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WO2003038251A1 - Procede, programme informatique et appareil de commande et/ou de regulation, servant au fonctionnement d'un moteur a combustion interne, et moteur a combustion interne - Google Patents

Procede, programme informatique et appareil de commande et/ou de regulation, servant au fonctionnement d'un moteur a combustion interne, et moteur a combustion interne Download PDF

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Publication number
WO2003038251A1
WO2003038251A1 PCT/DE2002/003517 DE0203517W WO03038251A1 WO 2003038251 A1 WO2003038251 A1 WO 2003038251A1 DE 0203517 W DE0203517 W DE 0203517W WO 03038251 A1 WO03038251 A1 WO 03038251A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
temperature
cylinder head
cooling device
Prior art date
Application number
PCT/DE2002/003517
Other languages
German (de)
English (en)
Inventor
Manfred Schmitt
Oliver Gerundt
Herbert Windisch
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to JP2003540498A priority Critical patent/JP4351054B2/ja
Priority to EP02779109A priority patent/EP1440228B1/fr
Priority to DE50210521T priority patent/DE50210521D1/de
Publication of WO2003038251A1 publication Critical patent/WO2003038251A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/089—Safety, indicating, or supervising devices relating to engine 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
    • 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
    • F01P2025/31—Cylinder 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
    • F01P2025/33—Cylinder head temperature

Definitions

  • the invention initially relates to a method for operating an internal combustion engine, in which thermal energy is removed from a region of the internal combustion engine by a cooling device by means of a cooling fluid, in which the temperature is recorded at least at one location of the internal combustion engine, and in which the cooling device is operated from depends on the recorded temperature.
  • a control unit receives signals from temperature sensors which detect temperatures of the engine block, the cylinder head and the cooling water.
  • An electrically driven cooling water pump and valves in the cooling circuit are controlled by a control unit in such a way that none of the temperatures detected by the sensors exceed a predetermined maximum.
  • the operation of the Cooling device depends on the operating state or the temperature of areas of the internal combustion engine.
  • the temperatures are recorded at those points of the internal combustion engine which react only relatively slowly to changes in the thermal operating state of the internal combustion engine. The reason for this is that the places that are actually highly thermally stressed are not accessible.
  • the known cooling circuit and the corresponding method must be cooled more than this per se would be required. This in turn reduces the efficiency of the internal combustion engine.
  • the fuel consumption of the internal combustion engine is also increased indirectly, since the cooling water pump is operated with a greater output than is necessary.
  • the present invention therefore has the task of developing a method of the type mentioned at the outset in such a way that the efficiency of the internal combustion engine is better and less fuel is consumed in the operation of the internal combustion engine.
  • a temperature is used to influence the cooling device, which reproduces the thermal state of the highly stressed areas inside the internal combustion engine very well and spontaneously.
  • the corresponding sensor signal thus responds directly to changes in the operating state of the internal combustion engine. A "lagging behind" of the recorded temperature in relation to the component temperature at the actually relevant point is therefore not available, or at least not to a relevant extent, in the method according to the invention.
  • Cylinder head gasket can be integrated.
  • the cooling device can react spontaneously to the different operating states of the internal combustion engine.
  • the otherwise required safety margins, with which it has previously been intended to prevent the thermally highly stressed components inside the internal combustion engine from being overloaded, can therefore be lower in the method according to the invention or can be eliminated entirely.
  • the internal combustion engine therefore works with a higher degree of efficiency in many operating states.
  • the fuel consumption of the internal combustion engine is reduced because the cooling device, and here in particular one Coolant pump, can work in many operating states of the internal combustion engine with a lower output.
  • the temperature on a sealing surface of a cylinder head facing the cylinder head gasket be recorded at a point which, in terms of temperature, correlates with the temperature at a thermally highly stressed location of a cylinder head, which is located on the combustion chamber side of the cylinder head next to the Exhaust valve is.
  • the area in the cylinder head near the exhaust valve is relatively difficult to access for the cooling fluid. For this reason, this area is subject to the greatest thermal stress in many types of internal combustion engines.
  • the temperature of the cooling fluid be detected and the operation of the cooling device also depends on the detected temperature of the cooling fluid.
  • a state of the coolant that is particularly relevant for the operation of the internal combustion engine is present when boiling bubbles occur in the coolant.
  • Such bubble boiling in turn depends to a considerable extent on the temperature of the cooling fluid.
  • the cooling device can therefore be influenced with even greater precision.
  • the occurrence of bubble boiling is also influenced by the temperature of the wetted surface. Knowing their temperature is therefore also helpful in predicting the occurrence of bubble boiling.
  • a component temperature is measured on a sealing surface of a cylinder facing the cylinder head gasket at a location that is closest to an adjacent cylinder, and that the temperature of the cooling fluid in a flow space between the two adjacent cylinders is recorded.
  • the flow volume of the cooling fluid between two adjacent cylinder liners is relatively low and at the same time the component temperature on the cylinder is comparatively high. Bubble boiling of the cooling fluid will therefore most likely occur first at this point.
  • the thermally critical areas can differ from internal combustion engine to internal combustion engine. They are preferably determined in advance by tests for each type of internal combustion engine.
  • the operation of the cooling device is influenced in such a way that the desired temperature is kept approximately constant at the location of the component which is located within the internal combustion engine and is difficult or impossible to access. As a result, the thermal Alternating load on the component is minimized and the service life of the component is further extended.
  • a possible operating strategy also consists in influencing the operation of the cooling device in such a way that bubble boiling does not occur anywhere in the coolant during operation of the internal combustion engine. This is a comparatively safe operating strategy, since in the case of strong bubble boiling, the heat transfer from the components of the internal combustion engine to the cooling fluid drops significantly, which leads to a reduced cooling capacity of the cooling device. As a result, there is a risk of the internal combustion engine overheating, with corresponding adverse effects on the service life of the internal combustion engine.
  • the operation of the cooling device is influenced in such a way that, during operation of the internal combustion engine, slight bubble boiling occurs in the coolant, at least in some areas, such that
  • Heat transfer coefficient or the heat flow density in the corresponding area is approximately maximum. This development takes advantage of the physical effect that the heat transfer coefficient is greater in the case of slight bubble boiling than in an operating state in which no bubble boiling occurs. In the case of slight bubble boiling, the heat is best dissipated from the corresponding component into the cooling fluid. However, care must be taken to ensure that the bubble boiling does not become too strong and the heat transfer from the component into the cooling fluid breaks down as a result.
  • the volume flow and the temperature of the cooling fluid are influenced such that the desired component temperature is achieved with the lowest possible delivery rate of the cooling device.
  • Such a control principle is easy to implement and leads due to the lowest possible delivery rate of the cooling device for a significant fuel saving.
  • a further embodiment of the method according to the invention provides that the operation of the cooling device is influenced in such a way that a lubricant with which moving parts and / or bearings of the internal combustion engine are lubricated has approximately a desired temperature during operation of the internal combustion engine.
  • the lubricant preferably has optimum lubrication properties at the desired temperature, which leads to favorable wear behavior, longer service life of the moving parts and the bearings and lower fuel consumption.
  • the invention also relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory.
  • control and / or regulating device for operating an internal combustion engine. It is particularly preferred if the control and / or regulating device comprises a memory on which a computer program of the above type is stored.
  • the invention also relates to an internal combustion engine, with a combustion chamber, with a cooling device which removes thermal energy from an area of the internal combustion engine by means of a cooling fluid, with at least one temperature sensor which detects the temperature at a location of the internal combustion engine, and with a device, which influences the operation of the cooling device depending on the signal from the temperature sensor.
  • the temperature sensor is arranged at a location of a cylinder head gasket of the internal combustion engine, which is selected so that its temperature at least substantially correlates with the temperature at a location of a component of the internal combustion engine, which is thermally highly stressed, located within the internal combustion engine and only is difficult or not accessible at all.
  • the temperature sensor be integrated in a cylinder head gasket of the internal combustion engine.
  • the advantages according to the invention can thus also be achieved in an internal combustion engine, the actual components of which remain unchanged, but which is equipped with a corresponding cylinder head gasket.
  • the corresponding internal combustion engine is therefore inexpensive to manufacture and retrofitting is also possible.
  • the internal combustion engine comprises a control and / or regulating device of the above type.
  • FIG. 1 shows a schematic diagram of an internal combustion engine with an engine block, a cylinder head and a cooling device
  • FIG. 2 shows a perspective top view of a region of the cylinder head of the internal combustion engine from FIG. 1; Fig. 3; a top perspective view of a portion of the engine block of the internal combustion engine of FIG. 1;
  • Fig. 4 a detail of the representation of Fig. 3;
  • FIG. 5 a diagram in which the near one
  • Fig. 6 three diagrams in which the load of the
  • Internal combustion engine the speed of a vehicle in which the internal combustion engine is installed and the temperature occurring over time when using a first control strategy of the cooling device in the vicinity of the exhaust valve of the cylinder head of the cylinder head;
  • Fig. 7 four diagrams in which the load of the
  • FIG. 8 four diagrams similar to FIG. 7 for a third control strategy of the cooling device
  • Figure 10 four diagrams showing the load of the
  • An internal combustion engine bears the overall reference number 10 in FIG. 1. It comprises an engine block 12 to which a cylinder head 14 is connected. A cylinder head gasket 16 is arranged between the engine block and the cylinder head 14. The internal combustion engine 10 is installed in a motor vehicle, not shown in the drawing, and is used to drive it.
  • the engine block 12 is cooled by a cooling device 18.
  • This comprises an electrically driven cooling water pump 20 which is connected on the outlet side to the engine block 12 and indirectly to the cylinder head 14 (indirectly insofar as the cooling water flows from the engine block 12 into the cylinder head 14 through corresponding channels (not shown) and openings in the cylinder head gasket 16 ).
  • a cooling water line 22 leads from the cylinder head 14 to a valve 24, by means of which the cooling water flow flows into a line 26, which leads via a heat exchanger 28 to the electrical cooling water pump 20. and can be branched into a bypass line 30, which leads directly to the electric cooling water pump 20 bypassing the heat exchanger 28.
  • Combustion air is supplied to the cylinder head 14 via an intake pipe 32 in which an electrically adjustable throttle valve 34 is arranged.
  • the hot combustion exhaust gases are discharged via an exhaust pipe 36.
  • the operating state of the internal combustion engine 10 is detected by a plurality of sensors: three temperature sensors 38, 40 and 42 are integrated in the cylinder head gasket 16. This can be done, for example, by printing PTC resistors onto the cylinder head gasket 16 using the screen printing method.
  • the location of the temperature sensor 38 can be seen from FIG. 2: This shows the area of a cylinder 44 in the cylinder head 14. 2 can be seen in FIG. a valve plate 46 of an exhaust valve and valve plates 48a and 48b of corresponding intake valves. Also shown is a sealing surface 50 on the cylinder head 14 which surrounds the cylinder 44 and is machined flat. A location 51 at which the temperature sensor 38 is arranged in the installed position lies in the region of the sealing surface 50 in the vicinity of the valve plate 46 of the exhaust valve.
  • the temperature sensor 38 is arranged on the cylinder head gasket 16 facing the cylinder head 14.
  • FIG. 3 shows the cylinder 44 and adjacent cylinders 43 and 45 in the engine block 12.
  • the pistons (without reference numerals) can be seen inside the cylinders 43, 44 and 45 and a flow chamber 52 surrounding the individual cylinders 43, 44 and 45, through which cooling water flows when the internal combustion engine 10 is operating.
  • the one temperature sensor 40 is arranged in the region of a flat machined sealing surface 54 of a cylinder liner (without reference number) of the cylinder 43, specifically at that point which is directly adjacent to the cylinder 44 lying next to it, and it is arranged on the cylinder head gasket 16 facing the engine block 14.
  • the temperature sensor 42 is arranged on the flow space 52 between the two cylinders 43 and 44 directly next to the temperature sensor 40. Since the temperature of the cooling water is to be measured with the temperature sensor 42, there is no cover layer on the cylinder head gasket 16 pointing to the engine block 12 at the location of the temperature sensor 42.
  • a temperature sensor 56 eats the temperature of the lubricating oil present in an oil sump 58 (see FIG. 1).
  • a speed sensor 60 detects the speed of a ' crankshaft 62 of the internal combustion engine 10.
  • a hot film air mass meter (hereinafter abbreviated to "HFM sensor”) bears the reference number 64, is arranged upstream of the throttle valve 34 in the intake pipe 32 and detects the air mass, which gets into the combustion chambers of the internal combustion engine 10. This in turn is representative of the load of the internal combustion engine 10.
  • All sensors 38, 40, 42, 56, 60 and 64 deliver corresponding signals to a control and regulating device 66.
  • This in turn controls the throttle valve 34 in the intake pipe 32 and the electric cooling water pump 20.
  • the valve 24 is also controlled by the control and regulating device 66.
  • the position of the temperature sensor 38 is selected such that the temperature tml measured by the temperature sensor 38 during operation of the internal combustion engine 10 correlates with the temperature tk, which is in the Operation occurs at a location immediately adjacent to the valve plate 46 of the exhaust valve in the wall of the cylinder head 14 on the combustion chamber side. This location is identified in FIG. 2 by a cross with the reference number 68.
  • the highest temperatures occur at the point in the cylinder head 14 of the internal combustion engine 10 shown here during the operation of the internal combustion engine 10. This point is therefore subject to particularly high thermal loads.
  • the correlation of the measured values tml with the temperature tk was also determined for the internal combustion engine in preliminary tests.
  • FIG. 6 A first, comparatively simple control strategy of the cooling device 18 can be seen from FIG. 6:
  • the air filling rl detected by the HFM sensor 64 is typical for a period extending over a period t. Operating cycle of the internal combustion engine 10 shown.
  • the air charge rl corresponds to the current engine load in the internal combustion engine shown here.
  • the amount of fuel injected can also be used as a criterion for the current engine load in certain operating states.
  • a second diagram in FIG. 6 shows the speed V of the motor vehicle in which the internal combustion engine 10 is installed. Since the heat exchanger 28 in the cooling device 18 is acted upon to a substantial extent by the wind of the motor vehicle, the speed V of the motor vehicle has a direct influence on the action of the heat exchanger 28 and thus on the operation of the cooling device 18.
  • the cooling device 18 is controlled on the basis of the measured values tml supplied by the temperature sensor 38, on the one hand the electric cooling water pump 20 and on the other hand the valve 24 in such a way that the temperature tk at the thermally most stressed point 68 in the cylinder head 14 of the internal combustion engine 10 is essentially constant and in corresponds approximately to the temperature tkmax which is permissible in continuous operation for the material from which the cylinder head 14 is made.
  • the signal from the temperature sensor 38 is fed to the control and regulating device 66, which controls the valve 24 in such a way that a desired temperature of the coolant is reached and which controls the electric cooling water pump 20 so that a desired cooling water volume flow is present.
  • the temperature of the cooling water can be monitored via the signal from the temperature sensor 42.
  • FIG. 7 A second possible control strategy of the cooling device 18 will now be explained with reference to FIG. 7: First, the same operating cycle as in FIG. 6 is plotted, i.e. the same course of the air filling rl and the vehicle speed V. However, the cooling device 18 is no longer regulated with regard to the maximum permissible component temperature, but with a view to reliably avoiding the state of "bubble boiling" in the cooling water of the cooling device 18.
  • Such bubble boiling i.e. the formation of vapor bubbles within the cooling water, can occur in those areas of the flow space 52 in which, for example, when the cooling water pump 20 is switched off while the internal combustion engine 10 is warming up, but also during normal operation of the internal combustion engine 10, the highest cooling water temperatures occur.
  • An important influencing factor for the possibility of the occurrence of bubble boiling is also that Temperature tw of a wall, which limits the area in which the high cooling water temperatures occur.
  • the corresponding locations within an internal combustion engine can be detected by, for example, "preliminary tests. They are different from one engine type to another.
  • tw and tf arranged the two temperature sensors 40 and 42 at the corresponding locations.
  • the temperature tm2 detected by the sensor 40 is very slightly above the actual wall temperature tw during normal operation of the internal combustion engine 10, the temperature detected by the sensor 42 essentially corresponds to the actual cooling water temperature tf.
  • the control of the cooling device 18, i.e. ultimately the electric cooling water pump 20 and the valve 24, is carried out by the control and regulating device 66 such that the load on the internal combustion engine (air filling R1) and the Vehicle speed V on the one hand the wall temperature tw and the cooling water temperature tf are always below the corresponding limits gtw or gtf, at which with the The presence of bubble boilers is to be expected.
  • the limit temperatures gtw and gtf are not constant. Instead, they are continuously determined as a function of various influencing variables that change during operation of the internal combustion engine 10.
  • An influencing variable is, for example, the system pressure in the cooling device 18, the rotational speed of the crankshaft 62, which is detected by the rotational speed sensor 60, the current load rl, etc.
  • the corresponding wall temperature tw and the corresponding temperature tf of the cooling water are controlled by the electrical cooling water pump 20 or the valve 24 set.
  • Another influencing variable for the maximum permissible cooling water temperature is the current volume flow of the cooling water within the cooling device 18. This volume flow can therefore also be used to determine the limit temperature gtf.
  • FIG. 8 shows yet another, third operating strategy for the operation of the cooling device 18.
  • the time profile of the engine load rl and the vehicle speed V is identical to the operating strategies shown in FIGS. 6 and 7.
  • bubble boiling is expressly permitted in the one shown in Fig. 8.
  • This operating strategy is based on the idea that the heat transfer coefficient from the walls of the cylinders 43, 44 and 45 to the cooling water in the flow space 52 is at a maximum if steam bubbles are formed to a small extent on the said walls. This condition is also known as "light bubble boiling".
  • the wall temperature tw of the cylinders 43, 44 and 45 rises above that temperature at which the bubbles boil slightly occurs, the steam bubbles become larger and the heat transfer coefficient drops sharply due to the unstable film formation.
  • the cooling water temperature tf is detected very close to the wall of the cylinder 43 with the aid of the temperature sensor 42 and can be compared with the temperature tw on the outside of the wall of the cylinder 43, which corresponds very well to the temperature tm2 detected by the temperature sensor 40.
  • a control strategy can be implemented which amounts to an optimization of the heat transfer coefficient between the wall of the cylinder 43 and the cooling water. As can be seen from FIG. 8, with such a control strategy the corresponding temperatures tw and tf are therefore constantly just above the limit temperatures gtw and gtf.
  • a good conclusion about the temperatures at the points affected by the lubricating oil, such as between the cylinders 43, 44 and 45 and the pistons (without reference numerals), can be obtained by a combination of the temperature tm2 at the cylinder head 14 detected by the sensor 38 and that from the temperature sensor 42 detected temperature tf of the cooling water can be drawn with the thermal power output by the internal combustion engine 10.
  • This thermal output can be characterized, for example, by the engine speed (speed sensor 60), the engine load (HFM sensor 64) and the oil temperature to (oil temperature sensor 56).
  • the corresponding signals are also fed to the control and regulating device 66, which always keeps the oil temperature at the critical lubrication points in an optimal temperature range by influencing the cooling water temperature, the cooling water volume flow and possibly the thermal power loss emitted by the internal combustion engine 10.
  • FIG. 10 shows a method which is used to avoid exceeding a maximum permissible component temperature tkmax:
  • a maximum permissible component temperature tkmax Such a condition is to be feared, for example, when a high engine load rl is required at low vehicle speed V.
  • the inadequate cooling caused by the wind of the motor vehicle is attempted to be compensated for by a corresponding increase in the cooling water flow dm / dt.
  • the cooling water flow dm / dt is increased by increasing the speed of the electrical cooling water pump 20.
  • the component temperature would, without countermeasures Rise tk to a value above tkmax and possibly damage the cylinder head 14.
  • the thermal energy introduced by the internal combustion engine 10 into the cooling device 18 is reduced or limited by a compulsory reduction in the engine load rl, that is to say by a limitation of the power of the internal combustion engine 10.
  • a locking off of the internal combustion engine 10 takes place in FIG. 10 at the time t1.

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

Abstract

L'énergie thermique contenue dans une zone (14) d'un moteur à combustion interne est dissipée par un dispositif de refroidissement à l'aide d'un liquide de refroidissement. Une température est enregistrée au moins à un endroit dudit moteur à combustion interne, le fonctionnement du dispositif de refroidissement étant dépendant de la température enregistrée. L'objectif de cette invention est d'augmenter le rendement de ce moteur à combustion interne. A cet effet, une température est enregistrée à un endroit (51) d'un joint de culasse dudit moteur à combustion interne. Cette température est au moins sensiblement mise en corrélation avec une température enregistrée à un endroit (68) d'un composant (14) dudit moteur, lequel endroit présente une forte charge thermique, se trouve à l'intérieur de ce moteur à combustion interne et n'est que difficilement voire pas du tout accessible.
PCT/DE2002/003517 2001-10-22 2002-09-19 Procede, programme informatique et appareil de commande et/ou de regulation, servant au fonctionnement d'un moteur a combustion interne, et moteur a combustion interne WO2003038251A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2003540498A JP4351054B2 (ja) 2001-10-22 2002-09-19 内燃機関の運転方法、コンピュータ・プログラムおよび操作／制御装置並びに内燃機関
EP02779109A EP1440228B1 (fr) 2001-10-22 2002-09-19 Procede, programme informatique et appareil de commande et/ou de regulation, servant au fonctionnement d'un moteur a combustion interne, et moteur a combustion interne
DE50210521T DE50210521D1 (de) 2001-10-22 2002-09-19 Verfahren, computerprogramm und steuer- und/oder regelgerät zum betreiben einer brennkraftmaschine, sowie brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001153486 DE10153486A1 (de) 2001-10-22 2001-10-22 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
DE10153486.8 2001-10-22

Publications (1)

Publication Number Publication Date
WO2003038251A1 true WO2003038251A1 (fr) 2003-05-08

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PCT/DE2002/003517 WO2003038251A1 (fr) 2001-10-22 2002-09-19 Procede, programme informatique et appareil de commande et/ou de regulation, servant au fonctionnement d'un moteur a combustion interne, et moteur a combustion interne

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EP (1) EP1440228B1 (fr)
JP (1) JP4351054B2 (fr)
DE (2) DE10153486A1 (fr)
WO (1) WO2003038251A1 (fr)

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EP2177733A1 (fr) * 2008-10-16 2010-04-21 Perkins Engines Company Limited Capteur d'ébullition de nucléation contrôlée
US8489949B2 (en) 2003-08-05 2013-07-16 Qualcomm Incorporated Combining grant, acknowledgement, and rate control commands
FR3004757A1 (fr) * 2013-04-19 2014-10-24 Renault Sa "moteur comportant une culasse munie d'un capteur de temperature"
US9115635B2 (en) 2013-03-22 2015-08-25 Ford Global Technologies, Llc Inferred engine local temperature estimator

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JP4748078B2 (ja) * 2007-02-16 2011-08-17 株式会社豊田中央研究所 内燃機関
FR2954405B1 (fr) * 2009-12-22 2012-01-13 Renault Sa Dispositif de refroidissement pour vehicule automobile
US9121332B2 (en) 2011-03-03 2015-09-01 Toyota Jidosha Kabushiki Kaisha Warmup acceleration device for internal combustion engine

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JP4351054B2 (ja) 2009-10-28
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EP1440228A1 (fr) 2004-07-28
DE50210521D1 (de) 2007-08-30
EP1440228B1 (fr) 2007-07-18

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