JP5742702B2 - Control device for cooling system - Google Patents

Description

  The present invention relates to a technical field of a control device for a cooling device that controls a cooling device configured to be capable of cooling an internal combustion engine and an EGR device by circulating supply of cooling water.

  As this type of device, there is one that promotes warm-up of an internal combustion engine (see, for example, Patent Document 1). According to the control device for the electric water pump disclosed in Patent Document 1, the pump is stopped when the cooling water temperature is low, and the water flow through the cooling water is stopped, thereby suppressing unnecessary power consumption by the electric water pump. However, it is said that boiling of cooling water can be avoided.

  In addition, the cooling water supplied to the EGR cooler is cooled by a sub-radiator in a different path from the main radiator, and the amount of water supplied to the EGR cooler of the sub-radiator is changed to stabilize the temperature of the EGR cooler. An apparatus is disclosed (for example, see Patent Document 2).

  Further, Patent Document 3 discloses a cooling device for efficiently warming up parts that require warm-up, such as a cylinder block and a heater. In this apparatus, the cooling water is completely stopped at the initial stage of warming up until the temperature of the EGR catalyst disposed upstream of the EGR cooler reaches a predetermined temperature. Cooling water is caused to flow along the path from the (head) to the EGR cooler, and all the flow paths are opened at the warm-up end stage when the cooling water temperature is equal to or higher than a predetermined temperature.

  In addition, when the amount of cooling water is limited to suppress deformation of the cylinder block and the cylinder head, a technique using a reservoir tank has been proposed in order to prevent an excessive increase in the cooling water temperature in the EGR cooler ( For example, see Patent Document 4).

  Patent Document 5 discloses a configuration including a path through which the cooling water flows to the EGR cooler without passing through the radiator and a path through which the cooling water flows to the EGR cooler through the engine and the radiator.

JP 2008-169750 A JP 2007-040141 A JP 2009-216028 A JP2011-149385A JP 2007-263034 A

  From the viewpoint of promoting warm-up of the internal combustion engine, it is desirable to stop the circulation of cooling water immediately after the start-up until the warm-up is completed.

  By the way, since the EGR cooler has a moderate temperature change after starting compared with a high-temperature portion such as a cylinder head close to the combustion chamber or the exhaust manifold or a cylinder block that houses the cylinder below the cylinder head, It is slower than the high temperature part. Therefore, the temperature of the EGR gas led to the vicinity of the EGR cooler during the unwarmed period of the internal combustion engine tends to decrease. When the temperature of the exhaust gas is excessively reduced, condensed water is generated due to condensation of moisture in the exhaust gas.

  Here, the EGR flow path for guiding the EGR gas is usually made of a metal material because it can obtain high heat resistance, and leaving the condensed water may promote corrosion deterioration of these pipes. That is, in the configuration provided with the EGR device, the temperature management of the EGR cooler is required when the internal combustion engine is not warmed up.

  On the other hand, in the conventional apparatuses including those disclosed in the above-mentioned various patent documents, the cooling water is not controlled in consideration of the condensed water generated due to the temperature drop of the EGR gas, and the condensed water is brought to the EGR apparatus. It is difficult to get rid of the problems you get.

  In order to eliminate the influence of such condensed water, it is also conceivable to circulate and supply cooling water without a radiator to the EGR cooler at the time of starting or after an appropriate time has elapsed after starting. However, even if such control can be realized, the temperature of the EGR cooler rises excessively after a lapse of time, and problems such as a decrease in EGR gas charging efficiency occur. That is, the temperature management of the EGR cooler when the internal combustion engine is not warmed up should preferably cope with both such supercooling and overwarming. Such temperature management is not possible with conventional devices.

  This invention is made | formed in view of such a problem, and makes it a subject to provide the control apparatus of the cooling device which can maintain an EGR cooler in the optimal temperature environment.

In order to solve the above-described problems, a control device for a cooling device according to the present invention includes an internal combustion engine including a cylinder head and a cylinder block, an EGR cooler, and a part of exhaust gas from the internal combustion engine as EGR gas. And a cooling device for cooling a cooling target including at least the cylinder head, the cylinder block, and the EGR cooler, and the cooling device circulates and supplies cooling water. And an operation mode of the cooling device that defines a circulation path of the cooling water in the flow path by opening and closing a radiator provided in the flow path and a valve disposed in the flow path. ) A full stop mode in which the cooling water is not circulated and supplied to the object to be cooled; and (2) at least the cylinder head, cylinder block, EGR clutch An all water flow mode in which the cooling water is circulated and supplied to the radiator and the radiator; and (3) the cooling water is circulated and supplied through a first path including the cylinder head and the EGR cooler and not including the cylinder block and the radiator A plurality of operations including a first operation mode, and (4) a second operation mode in which the cooling water is circulated and supplied in a second path including the EGR cooler and the radiator and not including the cylinder head and the cylinder block. A control unit for controlling the cooling device in a vehicle further comprising a switching unit configured to be selectable from among modes; a specifying unit for specifying a temperature of the cooling water; and the internal combustion engine A first temperature region in which the specified temperature is determined as a temperature region in which the EGR cooler is to be warmed up during an incomplete warm-up period of the engine In some cases, the first operation mode is selected as the operation mode, and the specified temperature is determined as a temperature region in which the EGR cooler is to be cooled on a higher temperature side than the first temperature region. Control means for controlling the switching means is provided so that the second operation mode is selected as the operation mode when the temperature is in the two temperature range (Claim 1).

  According to the control device for a cooling device according to the present invention, the first operation mode is set to the second temperature region when the cooling water temperature specified by the specifying unit is in the first temperature region in the warm-up incomplete period of the internal combustion engine. The second operation mode is selected. In other words, the present invention is configured to at least alternatively or potentially determine whether the EGR cooler should be warmed up or cooled. Such selection of the operation mode is realized by the control means controlling the open / close state of the valve via the switching means. The switching means, for example, mechanically or electrically drives a valve appropriately provided in the flow path of the cooling water that communicates with the object to be cooled, so that the flow path area of the flow path is binary, stepwise, or continuous. It may be a multi-way valve device or the like that can be changed.

  In addition, the practical structure and arrangement | positioning aspect of the flow path and switching means of the cooling water in the cooling device concerning this invention are ambiguous as long as the operation mode mentioned above is realizable. For example, the cylinder block and cylinder head as the cooling target and the EGR cooler may have a serial positional relationship or a parallel positional relationship with respect to the flow path.

  The first temperature region is a temperature region that is determined in advance experimentally, empirically, or theoretically as the EGR cooler should be warmed up. Here, the cooling water circulation path when the first operation mode is selected is the first path including the EGR cooler and the cylinder head.

  That is, in the first operation mode, the cooling water temperature is raised by using a relatively high temperature cylinder head that is easily exposed to an excessive heat load due to combustion heat, exhaust heat, etc. as a heat source, and limited circulation is supplied to the EGR cooler. Let ’s do it. According to the present invention, since the early warm-up of the EGR cooler is realized by the first operation mode, it is possible to effectively suppress the generation of condensed water from the EGR gas staying in the vicinity of the EGR cooler in the EGR non-introduction stage. I can do it.

  The cylinder head is at a high temperature and exposed to a large heat load immediately after starting. Therefore, when the heat for raising the cooling water temperature is taken away, it is unlikely that the warming-up state of the cylinder head will be excessively deteriorated. According to the first operation mode, the cooling water provided for warming up the EGR cooler Thus, the coolant temperature can be increased without affecting the warm-up of the internal combustion engine. In the first operation mode, since the radiator is bypassed, the cooling water circulated and supplied to the EGR cooler is not unnecessarily cooled. Furthermore, in the first operation mode, heat is not taken away from the cylinder block, so that the warm-up effect of the internal combustion engine can be suitably maintained in this respect.

  In view of the purpose of the first operation mode, the first temperature range is ideally a temperature range whose lower limit is a temperature at which practical significance can be found in supplying the cooling water to the EGR cooler. For example, when considering cold start when the outside air temperature is below freezing to about several degrees Celsius, the first temperature region is desirably a temperature region on the higher temperature side than the cooling water temperature at the start. Under such circumstances, the cylinder head needs a proper time to accumulate heat, and if the first operation mode is executed immediately after starting, the warm-up time of the internal combustion engine may be prolonged.

  On the other hand, in the process of such limited warm-up of the EGR cooler in the first operation mode, there is a case where a reduction in combustion temperature due to EGR and an accompanying exhaust purification (mainly NOx reduction) are required. When trying to expand the controllable range of the EGR rate, the temperature of the EGR gas should be low. This is natural from the concept of the EGR cooler, but the first operation mode is a mode that promotes early warm-up of the EGR cooler as described above, and therefore does not have a technique for lowering the cooling water temperature. Therefore, if the first operation mode is selected, it becomes difficult to cool the high-temperature EGR gas, and it becomes difficult to sufficiently obtain the effect of introducing EGR during the incomplete warm-up period of the internal combustion engine.

  Therefore, when the specified cooling water temperature is in the second temperature region determined on the higher temperature side than the first temperature region, the control unit selects the second operation mode as the operation mode of the cooling device.

  In the second operation mode, the cooling is efficiently cooled by the radiator by shutting off the heat supply from the relatively high temperature cylinder head and the cylinder block to the cooling water that is easily exposed to an excessive heat load such as combustion heat and exhaust heat. The purpose is to circulate and supply water to the EGR cooler. According to the present invention, since the EGR gas is efficiently cooled by the EGR cooler in the second operation mode, the EGR gas charging efficiency can be increased and the in-cylinder combustion temperature can be further reduced.

  As described above, according to the control device for a cooling device according to the present invention, it is accurately determined whether the EGR cooler is required to be warmed up or cooled based on the coolant temperature, and an accurate operation is performed. The mode can be selected. Moreover, the structure and structure of the flow path and switching means in the cooling device are determined so that such selection is possible. Therefore, in the configuration provided with the EGR device, it is possible to achieve both the early warm-up of the internal combustion engine and the exhaust purification effect by EGR.

  In addition, the practical aspect in which the specifying means specifies the cooling water temperature is not limited. For example, the specifying means may be a direct detection means such as a water temperature sensor, or may be a processor or a control device that acquires a sensor value from this type of direct detection means. Alternatively, the specifying means may be a means for estimating the cooling water temperature from the operating environment of the internal combustion engine at that time, the change history of the operating conditions after starting, or the like. There are various known practical aspects related to such cooling water temperature estimation, but in a state where the cooling water is not circulated and supplied, a local temperature difference is likely to occur in the cooling water temperature. In some cases, the sensor value does not necessarily represent an accurate cooling water temperature. From such a point of view, it is practically beneficial to adopt a configuration for estimating the cooling water temperature.

  In one aspect of the control device for a cooling device according to the present invention, the control means is configured to operate the operation mode when the specified temperature is in a cold start region determined on a lower temperature side than the first temperature region. The switching means is controlled so that the all stop mode is selected.

  According to this aspect, the full stop mode is selected as the operation mode in the cold start region determined on the lower temperature side than the first temperature region. That is, the circulating supply of cooling water is substantially stopped. Therefore, the internal combustion engine can be warmed up efficiently and effectively.

  In another aspect of the control device for a cooling device according to the present invention, the first temperature region is a temperature region including a predetermined exhaust dew point temperature.

  According to this aspect, the first temperature region is defined as a temperature region including the exhaust dew point temperature. More preferably, it is defined as a temperature region extending across the low temperature side and the high temperature side across the exhaust dew point temperature.

  Here, “exhaust dew point temperature” conceptually means a temperature at which moisture in the exhaust gas condenses to produce condensed water, but the conditions under which the condensed water is generated are the operating conditions of the internal combustion engine, fuel properties, etc. In view of the fact that the temperature is not necessarily constant, it is not necessary to be strictly at such a temperature in practice. For example, a temperature that has been determined experimentally, empirically, or theoretically as the amount of condensed water that is greater than or equal to a predetermined value, or a margin that is safe for such a temperature is given ( That is, it may be a value on the low temperature side.

  According to this aspect, by selecting the first operation mode in the first temperature range including the exhaust dew point temperature, the temperature of the EGR cooler can be quickly raised to the first temperature range. More specifically, since the internal combustion engine is operating separately from the control by such control means, the cooling water temperature tends to increase. Therefore, even if the lower limit value of the first temperature region is lower than the exhaust dew point temperature, the cooling water temperature desirably rises to the exhaust dew point temperature or higher. In other words, the temperature of the EGR gas that receives heat from the EGR cooler also desirably rises above the exhaust dew point temperature.

  In another aspect of the control device for a cooling device according to the present invention, the second temperature region is a temperature region that is less than a convergence value that should be converged upon completion of warm-up of the internal combustion engine.

  According to this aspect, the second temperature region is defined as a temperature region less than a convergence value (for example, generally 90 ° C. or outside) that should be converged when the warm-up of the internal combustion engine is completed. Therefore, after the warm-up is completed, that is, in a situation where the internal combustion engine and other auxiliary machines that require the supply of cooling water require normal cooling, the normal cooling can be realized. The apparatus can be operated efficiently and effectively.

  Although it is meaningless to strictly define the first temperature range and the second temperature range in defining the concept of the invention, the temperature of the EGR gas is equal to or higher than the exhaust dew point temperature. Since the lower temperature is better, the boundary value between the first temperature range and the second temperature range is set so that the EGR gas is maintained as long as possible in the temperature range near the exhaust dew point temperature. It may be.

  In another aspect of the control device for a cooling device according to the present invention, the control means is configured as the operation mode when the specified temperature converges to a convergence value that should be converged upon completion of warm-up of the internal combustion engine. The switching means is controlled so that the full water flow mode is selected (Claim 5).

  According to this aspect, in a situation where it can be determined that the warm-up of the internal combustion engine has been completed, the full water flow mode is selected as the operation mode of the cooling device. Therefore, it is possible to suitably cool other auxiliary machines that require cooling with cooling water. Further, it is possible to prevent an excessive temperature rise of the cylinder head and the cylinder block.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a block diagram of an engine system according to a first embodiment of the present invention. It is a schematic sectional drawing of the engine in the engine system of FIG. It is a figure which illustrates the relationship between the operation mode of a cooling device, and cooling water temperature. It is a block diagram explaining the path | route of the cooling water in the operation mode M2. It is a block diagram explaining the path | route of the cooling water in the operation mode M3. It is a block diagram explaining the path | route of the cooling water in the operation mode M4. It is a block diagram explaining the other path | route of the cooling water in the operation mode M4. It is another block diagram explaining the other flow path of the cooling water in the operation mode M4. It is a block diagram of an engine system concerning a 2nd embodiment of the present invention. It is a block diagram explaining the path | route of the cooling water in the operation mode M2 of 2nd Embodiment. It is a block diagram explaining the path | route of the cooling water in the operation mode M3 of 2nd Embodiment. It is a block diagram explaining the path | route of the cooling water in the operation mode M4 of 2nd Embodiment. It is another block diagram explaining the other path | route of the cooling water in the operation mode M4 of 2nd Embodiment. <Embodiment of the Invention> <First Embodiment> <Configuration of Embodiment> First, the configuration of an engine system 10 according to a first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram of the engine system 10.

  In FIG. 1, an engine system 10 is a system mounted on a vehicle (not shown), and includes an ECU (Electronic Control Unit) 100, an engine 200, an EGR device 300, a water temperature sensor 400, other auxiliary equipment 500, and a cooling device 600. Is provided.

  The ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown), and is configured to be able to control the entire operation of the engine system 10. It is a computer apparatus which is an example of an apparatus control apparatus.

  The engine 200 is a diesel engine (compression self-ignition internal combustion engine) as an example of the “internal combustion engine” according to the present invention. Here, a detailed configuration of the engine 200 will be described with reference to FIG. FIG. 2 is a schematic cross-sectional view of the engine 200. In FIG. 2, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof is omitted as appropriate.

  In FIG. 2, the engine 200 has a configuration in which a cylinder 201 is formed in a metal cylinder block 201A.

  In the combustion chamber formed inside the cylinder 201, a part of the fuel injection valve of the direct injection injector 202 is exposed, so that high-pressure spray of fuel can be supplied to the combustion chamber. A piston 203 is installed inside the cylinder 201 so as to be able to reciprocate. The reciprocating motion of the piston 203 caused by self-ignition of a mixture of fuel (light oil) and intake air during the compression stroke causes the connecting rod 204 to move. It is the structure converted into the rotational motion of the crankshaft 205 via this.

  A crank position sensor 206 for detecting the rotation angle of the crankshaft 205 is installed in the vicinity of the crankshaft 205. The crank position sensor 206 is electrically connected to the ECU 100, and the detected crank angle is provided to the ECU 100 at a constant or indefinite period. The ECU 100 is configured to control the fuel injection timing and the like of the direct injection injector 202 based on the crank angle detected by the crank position sensor 206. The ECU 100 is configured to be able to calculate the engine speed NE of the engine 200 by time-processing the detected crank angle.

  In the engine 200, air sucked from the outside passes through the intake pipe 207 and is sucked into the cylinder 201 through the throttle valve 208 and the intake port 209 in order when the intake valve 210 is opened.

  The air-fuel mixture combusted inside the cylinder 201 becomes exhaust and is guided to the exhaust pipe 213 via the exhaust port 212 when the exhaust valve 211 that opens and closes in conjunction with the opening and closing of the intake valve 210 is opened. The exhaust port 212 and an exhaust manifold (not shown) interposed between the exhaust port 212 and the exhaust pipe 213 are accommodated in the cylinder head 201B.

  Note that one end of an EGR pipe (not shown) made of a metal material is connected to the illustrated broken line frame portion of the exhaust pipe 213. The other end of the EGR pipe is configured to return to the intake port 209 on the downstream side of the throttle valve 208.

  Returning to FIG. 1, the EGR device 300 is an example of the “EGR device” according to the present invention that can recirculate a part of the exhaust gas of the engine 200 to the intake system as EGR gas. The EGR device 300 includes an EGR cooler 310.

  Here, various configurations of the EGR apparatus can be applied, and are omitted in FIGS. 1 and 2 for the purpose of preventing complication of the drawings. In brief, the EGR device 300 includes the EGR pipe and the EGR valve described above in addition to the EGR cooler 310. The EGR valve is an electromagnetic valve, and has a configuration in which the valve opening degree changes stepwise by energization of a solenoid made through the ECU 100. The flow rate of the EGR gas flowing through the EGR pipe, that is, the EGR amount continuously changes in accordance with the differential pressure between the intake pipe 207 and the exhaust pipe 213 and the valve opening degree.

  The EGR cooler 310 is a cooling device provided in the EGR pipe, and a water jacket in which cooling water is sealed is stretched around the EGR gas so that the EGR gas can be cooled by exchanging heat with the cooling water. Has been.

The EGR device 300 according to the present embodiment is configured to recirculate exhaust gas immediately after combustion (that is, HPL (High Pressure Loop) EGR), but an exhaust purification device such as a DPF (Diesel Particulate Filter) (not shown) Structure where exhaust is taken out downstream (ie, LPL (Low Pressure Loop) EGR)
The water temperature sensor 400 is a sensor configured to be able to detect a cooling water temperature Tcl that is a temperature of LLC (Long Life Coolant) that is cooling water. The water temperature sensor 400 is provided in the vicinity of the outlet of the cylinder head 201B in a cooling water flow path to be described later. The water temperature sensor 400 is electrically connected to the ECU 100, and the detected cooling water temperature Tcl is always grasped by the ECU 100.

  Other auxiliary machines 500 are auxiliary machines that require cooling with cooling water, other than engine 200 and EGR device 300. For example, the other auxiliary machines 500 include the above-described DPF and the like.

  The cooling device 600 cools an object to be cooled by circulatingly supplying cooling water sealed in the flow path in a flow path appropriately selected by the action of a CCV (Coolant Control Valve) 620 described later. It is an example of such a “cooling device”.

  The cooling device 600 includes an electric water pump (hereinafter referred to as “electric W / P” as appropriate) 610, a CCV 620, a switching valve 630, a thermostat 640, a radiator 650, an oil cooler 660, and a flow of cooling water indicated by a solid line in the drawing. A path (including A to H in the figure) is provided.

  The electric W / P 610 is a known electric drive type centrifugal pump. The electric W / P 610 is configured to be able to suck cooling water by the rotational force of a motor (not shown) and discharge cooling water in an amount corresponding to the motor rotation speed Nwp. This motor is supplied with electric power from a power supply source (not shown) (for example, a vehicle-mounted 12V battery or another battery), etc., and a control voltage (or control current) supplied via a motor drive system (not shown). The pump rotational speed Nwp, which is the rotational speed, is controlled to increase or decrease according to the duty ratio DTY. In addition, this motor drive system is in a state of being electrically connected to the ECU 100, and the operation state including the above-described duty ratio DTY is controlled by the ECU 100. That is, the operation state of the electric W / P 610 is controlled by the ECU 100.

  CCV 620 is a cooling water path (where “flow path” is a metal tubular member as an object, and “path” means a flow path with a directional concept added) according to each operation mode described later. Switchable electromagnetic control valve device, which is an example of the “switching means” according to the present invention.

  The CCV 620 has an input port connected to an output port of the electric W / P 610, and can distribute cooling water discharged from the electric W / P 610 to each flow path via each output port. More specifically, the CCV 620 includes a known solenoid that generates an electromagnetic force by an excitation current, a drive device that applies the excitation current, and a valve that continuously changes the valve opening degree by the electromagnetic force. The opening can be changed independently for each valve. The valve opening degree is proportional to the flow path area, and the case where the valve opening degree is 100 (%) corresponds to the fully open state, and the case where the valve opening degree is 0 (%) corresponds to the fully closed state. That is, the CCV 620 can substantially freely control the flow rate of the cooling water in the selected path in addition to the function of selecting the cooling water path. The drive device is electrically connected to the ECU 100, and the operation of the CCV 620 is substantially controlled by the ECU 100.

The CCV 620 includes four cooling water output ports, which are connected to the flow paths A, B, C, and D, respectively. The flow path A is a flow path for supplying cooling water to the cylinder head 201B (more precisely, to a water jacket surrounding the cylinder head 201B), and the flow path B is also a flow path for supplying cooling water to the cylinder block 201A. Similarly, the flow path C is a flow path for supplying cooling water to other auxiliary machines 500, and the flow path D is a flow path connected to a connection point P2 described later. The switching valve 630 is a CCV 620. The electromagnetic control valve device is capable of switching the path of the cooling water in accordance with a selected operation mode to be described later by controlling the operation state in a coordinated manner. The switching valve 630 constitutes an example of the “switching unit” according to the present invention together with the CCV 620. The switching valve 630 has two cooling water input ports and two output ports.

  More specifically, the switching valve 630 includes a known solenoid that generates an electromagnetic force by an exciting current, a driving device that applies the exciting current, and a valve opening that is fully opened by the electromagnetic force (that is, the valve opening). = 100 (%)) and a fully closed opening (that is, valve opening = 0 (%)), and the valve opening of each valve is controlled independently. I can do it. Note that the drive device is electrically connected to the ECU 100, and the operation of the switching valve 630 is substantially controlled by the ECU 100.

  The switching valve 630 may be a mechanical rotary valve in which the valve physically rotates within the case and the communication state between the input port and the output port changes according to the rotation state.

  An input port of the switching valve 630 is connected to the flow path E and the flow path F. The flow path E is a flow path that is connected to a flow path (reference numeral omitted) that connects the cylinder head 201B and the EGR cooler 310 at the connection point P1. The water temperature sensor 400 described above is configured to detect the cooling water temperature Tcl at the connection point P1. The flow path F is a flow path connected to the flow path D described above at the connection point P2. A flow path (reference numeral omitted) for cooling the EGR cooler 310 is provided between the connection point P1 and the connection point P2.

  The output port of the switching valve 630 is connected to the flow path G and the flow path H. The channel G is a channel connected to the thermostat 640, and the channel H is a channel connected to the input port of the electric W / P 610.

  The thermostat 640 is a switching valve for appropriately supplying the cooling water guided to the flow path G to the oil cooler 660. Inside the thermostat 640, a control valve is provided for controlling the communication state between the flow path G, the flow path on the oil cooler 660 side (reference numeral omitted), and the flow path that bypasses the oil cooler 660 (reference numeral omitted). ing. This control valve causes the flow path on the oil cooler 660 side to communicate with the flow path G when the lubricating oil temperature is equal to or higher than the set temperature set by the ECU 100, and otherwise bypasses the oil cooler 660. And the flow path G are in communication with each other.

  The radiator 650 is a known cooling device in which a plurality of water pipes communicating with an inlet pipe and an outlet pipe are arranged, and a large number of corrugated fins are provided on the outer periphery of the water pipe. The radiator 650 is configured to guide the cooling water flowing from the inlet pipe to the water pipe and to take heat from the cooling water through heat exchange with the atmosphere via the fins in the process of flowing through the water pipe. The cooling water relatively cooled by taking heat away is discharged from the outlet pipe.

<Operation of Embodiment>
Next, as the operation of the embodiment, the operation of the cooling device 600 will be described with reference to the drawings as appropriate. The cooling device 600 has four types of operation modes of operation modes M1, M2, M3, and M4, and has a configuration in which a path for circulating and supplying cooling water is different according to the selected operation mode. The selection of this operation mode is performed by the ECU 100 based on the cooling water temperature Tcl detected by the water temperature sensor 400.

  Here, with reference to FIG. 3, the relationship between the operation mode of the cooling device 600 and the cooling water temperature Tcl will be described. FIG. 3 is a diagram illustrating the relationship between the cooling water temperature Tcl and the selected operation mode.

  In FIG. 3, when cooling water temperature Tcl is lower than preset temperature value a, ECU 100 selects operation mode M <b> 1 as the operation mode of cooling device 600. The operation mode M1 is a mode in which all four output ports of the CCV 620 are closed, and is an example of the “all stop mode” according to the present invention. When the operation mode M1 is selected, the cooling water stays in the state enclosed in the flow path without flowing. The temperature region below the temperature value a is an example of the “cold start region” according to the present invention.

  When cooling water temperature Tcl is equal to or higher than preset temperature value b (a <b) and lower than temperature value c, ECU 100 selects operation mode M2 as the operation mode of cooling device 600.

  When cooling water temperature Tcl is equal to or higher than preset temperature value c and lower than temperature value d, ECU 100 selects operation mode M3 as the operation mode of cooling device 600.

  When cooling water temperature Tcl is equal to or higher than a preset temperature value d, ECU 100 selects operation mode M4 as the operation mode of the cooling device. The temperature value d is a value lower than the temperature value e, which is the warm-up determination temperature of the cylinder block 201A.

  Next, each operation mode of the cooling device 600 will be described with reference to FIGS. FIG. 4 is a block diagram illustrating the path of the cooling water in the operation mode M2. FIG. 5 is a block diagram illustrating the path of the cooling water in the operation mode M3. FIG. 6 is a block diagram illustrating the path of the cooling water in the operation mode M4. FIG. 7 is a block diagram illustrating another path of the cooling water in the operation mode M4. In these drawings, portions that are the same as those in FIG. 1 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

  In FIG. 4, the cooling water circulation path when the operation mode M2 is selected is illustrated by a bold solid line in the figure.

  That is, when the operation mode M2 is selected, the channels other than the channel A are closed by the CCV 620, and the channels E and G are closed by the switching valve 630. At the same time, the flow path A is fully opened by the CCV 620, and the flow path F and the flow path H are fully opened by the switching valve 630. As a result, the cooling water discharged from the electric W / P 610 sequentially flows from the CCV 620 to the flow path A, the cylinder head 201B, the connection point P1, the EGR cooler 310, the connection point P2, the flow path F, the switching valve 630, and the flow path H. It returns to electric W / P610 by the path | route which follows.

  That is, the operation mode M2 is an example of the “first operation mode” according to the present invention in which the EGR cooler 310 is warmed up by the cooling water given heat from the cylinder head 201B. Accordingly, the temperature region that is greater than or equal to the temperature value b and less than the temperature value c in which the operation mode M2 is selected is an example of the “first temperature region” according to the present invention. The temperature range above the temperature value a and below the temperature value b is a kind of transition region, and the temperature at which the valve opening degree of the CCV 620 corresponding to the flow path A is continuously changed from 0 to 100. It is an area.

  Further, the temperature value b is an example of the exhaust dew point temperature according to the present invention, and the EGR gas in the flow path is excessively cooled to generate condensed water (not necessarily related to whether it actually occurs). Is set. By selecting the operation mode M2 before reaching the temperature value b, the temperature of the EGR cooler 310 ideally quickly shifts to a temperature region equal to or higher than the temperature value b. Therefore, by the operation mode M2, the generation of condensed water in the vicinity of the EGR cooler 310 is prevented, and corrosion of the EGR pipe can be prevented.

  In FIG. 5, the cooling water circulation path when the operation mode M3 is selected is illustrated by a bold solid line.

  That is, when the operation mode M3 is selected, the channels other than the channel D are closed by the CCV 620, and the channels F and H are closed by the switching valve 630. At the same time, the flow path D is fully opened by the CCV 620, and the flow path E and the flow path G are fully opened by the switching valve 630. As a result, the cooling water discharged from the electric W / P 610 flows from the CCV 620 to the flow path D, the EGR cooler 310, the connection point P1, the flow path E, the switching valve 630, the flow path G, the radiator 650, and a part of the flow path H. Is returned to the electric W / P 610 through a route that sequentially follows.

  That is, the operation mode M3 stops the supply of cooling water to the cylinder block 201A and the cylinder head 201B, and cools the cooling water circulated and supplied to the EGR cooler 310 by the radiator 650 according to the “second operation mode according to the present invention. Is an example. Therefore, the temperature region that is greater than or equal to the temperature value c and less than the temperature value d in which the operation mode M3 is selected is an example of the “second temperature region” according to the present invention.

  When the operation mode M3 is selected, the EGR cooler 310 is cooled opposite to the case where the operation mode M2 is selected. Therefore, an excessive increase in the cooling water temperature Tcl due to the continued selection of the operation mode M2 can be avoided, the charging efficiency when introducing the EGR is increased, and the exhaust gas is purified by promoting the lowering of the EGR gas. I can do it. Note that, by selecting the operation mode M2, the temperature of the EGR cooler 310 is maintained in a temperature range that is equal to or higher than the exhaust dew point temperature and close to the exhaust dew point temperature as long as possible.

  In FIG. 6, the circulation path of the cooling water when the operation mode M4 is selected is illustrated by a bold solid line.

  That is, when the operation mode M4 is selected, all of the flow paths A, B, C, and D are fully opened by the CCV 620, the flow path F and the flow path H are fully closed by the switching valve 630, and the flow path E And the flow path G is fully opened. As a result, the cooling water discharged from the electric W / P 610 is returned to the electric W / P 610 through a path that passes through the cylinder block 201A, the cylinder head 201B, the EGR cooler 310, and other auxiliary devices 500. That is, the operation mode M4 is an example of the “all water flow mode” according to the present invention.

  In FIG. 7, another circulation path of the cooling water when the operation mode M4 is selected is illustrated by a bold solid line.

  That is, when the operation mode M4 is selected, instead of the path illustrated in FIG. 6, the flow path D is closed by the CCV 620, the flow paths A, B, and C are fully opened, and the flow path is switched by the switching valve 630. F and channel H may be fully opened, and channel E and channel G may be fully closed. As a result, the cooling water discharged from the electric W / P 610 is returned to the electric W / P 610 through a path that passes through the cylinder block 201A, the cylinder head 201B, the EGR cooler 310, and other auxiliary devices 500. That is, the operation mode M4 is another example of the “all water flow mode” according to the present invention.

  Here, in particular, in the path of FIG. 7, the EGR cooler 310 is supplied with cooling water after passing through the cylinder block 201A and the cylinder head 201B. Further, the cooling water bypasses the radiator 650 and is returned to the electric W / P 610. That is, the path in FIG. 7 is a path that reduces the load on the electric W / P 610 and reduces power consumption in the electric W / P 610 when cooling by the radiator 650 is unnecessary. Therefore, the ECU 100 may appropriately select the route of FIG. 7 in a situation where it is determined that the cooling by the radiator 650 is unnecessary.

  Next, another example of the cooling water flow path corresponding to the operation mode M4 will be described with reference to FIG. FIG. 8 is another block diagram illustrating another path of the cooling water in the operation mode M4. In the figure, the same reference numerals are given to the same portions as those in FIG. 7, and the description thereof is omitted as appropriate.

  In FIG. 8, the other circulation path of the cooling water when the operation mode M4 is selected is illustrated by a bold solid line.

  That is, when the operation mode M4 is selected, the channels A, B, C, and D are fully opened by the CCV 620 instead of the route illustrated in FIG. The channel E and the channel G may be fully closed. As a result, the cooling water discharged from the electric W / P 610 is returned to the electric W / P 610 through a path that passes through the cylinder block 201A, the cylinder head 201B, the EGR cooler 310, and other auxiliary devices 500. That is, the operation mode M4 is another example of the “all water flow mode” according to the present invention.

In particular, in the flow path of FIG. 8, unlike the flow path of FIG. 7, relatively low-temperature cooling water that does not pass through the main body of the engine 200 can be supplied to the EGR cooler 310. Therefore, the effect of EGR can be further improved.
Second Embodiment
Next, an engine system 20 according to a second embodiment of the present invention will be described.

  First, the configuration of the engine system 20 according to the second embodiment will be described with reference to FIG. FIG. 9 is a block diagram of the engine system 20. In the figure, parts that are the same as those in FIG.

  The engine system 20 includes a cooling device 601 instead of the cooling device 600. The cooling device 601 is different from the cooling device 600 in that it includes a CCV 621 instead of the CCV 620 and a switching valve 631 instead of the switching valve 630.

  In FIG. 9, the engine system 20 differs from the engine system 10 in that the flow paths corresponding to the cylinder head 201B, the cylinder block 201A, the EGR cooler 310, and the other auxiliary machines 500 as the objects to be cooled are all in a parallel relationship. is there.

  A CCV 621 (the description is omitted because the basic configuration is the same as that of the CCV 620) is provided downstream of these cooling targets. That is, the CCV 621 is different from the CCV 620 in that it has four input ports and four flow paths I, J, K, and L connected to the output port and one flow path connected to the output port. .

  On the downstream side of the flow path connected to the output port of the CCV 621, a switching valve 631 (the description is omitted because the basic configuration is the same as that of the switching valve 630). The switching valve 631 includes one input port connected to the flow path connected to the output port of the CCV 621 and two output ports connected to the flow path M and the flow path N. The channels M and N correspond to the channels H and G in the first embodiment.

  Next, referring to FIG. 10 to FIG. 13, each operation mode of the cooling device 601 is similar to the first embodiment (the operation mode selection mode corresponding to FIG. 3 is the same as the first embodiment, The concept of the operation mode is the same as in the first embodiment.

  FIG. 10 is a block diagram illustrating the path of the cooling water in the operation mode M2. FIG. 11 is a block diagram illustrating the path of the cooling water in the operation mode M3. FIG. 12 is a block diagram illustrating the path of the cooling water in the operation mode M4. FIG. 13 is a block diagram illustrating another path of the cooling water in the operation mode M4. In these figures, portions that are the same as those in FIG. 9 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

  In FIG. 10, the circulating path of the cooling water when the operation mode M2 is selected is illustrated by a bold solid line.

  That is, when the operation mode M2 is selected, the flow paths J and L are closed by the CCV 621, and the flow path N is closed by the switching valve 631. At the same time, the flow paths I and K are fully opened by the CCV 621, and the flow path M is fully opened by the switching valve 631. As a result, the cooling water discharged from the electric W / P 610 is supplied to the cylinder head 201B and the EGR cooler 310, and another example of the “first operation mode” according to the present invention is realized.

  In FIG. 11, the circulation path of the cooling water when the operation mode M3 is selected is illustrated by a bold solid line.

  That is, when the operation mode M2 is selected, the flow paths I, J, and L are closed by the CCV 621, and the flow path M is closed by the switching valve 631. At the same time, the flow path K is fully opened by the CCV 621, and the flow path N is fully opened by the switching valve 631. As a result, the cooling water discharged from the electric W / P 610 is supplied to the EGR cooler 310 and the radiator 650, and another example of the “second operation mode” according to the present invention is realized.

  In FIG. 12, the cooling water circulation path when the operation mode M4 is selected is illustrated by a bold solid line.

  That is, when the operation mode M4 is selected, all the channels I, J, K, and L are fully opened by the CCV 621, the channel M is closed by the switching valve 631, and the channel N is fully opened. The As a result, the cooling water discharged from the electric W / P 610 is supplied to all the objects to be cooled, and another example of the “all water passing mode” according to the invention is realized.

  In FIG. 13, another circulation path of the cooling water when the operation mode M4 is selected is illustrated by a bold solid line.

  That is, when the operation mode M4 is selected, all the channels I, J, K, and L are fully opened by the CCV 621, the channel N is closed by the switching valve 631, and the channel M is fully opened. The As a result, the cooling water discharged from the electric W / P 610 is supplied to all the objects to be cooled, and another example of the “all water passing mode” according to the invention is realized. The difference between FIG. 12 and FIG. 13 is the same as the difference between FIG. 6 and FIG. 7, and is the difference regarding the presence or absence of cooling by the radiator 650.

  Thus, according to the engine system 20 according to the second embodiment, compared with the engine system 10 according to the first embodiment, the cooling water flows in parallel when the EGR cooler 310 is warmed up. However, it is advantageous in terms of cost because the configuration is simpler than that of the engine system 10.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit or concept of the invention that can be read from the claims and the entire specification, and control of the cooling device accompanying such changes. The apparatus is also included in the technical scope of the present invention.

  The present invention is applicable to a cooling device in a system including an engine and an EGR device.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 100 ... ECU, 200 ... Engine, 310 ... EGR cooler, 600 ... Cooling device, 610 ... Electric W / P, 610 ... CCV, 630 ... Switching valve, 650 ... Radiator.

Claims (5)

An internal combustion engine including a cylinder head and a cylinder block;
An EGR device that includes an EGR cooler and recirculates a part of the exhaust gas of the internal combustion engine as EGR gas to the intake system of the internal combustion engine;
A cooling device for cooling a cooling object including at least the cylinder head, the cylinder block, and the EGR cooler,
The cooling device is
A flow path for circulating and supplying cooling water ;
A radiator provided in the flow path;
The operation mode of the cooling device that defines the circulation path of the cooling water in the flow path by opening and closing a valve disposed in the flow path is as follows: (1) The cooling water circulates with respect to the cooling target. An all-stop mode that is not supplied; (2) an all-water flow mode in which the cooling water is circulated and supplied to at least the cylinder head, cylinder block, EGR cooler, and radiator; and (3) the cylinder head and EGR cooler. A first operation mode in which the cooling water is circulated and supplied through a first path not including the cylinder block and the radiator; and (4) a second path including the EGR cooler and the radiator and not including the cylinder head and the cylinder block. Is configured to be selectable from a plurality of operation modes including a second operation mode in which the cooling water is circulated and supplied. Controlling the cooling device in yet a vehicle comprising a unit, a control unit of the cooling device,
A specifying means for specifying the temperature of the cooling water;
The first operation mode is selected as the operation mode when the specified temperature is in a first temperature range that is determined as a temperature range in which the EGR cooler should be warmed up in the incomplete warm-up period of the internal combustion engine. In addition, when the specified temperature is in a second temperature range determined on the higher temperature side than the first temperature range as a temperature range for cooling the EGR cooler, the second operation mode is set as the second operation mode. And a control unit that controls the switching unit so that an operation mode is selected. The control means sets the switching means so that the full stop mode is selected as the operation mode when the specified temperature is in a cold start range determined on a lower temperature side than the first temperature range. It controls. The control apparatus of the cooling device of Claim 1 characterized by the above-mentioned. The control device for a cooling device according to claim 1 or 2, wherein the first temperature region is a temperature region including a predetermined exhaust dew point temperature. The control device for a cooling device according to any one of claims 1 to 3, wherein the second temperature region is a temperature region that is less than a convergence value that should be converged upon completion of warm-up of the internal combustion engine. The control means controls the switching means so that the full water flow mode is selected as the operation mode when the specified temperature has converged to a convergence value that should be converged upon completion of warm-up of the internal combustion engine. The control device for a cooling device according to any one of claims 1 to 4, wherein:

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