses which cause the harmful stresses to the radiator 100 is the main cause of these changes. The changes in the stresses are thus caused by changes in the inner river, the so-called cooling river, and in the outer river. the viii saga ambient air, as well as the amplitude and frequency of temperature changes.
    The size of the internal river is determined by the thermostat 120 and by the speed of the water pump 110. The temperature of the internal river is determined by the heat flows in the cooling system, for example engine load and the use of exhaust brake and retarder brake. The external flow is determined by the speed of flue 130, speed wind 161 and / or the degree of opening / staging of the radiator shutter 140.
    By utilizing the present invention, the inner and / or outer surfaces are controlled to reduce wear on the radiator 100 and / or other components of the cooling system 400. Thus, the adjustable actuators in the cooling system 400 are controlled to reduce the degrading effect on the cooling system 400. For example, The thermostat 120, the water pump 110, the flue 130 and / or the radiator shutter 140 are regulated so that changes in the size, frequency and / or direction of the material stresses are reduced. This increases the service life of the radiator 100 and / or the components of the cooling system.
    By utilizing the present invention, the number of changes in the coolant flow and the coolant temperature are thus reduced. The number of changes of the cooling water flow is actively controlled by the thermostat 120. This can be achieved by an analysis of at least one future temperature profile T pred for a temperature for one or more components and of a spherical temperature Tcomplim for these one or more components in the cooling system. Through this analysis, the largest changes in temperature, for example cla a closed thermostat 120 can open and a cold cooler 100 become hot, reduced and / or avoided.
    In this document the thermostat 120 may be closed, it is said that the thermostat has an opening degree / thermostat position corresponding to the flow through the thermostat 120 to the cooler 100 Or equal to the nail; Q = 0, or may be open, that is, the river Q through the thermostat 120 to the radiator 100 Or larger than the nail; Q> 0. When the thermostat 120 is open, the river Q can thus be anything from very small, cid the thermostat 120 almost Or closed, to start, then the thermostat 120 Or completely app.
    Changes in the coolant flow between two open layers of the thermostat, for example from 100 1 / min to 150 1 / min, give a considerably smaller change in radiator temperature, and therefore also give a considerably lower thermal load for the radiator and / or the cooling system, than changes between a completely closed and an open layer for the thermostat 120. Therefore, mainly such changes are used between two open thermostat layers for the cooling fluid flow when controlling the cooling system according to the invention. It can be noted that a relatively small change has the coolant flow from a closed layer, for example a change from 0 1 / min to 20 1 / min, gives a larger change of the cooler temperature On a relatively strong change between two open layers, for example the above mentioned change from 100 l / min to 150 l / min. This is because the radiator 100 is cooled to the ambient air temperature when the thermostat 120 is closed, where the ambient air temperature is often significantly lower than the coolant temperature. 7 Thus, the control of the cooling system 400, the viii saga logic of the cooling system, is based on a prediction of the future load of the cooling system, whereby the number of large changes in thermostat position / degree of opening is minimized.
    In particular, the present invention minimizes the number of openings from a bar to any open position of the thermostat 120. In this document, the terms open position / thermostat as mentioned above include an at least partially open position / thermostat, i.e. essentially all degrees of opening from a position / thermostat with much small Opening to a completely Open position / thermostat.
    The control of the cooling system 400 is designed according to an embodiment. Also based on a prediction of components which can give high effect in energy exchange with the cooling circuit, such as prediction of retarder use, of powerful engine path and / or exhaust braking, so that the thermostat 120 opens in a controlled manner before the coolant temperature rises. when exchanging energy with the retarder oil cooler. This reduces the magnitude of the change and the thermal load on the coolant cooler in the coolant thermostat makes Iran stagnant to the up or half open level.
    In order to obtain a reduced derivative of the coolant temperature Tconprad the radiator 100 in the thermostat 120 can be opened, according to one embodiment.
    According to an embodiment, the control of the cooling system can be designed so that the cooling surface is not allowed to start unless the thermostat is completely open at night, whereby an influence of the external non-uniformity in the cooler 100 is minimized. This is because only certain cooling ducts / tubes and / or certain parts of the cooling ducts / tubes in the cooler will have time to heat up if the flap 130 is activated while the thermostat 120 is about to open, since the increased air flow of the flap gives a huge star cooling effect.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in: Figure 1 schematically shows a vehicle comprising a cooling system, Figure 2 shows a flow chart of the invention, Figure 3 shows a non- Figure 4 shows a non-limiting example of the use of an embodiment of the invention, Figure 5 shows a non-limiting example of the use of an embodiment of the invention, Figure 6 schematically shows a cooler, and Figure 7 schematically shows a control unit according to the present invention.
    Description of Preferred Embodiments Figure 2 shows a flow chart of the process of the present invention. In a first step 201 of the method, for example by a speed prediction unit 301 in the control unit 300, a prediction of at least one future speed profile vprAd is performed for a speed for the vehicle which comprises the control system. The one or more speed profiles vprAd are predicted for a road section 9 in front of the vehicle and can be based on information related to the road section ahead, such as a road slope for the road section and / or a speed limit for the road section.
    According to one embodiment of the present invention, the one or more future velocity profiles are predicted VI for the actual speed of the vehicle section in front of the vehicle by the prediction assuming the vehicle's current position and situation and looking ahead over the road section, the prediction being made based on a road section information.
    For example, the prediction can be performed in the vehicle with a predetermined frequency, such as with the frequency 1 Hz, which meant that a new prediction is completed every second, or with the frequency 0.1 Hz or 10 Hz. The road section for which the prediction is performed includes a predetermined distance in front of the vehicle, where this can be, for example, 0.5 km, 1 km or 2 km long. The road section can above be seen as a horizon in front of the vehicle, for which the prediction is to be performed.
    In addition to the above-mentioned vagal slope parameter, the above prediction may be based on one or more of a transmission mode, a corset, a current actual vehicle speed, at least one engine characteristic, such as maximum and / or minimum engine torque, a vehicle weight, an air resistance, a rolling resistance, a gear ratio in the gearbox and / or driveline, as well as a wheel radius.
    The slope on which the prediction can be based can be obtained in a number of different ways. The inclination of the road can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as GPS information (Global Positioning System). With the aid of the positioning information, the relation of the vehicle to the map data can be determined so that the vagal slope can be extracted from the map data.
    In several speed bump systems that exist today, map data and positioning information are used for speed bumps. Such systems may provide map data and positioning information to the system of the present invention, which reduces the complexity added to the determination of the slope.
    The road inclination on which the simulations are based can be obtained based on a map in combination with GPS information, on radar information, on camera information, on information from another vehicle, on positioning information and road inclination information previously stored in the vehicle, or on information obtained from traffic systems related to said road sections . In systems where the exchange of information between vehicles is used, Oven vaglutning estimated by a vehicle can be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
    In a second step 202 of the method, for example by a temperature prediction unit 302 in the control unit 300, a prediction of at least one future temperature profile Tpred for a temperature for the at least one component below the wagon section is performed. The prediction is based on at least one roof weight for the vehicle, on the information described above related to the road section in front of the vehicle and on the predicted in the first step 201 at least one future velocity profile vpred. According to an embodiment of the invention it comprises at least one component an engine oil in the engine 200, a retarder device, a cylinder material in the engine 200, an exhaust gas circulation device, an 11 turbo device, a gearbox in the vehicle, a compressor for a brake system in the vehicle, exhaust gases from the engine 200, an exhaust aftertreatment device, as a catalyst and / or a particulate filter, and an air conditioning system.
    According to one embodiment of the invention, the temperature profile Tpred may also be based on one or more of a predicted torque outlet from the engine 200, an engine speed, a gear selection for the vehicle gearbox, a component use in the vehicle, an air flow through the radiator 100, an ambient / atmospheric air pressure, an ambient temperature and known properties have engine and / or cooling system units.
    In a third step 203 of the method of the present invention, which may be performed, for example, by a cooling system control unit 303 in the control unit 300, the control of the cooling system is performed based on the predicted in the second step 202 at least one future temperature profile Tpred and on a threshold temperature Ip in the vehicle. The batch temperature 'pPim' is in this document a batch temperature, which includes one or more batch temperatures for one or more of the components in the cooling system respectively.
    The limit value temperature is compared in this document, for example, with the actual temperature Tcomp, which constitutes a collection temperature comprising one or more temperatures for the corresponding one or more of the components in the cooling system and the respective components, which is described in more detail below. The control is carried out according to the present invention with the intention of reducing a number of fluctuations, which may be large fluctuations, having an inlet temperature Tomp fluid in radiator for the coolant in the cooler 100 and / or with the intention of reducing the flow Q into the cooler di a star temperature derivative dT / dt for the 12 inlet temperature The empty radiator for the radiator is available, the viii saga cid temperature derivative dT / dt for the inlet temperature T ccmpfluid in radiator Exceeds one spruce value dT / dtlim for this derivative.
    According to an embodiment of the present invention, the spruce value dT / dtri, for the derivative, is related to changes in the input temperature Tromp fluid in radiator which also risk giving harmful cycles to the radiator. Father was thus put on the border guard dT / dtlirit said that such harmful cycling is avoided.
    According to an embodiment of the present invention, the spruce value dT / dtLm for the derivative is related to the half strength of one or more of the components included in the cooling system, the spruce value dT / dtlim being set to a value which positively affects the half strength of one or more of the components.
    According to one embodiment of the present invention, the threshold value dT / dtm for the derivative is related to a temperature dependence on the efficiency of one or more of the components included in the cooling system, (The threshold value dT / dtlim is set to a value which positively affects the efficiency of one or more of the components.
    According to an embodiment of the present invention, the spruce value dT / dtl, m for the derivative has the value 4 ° C / s.
    By means of the present invention, well-founded and active choices can be made for the control of the cooling system, since the control is based both on the predicted future temperature profile Tpred and on the spherical response temperature Tcomplim for the constituent components. In this way, the components can be used efficiently for the predicted future temperature profile Tpre without exceeding / under-exceeding their limit value temperatures Tcomplim. 13 Utilization may have been optimized with respect to the durability of the constituent components, it should be noted that decisions in the control of the cooling system which may require a life of the radiator 100 are given priority. Too many components Is it crucial to avoid excessive temperatures. For certain components, such as an EGR cooler (Exhaust Gas Recirculation), it is important, however, that excessively low temperatures are avoided in order to avoid precipitation in the form of condensate in the oil.
    For example, the thermostat 120, the water pump 110, the float 130 and / or the radiator shutter 140 can be regulated so that radiator wear due to the material stresses is reduced and so that a life of the radiator 100 is increased, for example by minimizing the number of changes from rod to any open position. thermostats 120.
    In this application, a number of temperatures are used to describe the present invention and its embodiments. Actual temperatures indicate instantaneous / present / radiating temperatures, which can also be seen as predictions of temperatures at which the vehicle is currently located, that is to say 0 meters in front of the vehicle. Predicted temperatures indicate have estimates of what the temperature will look like at different points in front of the vehicle as it moves, for example about 250 m, about 500 m, about 1 km or about 2 km.
    Some of these temperatures are defined as follows: - Tcomp describes an actual / present / erasing / instantaneous temperature for At least one component in the vehicle for which the cooling system regulates the temperature, where for example the engine 200 and the coolant can be such components.
    Thus, the actual temperature Tcomp is a collection temperature comprising one or more 14 temperatures for one or more of the components included in the cooling system.
    Tcompfplid specifically describes an actual temperature for the component coolant. As stated below, there are also specific coolant temperatures for other components of the cooling system, as this coolant temperature Tcomp fluid varies along the coolant flow through the cooling circuit. Thus, the actual temperature Tcomp fluid is a collection temperature comprising one or more temperatures for the cooling fluid at one or more of the components included in the cooling system.
    T -cm-up fluid radiator describes an actual coolant temperature in the component cooler 100, which is an average temperature of the coolant in the radiator, where this average temperature can be estimated, for example, based on an assumed coolant and / or temperature distribution in the radiator 100 and / or on an ambient temperature. . 'Comp fluid in radiator describes an actual coolant temperature at an input to the component cooler 100.
    Tcomp fluid motor describes an actual coolant temperature in the component motor 200.
    Tcomp glue describes a spruce temperature, which is an upper / lower spruce temperature, for at least one of the components. As described below, there are also specific spruce value temperatures defined for some of the components, for example for a turbo or for a retarder oil. The spruce temperature Tcomp lim Or the collective spruce temperature, which includes one or more spruce temperatures for one or more of the components in the cooling system respectively. If, for example, the actual temperature T, „Thp is compared with the spherical value temperature Tcomplim, then a comparison of the component temperatures in the actual temperature T„ p is made with one or more component temperatures in the sphere value temperature Tomplim corresponding to the input component sphere value temperatures.
    Tpred describes a prediction of at least one future temperature profile for the at least one component of the vehicle under a road section in front of the vehicle.
    In other words, T pred corresponds to an estimate of how the actual temperature Tderie. will look like the vague section ahead. Thus, the predicted temperature T pred constitutes a collection temperature comprising one or more predicted temperatures for one or more of the components included in the cooling system.
    Tpred fluid describes a prediction of a specific temperature for the component coolant. In other words, Tpred fluid corresponds to an estimate of what the actual coolant temperature Tcomp fluid will look like for the wagon section ahead. Thus, the predicted temperature T pred fluid constitutes a collection temperature comprising one or more predicted temperatures for the cooling liquid at one or more of the components entering the cooling system. 'f describes a reference temperature, which indicates when the thermostat 120 should open and / or shut off. The reference temperature 're' indicates a temperature 'at which the thermostat 120 is to be opened when it is reached from below with an increasing temperature, and is to be switched off when it is reached from above with a falling temperature. 16 - dT / dt describes time derivatives, the viii saga changes over time. Time derivative can be determined for the different temperatures in the system, such as for example the inlet temperature for the coolant in the cooler. Trump fluid in radiator - dT / dtlint describes a limit value for the temperature derivative dT / dt for different temperatures in the system, as for example the inlet temperature for the coolant in cooler Tromp fluid in radiator • The dT / dtlim limit value can be used to evaluate essentially all temperatures described in this document and their derivative / changes.
    For a cold condition, it viii saga di surroundings of the vehicle Or cold, Or according to an embodiment of the invention a cooling effect Pcooling for the radiator 100 hogre On a cooling effect spruce value Pcoo-ing thresh while a coolant temperature Trmpfluid radiator in the radiator Or store a laid coolant spruce value ' comp fluid radiator tires colt for the coolant in the radiator 100. The cooling radiator tires cold Tcmp fluid radiator tires cold can have corresponded to, for example, about - ° C. The cooling power sphere value Pcooling threshold can have corresponded to, for example, 100 kW.
    According to an embodiment of the present invention, the thermostat 120 should be kept closed as long as possible in the cold state defined above, where this extended closed state of the thermostat 120 is based on an analysis of the predicted future temperature profile Tpret and on one or more boundary temperature Tcomplj_m for one or several respective constituent components. Thus, it is analyzed how the predicted future temperature profile T pred for each of each component relates to the respective corresponding branch value temperature Tcomplim. 17 The demand of the closed state of the thermostat 120 tclosed is achieved by assigning a reference temperature 'ref, which is used for opening and closing the thermostat 120 by the reference temperature' ref indicating when the thermostat is to switch between an open and a closed state, a maximum permissible value Tref max am the future temperature profile Tpred indicates that the actual temperature Tcomp for each of the one or more components will be below the boundary value temperature Tcomplim if at least one of the components am a limited cooling by means of the cooler is applied. Thus, for example, the actual temperature Tcompfluid for the component cooling value may not exceed the threshold temperature Tcomplj_m P1 due to the required switching off of the thermostat 1; Temp fluid <'compThe maximum allowable value' ref „can, for example, correspond to about 10 ° C.
    This results in a required time tclosect with the thermostat closed before the thermostat 120 switches Over to its Open state.
    After the required time t - closed r the thermostat 120 yarit in its closed state, the thermostat is opened at the actual temperature 'camp fluid for the coolant Exceeds the maximum permissible value Trefmax. During this open state of the thermostat 120, according to an embodiment of the invention, in the cold state defined above, the reference temperature 'ref shall be assigned a minimum allowable value Tref min for example a yard corresponding to about 70 ° C, which means that the thermostat 120 changes from the Open state to the closed state Yid this minimum allowed was' ref pdp. The limited cooling must, according to the embodiment, be used to form the actual temperature Toomp fluid Or the cooling liquid to slowly sink down to the minimally added value Tref min, yid which the thermostat 120 shifts to its 18 stung state. By assigning the reference temperature 'ref the minimum to Atna value' ref min requires for a required time the peak fir thermostat 120 in its Open state before the thermostat is stung. However, if the temperature profile Tpred indicates that the actual temperature Teede will be Above the limit value temperature Tdcmplim for At least one component Teomp> Tcampi ± m so the condition for the limited cooling is no longer met, whereby the thermostat 120 mAste meet the cooling demand by Opna mer, det viii saga by controlling a larger flow Q through the cooler 100. After the larger cooling demand has been handled by a larger degree of opening of the thermostat 120, a return to the limited cooling takes place if the temperature profile Tpred indicates that the actual temperature Tdemp will be below the threshold temperature Te (mplid for all components Tramp <Tromp glue • The actual temperature Tcomp fluid is controlled to cool between the minimum 'ref min and maximum' ref max permissible values; 'ref min <' comp fluid <'ref max; IF the temperature profile Tpred indicates that the actual temperature Tdomp will be below the sphere temperature Teom pllm; Tcomp <'comp lim • In other words, the thermostat 120 is controlled to have a longer period time by raising / lowering the reference temperature Ti-Ff Si so that the result is to get as many cycles of the cooler 100 as possible if the temperature profile Tpred indicates that the temperature Te, p fir components during mink cooling will be below the limit value temperature Tampeim; Tcomp <Tramp lfm. The thermostat 120 obtains hir di first yid an increased reference value; Trump fluid> Tref max; respectively, stinger first at such a reference value; Trump fluid <'ref min • 19 Thus, by the controlled assignment of the maximum allowable value' ref max to the reference temperature 'ref when the thermostat 120 is in its closed state, the required time tclosed with the thermostat 120 closed. Correspondingly, by the controlled assignment of the reference temperature Tref, the minimum permissible value Trefniln when the thermostat is in its open state is obtained, the required time t-open with the thermostat 120 open. This together gives a required period time between two subsequent openings of the thermostat 120 due to the fact that larger variations in the actual temperature of the Tomp fluid are allowed. In other words, fewer cycles are obtained by the cooler 100 because each period takes longer, which is more gentle on the cooler 100. At the same time, the Teeme temperature for the components will not exceed the threshold temperature T «mplim for each component, since the assignments of the value to the reference temperature are based on the temperature profile Tpred • A robust and reliable control of the cooling system, which also reduces the wear on the radiator 100 and / or the cooling system, is therefore obtained by utilizing the present invention.
    According to one embodiment, the above-mentioned limited cooling, to be used in the cold state, is obtained by a cooling water flood Q of less than, for example, 5 liters per minute, or less than another lamp value in the range of 3-6 liters per minute, through the cooler 100. The limited the cooling can also be achieved by utilizing a passive air flow through the cooler, i.e. the flow and cooling in the cooling system 400 is obtained without the influence of energy consuming units, such as the pump 110 and / or the flue 130. The limited cooling can also be achieved by an active control. that is, by utilizing the cooling pump 110 and / or the flue 130, against a speed-defined relatively low reference temperature Tref.
    Figure 3 schematically illustrates a non-limiting example of how an actual temperature TeenTmdtor invention With the component motor 200 according to the present invention (solid curve) can look like dd the reference temperature Tref according to the embodiment is assigned the minimum permissible value Trefnun and the maximum permissible value 're f max • For comparison, an opening / closing temperature Trefprior art (S dashed line) is also displayed for a previous kand thermostat, which opens / closes cid the temperature condition Trefprior art UP is filled pd 'cant set. The temperature Tempmd tor prior art for the engine 200 that the use of this previously known conditional thermostat based on the opening / closing temperature would result in is shown Above (dotted line curve). It is clear from the example illustrated in Figure 3 that the time peak for the thermostat 120 in its open state before the thermostat is closed is required, whereby fewer cycles are obtained, through the embodiment compared with prior art; t -open> topen prior apt • According to an embodiment of the present invention, the radiator 100 is preheated to a predicted influence Qpred into the radiator 100 exceeding a spruce value Qilm for the above-defined cold state, the viii saga dO the environment of the vehicle is cold so that the cooling effect Pcocfmg for the cooler 100 is higher than a cooling power limit value PondHndfmres at the same time as a coolant temperature Tomp fluid radiator in the cooler Or lower than a laid coolant spruce value TcornpflidracHator tbresccid for the coolant in the cooler 100. The predicted inflow Qpred into the cooler T predetermined temperature has determined in turn is determined based on, among other things, the future velocity profile vpred • Thus, the radiator 100 is heated up gently before the predicted large inflow 0 .pred into the 21 radiator, the viii saga inflow that Exceeds the ground value QL ,, changes into the radiator 100.
    According to one embodiment, the preheating is effected by gradually increasing the flow Q into the cooler 100, whereby the coolant temperature Tcomp f-uld „Hato_ in the cooler is also gradually increased. This allows the predicted large temperature shift in the radiator 100 to be significantly reduced, which reduces wear on the radiator.
    The preheating of the radiator by a gradual increase of flow Q through the radiator can also be supplemented by a closing of the radiator shutter 140, which gives a reduced air flow, and / or a control of the coolant blade surface by the radiator 100 by means of an adjustable coolant pump 110. The preheating results in a gentle and in the past challenge raising the cooling water temperature Tcomp fluid radiator in the radiator 100.
    When the pre-preheating of the cooler is complete, a limited cooling can be applied by means of the cooler 100 at a temperature derivative where the temperature of the fluid for the coolant exceeds a change ground value (dT / dt) limcoud. In this document, a temperature derivative is a time derivative of the temperature, i.e. a change of the temperature over a time interval. Thus, the limited cooling is used when the temperature derivative dT / dt for the temperature Tcomp fluid is predicted to be rigid.
    The limited cooling can be obtained by limiting an opening of the thermostat 120 to such an extent that the predicted future temperature profile T pred indicates that a temperature Icomp for the at least one component is lower than the gram value temperature Tcuptplj_m for each component; T, mp <Tcomplim. The preheating acts here as a buffer, since the actual temperature Tcomp fluid for the cooling fluid is reduced by 22 heating at its predicted temperature derivative dT / dt is greater than the low limit value for the temperature derivative (dT / dt) lid cold- The heating can then pay until the thermostat 120 can be kept closed at the same time as the temperature derivative dT / dt for the actual temperature Tcomp fluid for the coolant is greater than the low threshold value for the temperature derivative (dT / dt) fire-cold, or cm the actual temperature Tcmp fluid for the coolant reaches its threshold temperature Tcomplim.
    The power into the radiator 100 can thus be controlled by controlling the flow Q through the radiator 100, whereby a reduced ft: 3rd Q reduces the heat exchange in the radiator. Thus, the flow Q through the cooler is minimized by 100 at the temperature derivative dT / dt Or greater than the low threshold value for the temperature derivative (dT / dt) llmooimd.
    By extracting energy from the cooling circuit in the past, which is achieved by lowering the actual temperature Tconrofillid for the cooling liquid, a buffer is built up, which can be used if the flood is to be minimized and the temperature derivative dT / dt Or greater than the low sphere value for the temperature derivative (dT / dt) lira cold • The buffer is thus built up by utilizing the color heating. The condition that the temperature Toomp for the at least one component must be lower than the limit value temperature Tcompl; _m for each component; Tcomp <Tomplim; determines how much the flow Q through the cooler 100 can be limited.
    Thus, the thermostat 120 is opened before it has been obtained according to prior art, it is ascertained, based on the prediction of temperature profile Tpred, that the flow Q through the cooler 100 will exceed the river boundary value Qlirit. This gives a gentle cooling because "temperature spikes", the viii saga short periods with very strong temperature derivatives dT / dt, the viii saga cid the temperature derivative dT / dt exceeds a spike value 23 dT / dtlim for the derivative, has the temperature Tomp fluid in radiator for the cooling water at the cooler input, which had arisen with prior art, can be reduced considerably if the thermostat 120 can be kept closed. If the thermostat 120 cannot be kept closed due to the need for cooling, the gentle cooling is obtained by the reduced power which is achieved by the reduced flow Q through the cooler 100.
    According to an embodiment of the invention, the opening of the thermostat is limited so much that the thermostat remains closed, whereby the temperature derivative dT / dt for the coolant temperature Tcomp fluid in radiator at the input to the cooler 100 becomes equal to zero, dT / dt = 0.
    Figure 4 schematically illustrates a non-limiting example of how a coolant temperature Tcmp fluid engine at component engine 200 of the present invention (solid curve) and coolant temperature I cmp fluid in radiator in component cooler 100 (solid curve) can be seen when the embodiment is applied. For comparison, a coolant temperature number Tcmp fluid engine prior art is also illustrated at component engine 200 according to prior art solutions (dashed curve) and the corresponding coolant temperature number Tcmp fluid in radiator prior art in the radiator 100 (dashed curve), which results from prior art control based on the use of a thermostat and an opening / closing temperature Trefpr ior art for the thermostat 1 (solid line). It is clear from the figure that the preheating by means of the cooler and the limited cooling so that "temperature spikes" which have occurred with previous known solutions can be reduced when the present invention is applied; dT / dT invention <dT / dtpri or art; This reduces wear on the radiator 100. In other words, the temperature derivative dT / dt often exceeds the threshold value dT / dtLm for the derivative as previously known technology is used. When the present invention is utilized, 24 measures, such as reduction of flow into the cooler, are included in the threshold value dT / dtLm for the temperature derivative dT / dt, which means that flatter curves with lower highest values are obtained when the invention is obtained, which reduces the invention. its negative effect / impact on the radiator.
    A pre-cooling of the cooling liquid, i.e. a decrease in the actual cooling liquid temperature Tmfluid, can, according to an embodiment of the present invention, be applied when the ambient temperature is high, to constitute an energy buffer in the cooling system. The buffer can be used at reduced flow Q into the cooler 100 am the temperature derivative dT / dt gets the actual temperature Tcomp for any of the components Or greater On the high ground value for the temperature derivative (dT / dt) glue warm. The temperature change over time, the viii sdga temperature derivative dT / dt can, for example, be severe when a retarder brake is used on a downhill slope, in the event of a strong engine path and / or in exhaust braking. Retarder brakes generate a lot of heat in a short time, resulting in a star derivative for the coolant temperature TcompfluidEdr is arranged, to reduce wear on the radiator 100, a pre-cooling of the coolant Tcomp fluid am the future temperature profile Tpred indicates that a temperature derivative dT / dt has the temperature Tcomp fluid far any component will exceed a high cooling value for the temperature derivative (dT / dt) limw „at the same time as an actual cooling water temperature Tcompfluid radiator in the radiator 100 Or higher On a high cooling water pressure value TcoriTfLuidradiat or threshold warm far the cooling value in the cooler 100. This high heat radiator Tc The heat for the cooling water can, for example, correspond to about 60 ° C, or another ambient temperature in the range ° C to 6 ° C. According to the embodiment, cooling of the cooling water can be performed with advantage while a passive cooling is used, the viii saga with the thermostat 120 At least partially open .
    The pre-cooling is effected according to this embodiment by opening the thermostat 120, after which a passive cooling by means of the cooler 100 is carried out until the actual coolant temperature Ico „p f-uid reaches a temperature threshold of Trump fluid lira, for example about 60 ° C, depending on hardware limits, e.g. when precipitates of condensate in the oil occur and cannot be fed, and / or the actual temperature 1, omp for any component when its limit value temperature Tcompl; _m and / or that the future temperature profile T pred indicates that a temperature Tcmp for one or more components is below spruce value temperature Tcomp glue for each component. As an example, the Tcomp turbo temperature for a turbo has a value corresponding to about 1 ° C, so the cooling power needed not to exceed this Tcomp turbo temperature can require an actual temperature for the Toomp fluid coolant corresponding to about 90 ° C and a flow Q to the radiator corresponding to 400 liters per minute. The pre-cooling according to the embodiment creates a buffer in the cooling system, which according to the embodiment can be used to reduce the flow Q through the cooler 100 during the change. Over time dT / dt has the temperature 'Comp fluid for the coolant will exceed the high spruce value for the temperature derivative (dI / dt) glue warmr S ca that a gentle limited cooling by means of the cooler 100 is obtained.
    According to an embodiment of the invention, the limited cooling of the cooling liquid Tcomp fluid is applied after the pre-cooling by means of the cooler 100 Or slutford. The future temperature profile Tpred based on which the limited cooling is controlled has been determined taking into account that the temperature derivative dT / dt for the temperature comp fluid for 26 coolant exceeds the high limit value for the temperature derivative (dT / dt) glue warm.
    The limited cooling by means of the cooler 100 can then be obtained by opening the thermostat 120 so little, that is to say that its opening is limited so much that the future temperature profile T pred indicates that an actual temperature Tnomp for one or more components is lower than the limit value temperature Tcomplj_m for each component. The limited opening of the thermostat 120 may have a minimal opening, which may correspond to a rod thermostat 120. Thus, even the limited cooling by means of the cooler may consist of a minimal cooling by means of the cooler 100, which may correspond to a non-cooling by means of the cooler ( it viii saga that the thermostat is turned off).
    By means of the embodiment, the thermostat 120 is thus controlled to maintain a reduced opening of the thermostat 120 during the entire process with the large temperature derivative dT / dt for the temperature Tcomp fluid for the cooling liquid.
    Figure 5 schematically illustrates a non-limiting example of how an actual coolant temperature 'comp fluid motor invention for the component motor 200 of the present invention (solid curve) is the result of a topography with a downhill slope using, for example, retarder braking and of a limited thermostat top invention ( solid curve) then the embodiment is applied. For comparison, a coolant temperature 'comp fluid engine prior art for the component engine according to previous known solutions (dashed curve) and corresponding thermostat openings m ropen prior art (dashed curve) for the same topography are also illustrated.
    It can be seen from Figure 5 that the pre-cooling according to the embodiment creates a buffer by lowering the coolant temperature Tcomp fluid motor 27 invention according to the invention to a significantly lower value than the coolant temperature TaonT fluid engine prior art according to prior art solutions. Therefore, when the temperature rise begins, the coolant temperature Tcumpfluidmotor invention according to the invention starts the increase from a considerably lower level, which can be used to keep a minimum flow Q through the cooler so that a gentle limited cooling by means of the cooler 100 is obtained. Previously known solutions had risked resulting in a sharp increase in flow Q to the radiator in a short time, with large changes. Over time dT / dt the temperature has Tcomp fluid, which has a negative effect on the coolant's half-strength. Father previously known solutions, Oven an extensive use of the flat 130 had probably become necessary father to keep the temperature down, which consumes fuel. The cooling fluid temperature Tcomp fluid motor invention at the component engine has according to an embodiment of the invention higher priority On optimally controlling the flow Q through the radiator 100 at large temperature derivative dT / dt for the temperature 'romp fluid • Thus the flow through the radiator must not be kept down at the expense of a or several components risk overheating as their respective spruce values are exceeded due to the bearing surface.
    According to an embodiment of the present invention, an inlet temperature T comp f-uid in radiator is maintained when the cooling liquid enters the cooler 100, i.e. the temperature of the cooling liquid when it enters the cooler is substantially constant when the ambient temperature Or hog and am a temperature imbalance is predicted. arise in the cooling system. The future temperature imbalance in the cooling system is thus identified according to the embodiment by analysis of the future temperature profile T prod. Such a temperature imbalance can, for example, arise at the caftan of varying character, for example due to variations in topography or speed. An example of such a crossover 28 is rolling motorways, for which, for example, the motor load changes during travel due to the topography. The ambient temperature is high at an actual coolant temperature. Tamp fluid is higher than a high coolant sphere value T comp fluid thresholds warm for the coolant in cooler 100, where the high coolant sphere value T coup fluid thresholds warm can have a value corresponding to about 90 ° C. A substantially constant inlet temperature T comp fluid in radiator for the radiator 100 can be provided by a disturbance of the cooling system to meet a predicted cooling demand. The predicted cooling demand is determined based on the future temperature profile T pred- Gen = to predict the future cooling demand a decision can be made to use an active control of the cooling water pump and / or of the thermostat 120, which cid is controlled so that the small fluctuations in the cooling demand can met by the variable cooling performance.
    As a result, a substantially constant inlet temperature Tcomp fluid in fadiato / for the cooler can be obtained through the control.
    Figure 6 schematically shows a cooler 600, which has an inlet 601 and an outlet 602, where coolant can pass in 601 and out 602 respectively from the cooler 600. At the inlet 601, and connected to the inlet 601, there is a first container 611, from which a number of cooling channels 620 extends to a second container 612, which is connected to the cooling channels 620. The cooling liquid coming to the cooler 600 has an inlet temperature Tcompf-uid inlet 601. The inlet id in radiator V Or is arranged in a first spirit of the first container 611. When the coolant passes through the first container 611 its temperature and in the second spirit of the container, the coolant has a second temperature Tcompfluid 2, which Or low On the inlet temperature Tompfluld lu radiator yid inlet 601. By, according to the embodiment, controlling the cooling system assesses a predicted cooling need maintains a substantially constant 29 inlet temperature Tamp fu id in radiator for the radiator, which also means that an equilibrium between the other the temperature Tcmpfluid 2 and the inlet temperature T comp fluid in radiator are obtained, where the equilibrium gives a relatively small temperature difference between the second temperature Tcomp fluid 2 and the inlet temperature Tcomp fluid in radiator- Without the control of the cooling system according to the embodiment, inlet temperature Tcompflid d in radiator may vary considerably more than when the embodiment of the invention is used. Larger variations would give a higher temperature derivative dT / dt, which would also result in harmful cycling of the radiator 600.
    Those skilled in the art will appreciate that a method of controlling a cooling system according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually forms part of a computer program product 703, while the computer program product comprises a suitable digital storage medium on which the computer program Or is stored. Said computer readable medium consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
    Figure 7 schematically shows a control unit 300. The control unit 300 comprises a computing unit 701, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculating unit 701 is connected to a memory unit 702 arranged in the control unit 300, which provides the calculating unit 701 e.g. the stored program code and / or the stored data calculation unit 701 need to be able to perform calculations. The calculating unit 701 is also arranged to store partial or final results of calculations in the memory unit 702.
    Furthermore, the control unit 300 is provided with devices 711, 712, 713, 714 for receiving and transmitting input and output signals, respectively. These input and output signals may include waveforms, pulses, or other attributes, which of the input signals receiving devices 711, 713 may be detected as information and may be converted into signals which may be processed by the calculating unit 701. These signals are then provided to the calculating unit 701. The devices 712 714 for transmitting output signals Or arranged to convert signals received from the bending unit 701 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the cooling system.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. The connections 131, 132, 133, 134 shown in Figure 1 can also be constituted by one or more of these cables, buses, or wireless connections.
    One skilled in the art will appreciate that the above-mentioned computer may be constituted by the storage unit 701 and that the above-mentioned memory may be constituted by the memory unit 702.
    Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of 31 electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system may comprise a large number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure V, which is a choice for those skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 300. However, the invention can also be implemented in whole or in part in one or more other control units already existing in the vehicle or in a control unit dedicated to the present invention.
    According to one aspect of the present invention, there is provided a control system arranged to control the cooling system described above in a vehicle. The control system comprises a speed prediction unit 301 (shown in figure 1), which is arranged to, in the manner described above, perform a prediction of at least one future speed profile Vpred for a speed for the vehicle, where this prediction may be based on information related to the the leading vaginal section. The control system also comprises a temperature prediction unit 302 (shown in Figure 1), which Or is arranged to perform a prediction of At least one future temperature profile Tpred for a temperature for the at least one component 200, 210, which is based at least on a roof weight of the vehicle, on information The control system also comprises a cooling system control unit 303 (shown in Figure 1), which is arranged to perform the control of the cooling system based on the at least one future temperature profile Tpred and on a limit value temperature. rompfOr respectively at least one 32 component 200, 210 in the vehicle. The control is performed so that a number of fluctuations have an input temperature Tccmpflu. id in radiator for the coolant into the cooler 100 is reduced and / or so that a magnitude of the flow Q into the cooler 100 is reduced when a star temperature derivative dT / dt is reached the inlet temperature Tcomp fluid in radiator is present, the viii saga am temperature derivative dT / dt is starre an gransvardet dT / dt lim far derivatan.
    By utilizing the control system according to the present invention, the rivers in the cooling system are controlled so that the wear on the cooler 100 and / or other components in the cooling system is reduced. For example, the thermostat 120, the water pump 110, the float 130 and / or the radiator shutter 140 can be regulated so that the size, frequency and / or direction of changes in the material stresses have components reduced. This increases the service life of the radiator 100 and / or the cooling system 400.
    Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 500, for example a truck or a bus, comprising at least one cooling system.
    The present invention is not limited to the embodiments of the invention described above but relates to and encompasses all embodiments within the scope of the appended independent claims. 33
    权利要求:
    Claims (4)
    [1]
    A speed prediction unit (301), arranged to perform a prediction of at least one future speed profile Vpred for a speed for said vehicle (500) during a wagon section in front of said vehicle is performed;
    [2]
    A temperature prediction unit (302), arranged to perform a prediction of at least one future temperature profile Tpred for a temperature for said at least one component (200, 210) under said wave section, wherein said prediction of at least one future temperature profile T pred is based on at least on a roof weight the said vehicle, on information related to the said road section and on the said at least a future speed profile v nrcd; characterized by a cooling system control unit (303) arranged to perform said control of said cooling system based on said at least one future temperature profile Tpred and on a spherical temperature Tamplim, said at least one component (200, 210) in said vehicle; wherein, if a temperature derivative dT / dt for an inlet temperature Tcompf-u id in radiator for said cooling water into said cooler (100) exceeds a threshold value dT / dtlim for said temperature derivative, said control of said cooling system (500) is performed so that a reduction achieved for at least one of:
    [3]
    3. a number of fluctuations have an inlet temperature Tcomn fluid in radiator for said cooling water into said cooler (100); and
    [4]
    4. and a magnitude for a flood Q into said cooler (100). 1/7
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    同族专利:
    公开号 | 公开日
    SE1350514A1|2014-10-26|
    SE537306C2|2015-03-31|
    DE112014001722B4|2019-12-19|
    KR20160003074A|2016-01-08|
    KR101789268B1|2017-11-20|
    WO2014175812A1|2014-10-30|
    DE112014001722T5|2015-12-17|
    US9822691B2|2017-11-21|
    SE539027C2|2017-03-21|
    US20160061093A1|2016-03-03|
    BR112015024993A2|2017-07-18|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350514A|SE539027C2|2013-04-25|2013-04-25|Procedure and system for controlling a cooling system|
    SE1450478A|SE537306C2|2013-04-25|2014-04-23|Method and system for controlling a cooling system in a vehicle|SE1450478A| SE537306C2|2013-04-25|2014-04-23|Method and system for controlling a cooling system in a vehicle|
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