JP2009068398A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine capable of suppressing the drop of an exhaust gas temperature in an exhaust gas port depending on operating status of the internal combustion engine. <P>SOLUTION: An internal combustion engine 10 is equipped with a turbo-supercharger 70, in which cooling water passages (33, 34) in multiple routes are provided in engine body 20, and flow rate control means (50, 100) capable of adjusting flow rate of cooling water of at least the cooling water passage 33 at exhaust gas port side passing nearest the exhaust gas port out of the cooling water passages (33, 34), relative to another cooling water passage 34. The flow rate control means (50, 100) reduces cooling water flow rate of the cooling water passage 33 at exhaust gas port side based on an operating status of the internal combustion engine 10. Depending on an operating status of the internal combustion engine 10, temperatures of exhaust gas port side, for example, exhaust gas port and exhaust gas manifold are raised, and temperature drop of emitted gas flowing through the exhaust gas port is suppressed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an internal combustion engine provided with a turbocharger, and to an internal combustion engine in which a plurality of paths of cooling water are provided in an engine body.

  In recent years, in an internal combustion engine, a plurality of cooling water flow paths (hereinafter referred to as cooling water paths) are provided in the engine body, and so-called multi-system cooling is possible in which the flow rate of cooling water flowing through each path is adjusted separately. There are known internal combustion engines. For example, a cooling water passage that mainly cools the cylinder block and a cooling water passage that mainly cools the cylinder head are provided. When the internal combustion engine is cold, the cooling water passage that mainly cools the cylinder block is provided with cooling water. In some cases, the cylinder block is configured not to circulate so that the cylinder block can be warmed up early.

  Patent Document 1 listed below is an internal combustion engine including a turbocharger, a cooling path for cooling the turbocharger, a bypass flow path for bypassing the cooling path, and a bypass flow path An internal combustion engine having a bypass valve capable of stopping the flow is disclosed. In the internal combustion engine described in Patent Document 1, during warm-up, the bypass valve is opened to flow cooling water through the bypass flow path, and the flow rate of the cooling path that cools the turbocharger is reduced. As a result, the exhaust gas temperature (hereinafter referred to as the exhaust gas temperature) generated when the exhaust gas passes through the turbocharger is prevented from lowering, and the exhaust purification catalyst is activated early.

JP 2004-116310 A

  Incidentally, it is known that in an internal combustion engine with a turbocharger, when the engine load is relatively low, the flow rate of exhaust gas discharged from the cylinder is low, and in addition, the exhaust temperature is low. In such a case, there is a problem that the efficiency with which the turbocharger extracts work energy from the exhaust gas (hereinafter referred to as turbo efficiency) decreases. Even if the flow rate of the exhaust gas is the same, the turbo efficiency decreases as the exhaust temperature decreases.

  In particular, in the case of an internal combustion engine that performs lean combustion in a cylinder or an internal combustion engine that burns fuel with a large latent heat of vaporization such as ethanol, the combustion temperature in the cylinder is higher than that of an internal combustion engine that burns gasoline at a stoichiometric air-fuel ratio. It is known that the temperature of the exhaust gas discharged from the cylinder (hereinafter referred to as the exhaust temperature) is also lowered along with this, and if the exhaust gas temperature is the same, the turbo efficiency is reduced when the exhaust gas temperature is the same. There is a problem of lowering. In addition, when the exhaust manifold and the cylinder head are integrally formed, the exhaust manifold is cooled together with the cylinder head, and the exhaust temperature of the exhaust gas flowing into the turbine of the turbocharger is lowered and the turbo efficiency is lowered. The problem arises.

  The present invention has been made in view of the above, and an object of the present invention is to provide an internal combustion engine capable of suppressing a decrease in exhaust temperature at an exhaust port in accordance with an operating state of the internal combustion engine.

  In order to achieve the above object, an internal combustion engine according to the present invention is an internal combustion engine that includes a turbocharger and is provided with a plurality of cooling water passages in an engine body, and among the plurality of cooling water passages, Flow rate control means is provided that can adjust the coolant flow rate of the exhaust port side cooling water channel that is at least the cooling water channel passing through the exhaust port side relative to other cooling water channels, and the flow rate control means is based on the operating state of the internal combustion engine. And reducing the flow rate of cooling water in the exhaust port side cooling water channel.

  In the internal combustion engine according to the present invention, the flow rate control means is configured to cool the exhaust port side cooling water channel based on the exhaust temperature estimation means for estimating the exhaust temperature, the estimated exhaust temperature, and a preset exhaust gas upper limit value. Exhaust temperature reaches a preset exhaust gas temperature upper limit value when it is determined to reduce the cooling water flow rate of the weak cooling possibility determination unit and the exhaust port side cooling water channel for determining whether or not to reduce the water flow rate. The flow rate determining means for determining the coolant flow rate of the exhaust port side cooling water channel based on the estimated exhaust gas temperature may be included.

  The internal combustion engine according to the present invention is provided with a cooling water pump that is driven by receiving mechanical power from the internal combustion engine and can pump cooling water to all the cooling water passages. A flow rate adjusting valve provided in the cooling water channel and capable of adjusting the cooling water flow rate of the exhaust port side cooling water channel, and an adjustment valve control means capable of controlling the opening degree of the flow rate adjusting valve based on the operating state of the internal combustion engine; The control valve control means can reduce the flow rate of the cooling water in the exhaust port side cooling water channel by reducing the opening of the flow rate control valve.

  In the internal combustion engine according to the present invention, the flow rate control means is provided in the exhaust port side cooling water passage, and is provided with a first cooling water pump capable of adjusting the flow rate of the cooling water to be pumped, and the cooling water provided in the other cooling water channels and pumped. A second cooling water pump capable of adjusting the flow rate, and pump control means capable of controlling a cooling water flow rate pumped by each of the first and second cooling water pumps. The pump control means includes the first cooling water pump. The flow rate of cooling water flowing through the exhaust port side cooling water channel can be reduced by reducing the flow rate of cooling water to be pumped.

  According to the present invention, the flow rate control means capable of adjusting the cooling water flow rate of the exhaust port side cooling water channel reduces the cooling water flow rate of the exhaust port side cooling water channel based on the operating state of the internal combustion engine. Depending on the operating state of the internal combustion engine, the temperature of the exhaust port can be raised to suppress the temperature drop of the exhaust gas flowing through the exhaust port. Thereby, it becomes possible to raise the temperature of the exhaust gas which flows into the turbine of a turbocharger, and to improve the efficiency of a turbocharger.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  First, the configuration of the internal combustion engine according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine. In FIG. 1, only the main part related to the present invention is schematically shown.

  As shown in FIG. 1, the internal combustion engine 10 includes a turbocharger 70 that compresses air sucked by kinetic energy of exhaust gas discharged from the cylinder. The internal combustion engine 10 is mounted on a motor vehicle as a prime mover, and is provided with an electronic control device 100 (hereinafter referred to as ECU) for controlling the internal combustion engine 10. In the present embodiment, the ECU 100 is included in the internal combustion engine 10.

  The internal combustion engine 10 is provided with a cylinder block, a piston, a crankshaft, a cylinder head, and the like (not shown) as main body components in which a cylinder is formed. A cylinder head is coupled to the cylinder block so as to surround the cylinder bore so as to face the piston, thereby constituting an engine body 20. A “cylinder” is formed in the engine body 20 by being surrounded by a cylinder bore, a cylinder head, and a piston.

  The mechanical power generated by the internal combustion engine 10 is output from the crankshaft. A crank angle sensor (not shown) that detects a rotation angle position of the crank shaft (hereinafter referred to as a crank angle) is provided in the vicinity of the crank shaft. The crank angle sensor sends a signal related to the detected crank angle to the ECU 100.

  The cylinder head of the engine body 20 has an intake port (not shown) that guides intake air from the intake passage into the cylinder corresponding to each cylinder, and discharges exhaust gas from the cylinder to an exhaust passage that will be described later. An exhaust port (not shown) is formed.

  The internal combustion engine 10 includes an external air duct that introduces air from outside air, an air cleaner that removes dust from the intake air, an air flow meter that measures the flow rate of intake air, A throttle valve that adjusts the flow rate of air, an intake manifold that is a distribution pipe that distributes intake air to each cylinder, and the like are provided.

  The air flow meter detects the flow rate of intake air that is introduced from the outside air duct and flows into the cylinder (hereinafter referred to as “intake air amount”), and sends a signal related to the detected intake air amount to the ECU 100. ing.

  The intake air introduced from the outside air duct passes through the air cleaner, the flow rate is detected by the air flow meter, and is compressed by the compressor 76 of the turbocharger 70. The compressed intake air flows into the throttle valve, the flow rate of which is adjusted by the throttle valve, flows into the intake manifold, and flows into each cylinder provided in the engine body 20.

  Further, the internal combustion engine 10 includes an exhaust manifold that exhausts exhaust gases from the cylinders to the outside air, joins exhaust gases from the cylinders and guides them to the turbocharger 70, and a turbocharger 70. An exhaust pipe 78 that guides exhaust gas from the turbine 72 to the outside air and an exhaust purification catalyst 80 that purifies harmful components in the exhaust gas are provided. The exhaust manifold joins exhaust gases exhausted from a plurality of cylinders of the engine body 20 and guides them to a turbine 72 of a turbocharger 70 described later. The exhaust manifold is integrally coupled to the cylinder head of the engine body 20 and is included in the engine body 20. The joining portion of the exhaust manifold is indicated by reference numeral 60 in the figure. The exhaust manifold may be configured separately from the cylinder head of the engine body 20.

  The turbocharger 70 includes a compressor 76 provided between intake pipes (indicated by a two-dot chain line in the drawing), and a turbine 72 provided between an exhaust manifold and an exhaust pipe 78. have. The turbocharger 70 can compress the air in the compressor 76 and feed it toward the cylinder by the kinetic energy of the exhaust gas flow flowing into the turbine 72 via the exhaust manifold. .

  As the exhaust purification catalyst 80, a three-way catalyst, a NOx occlusion reduction type catalyst or the like is used. Since these have a noble metal having a catalytic action, the function may be impaired if the exhaust gas temperature of the exhaust gas flowing through the exhaust purification catalyst 80 is equal to or higher than a predetermined upper limit value. Therefore, an upper limit value (hereinafter referred to as an exhaust temperature upper limit value) is set in advance for the exhaust temperature. That is, the internal combustion engine 10 is controlled by the ECU 100 so that the exhaust temperature is below a preset exhaust temperature upper limit value.

  The high temperature exhaust gas discharged from the cylinder formed in the engine body 20 to the exhaust port joins at the exhaust manifold, flows into the turbine 72, and operates the turbocharger 70. Exhaust gas discharged from the turbine 72 flows into the exhaust purification catalyst 80 from the exhaust pipe 78, and after harmful components are purified, it is released to the outside air.

  The “exhaust passage” is a passage of exhaust gas until exhaust gas discharged from the cylinder passes through the turbine 72 of the turbocharger 70 and the exhaust purification catalyst 80 and is released to the outside air. I mean. In the present embodiment, the exhaust passage includes an exhaust port formed in the engine body 20.

  The internal combustion engine 10 is provided with a plurality of passages (hereinafter referred to as cooling water passages) in the engine body 20 through which cooling water (coolant) can flow in order to cool the engine body 20. Specifically, in the engine body 20, an exhaust port side cooling water channel 33 that is a cooling water channel passing through the exhaust port side and another cooling that is a cooling water channel other than the exhaust port side cooling water channel 33. A water channel 34 is provided. The exhaust port side cooling water passage 33 and the other cooling water passage 34 are formed in the cooling pipe extending from the engine body 20 in addition to the passages formed in the parts (cylinder head and cylinder block) constituting the engine body 20. It is comprised by the pipe line etc. which were made. In addition, the flow volume of the cooling water which flows through a cooling water channel is described as a cooling water flow volume in the following description.

  The exhaust port-side cooling water channel 33 is a cooling water channel whose path is set so as to pass through the vicinity of the exhaust port in the cylinder head constituting the engine body 20, and is provided so that the temperature of the exhaust port can be adjusted. It is a waterway. It is possible to adjust the temperature of the exhaust gas flowing into the turbine 72 of the turbocharger 70 by adjusting the flow rate of the cooling water flowing through the exhaust port side cooling water channel 33 (hereinafter referred to as the cooling water flow rate). ing.

  Specifically, by reducing the cooling water flow rate in the exhaust port side cooling water channel 33, the cooling of the exhaust port can be weakened and the temperature of the exhaust port can be raised. When the temperature of the exhaust port is increased, the amount of heat transferred from the exhaust gas flowing through the exhaust port to the engine body 20 is reduced, and the temperature of the exhaust gas after passing through the exhaust port is increased. In other words, the exhaust port-side cooling water channel 33 is adjusted by adjusting the flow rate of the cooling water flowing therethrough, before being discharged from the cylinder and flowing through the exhaust port, before flowing into the turbine 72 of the turbocharger 70. It is possible to adjust the temperature of the exhaust gas.

  On the other hand, the other cooling water channel 34, which is a cooling water channel other than the exhaust side cooling water channel 33, is a cooling water channel set so as not to pass through the vicinity of the exhaust port, and the change in the cooling water flow rate is Compared to the above-described exhaust port side cooling water channel 33, the cooling water channel does not affect the temperature of the exhaust port. The other cooling water passage 34 is a portion that does not significantly affect the temperature of the exhaust port as compared with the exhaust port side cooling water passage 33 such as a cylinder block in the engine body 20 by adjusting the flow rate of the cooling water flowing therethrough. It is possible to adjust the temperature.

  As described above, the engine body 20 of the internal combustion engine 10 is provided with the exhaust port side cooling water channel 33 and another cooling water channel 34 that is a cooling water channel other than the exhaust port side cooling water channel 33. In the present embodiment, the exhaust port side cooling water channel 33 is configured as a flow channel that flows on the exhaust side of the cylinder head of the engine body 20, and the other cooling water channel 34 includes the cylinder block of the engine body 20 and the cylinder head. Of these, it is configured as a flow path that flows on the intake side. In this embodiment, the exhaust manifold and the cylinder head are integrally formed, and the exhaust port side cooling water passage 33 is provided in the exhaust manifold in addition to the exhaust side of the cylinder head. That is, in this embodiment, the engine body 20 is assumed to include an exhaust manifold.

  The internal combustion engine 10 includes a cooling water pump 30 that pumps cooling water toward the exhaust port side cooling water channel 33 and the other cooling water channel 34 as cooling system components for cooling the engine body 20, and an exhaust port side cooling water channel. The flow rate adjusting valve 50 provided on the route 33 and capable of adjusting the flow rate of the cooling water flowing through the exhaust port side cooling water passage 33, and the heat of the cooling water from the exhaust port side cooling water passage 33 and other cooling water passages 34 to the outside air A radiator 120 that dissipates and cools, and a thermostat valve 40 that switches whether cooling water from the exhaust port side cooling water channel 33 and the other cooling water channel 34 flows to the radiator 120 according to the temperature of the cooling water is provided. Yes.

  The cooling water pump 30 is driven by mechanical power generated by the internal combustion engine 10. The cooling water pump 30 is a pump that is driven by transmitting mechanical power output from, for example, a crankshaft via a belt or the like. The cooling water pump 30 is driven by receiving mechanical power from the internal combustion engine 10 and pumps the cooling water toward the exhaust port side cooling water channel 33 and the other cooling water channel 34. That is, during the operation of the internal combustion engine 10, the cooling water pump 30 is always driven to pump the cooling water from the thermostat valve 40 toward the exhaust port side cooling water channel 33 and the other cooling water channel 34. Become.

  The thermostat valve 40 cools the cooling water flowing through the exhaust port side cooling water passage 33 and the other cooling water passages 34 according to the temperature of the cooling water that changes according to the operating state of the internal combustion engine 10, through the radiator 120. It is possible to switch between flowing on the water channel 38 or flowing to a bypass cooling water channel 39 provided so as to bypass the radiator 120. Before the warming-up of the internal combustion engine 10 is completed, the opening / closing valve of the thermostat valve 40 is set so that the cooling water flows around the radiator 120.

  Cooling water from the cooling water pump 30 is guided to the exhaust port side cooling water channel 33 and the other cooling water channel 34 by the feed cooling water channel 32. The cooling water in the exhaust port side cooling water channel 33 and the other cooling water channel 34 that has become high temperature through the engine body 20 merges in the return cooling water channel 36. The cooling water flowing through the return cooling water channel 36 toward the thermostat valve 40 passes through one of the radiator side cooling water channel 38 passing through the radiator 120 and the bypass cooling water channel 39 bypassing the radiator 120 to the thermostat valve 40. It reaches. The relatively low-temperature cooling water that has flowed into the thermostat valve 40 is drawn into the cooling water pump 30 from the cooling water passage 42.

  The flow rate adjusting valve 50 is provided in the exhaust port side cooling water channel 33 on the upstream side of the engine body 20 in the flow direction of the cooling water. The flow rate adjusting valve 50 is configured as an electromagnetic valve, and can adjust the flow rate of the cooling water flowing through the exhaust port side cooling water channel 33 by changing the opening degree. The opening degree of the flow rate adjustment valve 50 is controlled by the ECU 100.

  In the internal combustion engine 10 configured as described above, the ECU 100 detects a signal related to the crank angle from the crank angle sensor and a signal related to the intake air amount from the air flow meter, and detects the crankshaft of the internal combustion engine 10. The operating state of the internal combustion engine 10 is grasped by calculating the rotational speed (hereinafter referred to as engine rotational speed) and the mechanical power (hereinafter referred to as engine load) output from the crankshaft by the internal combustion engine 10. .

  The ECU 100 is configured to be able to estimate the exhaust temperature in the exhaust purification catalyst 80 based on the operating state of the internal combustion engine, that is, the engine rotational speed and the engine load. A map showing the relationship between the engine speed and the engine load and the exhaust temperature is obtained in advance by a matching experiment or the like, and is stored in a ROM (not shown) of the ECU 100 as a control constant. As described above, the ECU 100 has the exhaust temperature estimating means that is a function for estimating the exhaust temperature.

  The exhaust temperature may be provided by providing an exhaust temperature sensor in the exhaust passage near the exhaust purification catalyst 80, and the ECU 100 may detect the signal from the exhaust temperature sensor to estimate the exhaust temperature in the exhaust purification catalyst 80. good. Further, the exhaust temperature may be estimated by detecting the exhaust temperature in the exhaust passage other than the exhaust purification catalyst 80 and estimating the exhaust temperature in the exhaust purification catalyst 80.

  The ECU 100 also has a function (adjustment valve control means) for controlling the opening degree of the flow rate adjustment valve 50 based on the operating state of the internal combustion engine 10. The ECU 100 as the adjustment valve control means controls the opening degree of the flow rate adjustment valve 50 according to the operating state of the internal combustion engine 10, whereby the flow rate of the cooling water flowing through the exhaust port side cooling water channel 33 is changed to another cooling water channel 34. It can be adjusted separately from the flow rate of the cooling water flowing through the. That is, the internal combustion engine 10 has flow rate control means (50, 100) that is a function of adjusting the cooling water flow rate of the exhaust port side cooling water channel 33 separately from the cooling water flow rates of the other cooling water channels 34.

  Next, in the internal combustion engine according to this embodiment, the cooling water flow rate control of the exhaust port side cooling water channel executed by the ECU as the flow rate control means will be described with reference to FIGS. FIG. 2 is a flowchart of cooling water flow control executed by the ECU. FIG. 3 is a diagram showing the relationship between the engine speed and the engine load and the exhaust temperature. FIG. 4 is a diagram for explaining a method of determining the cooling water flow rate in the exhaust port side cooling water channel from the estimated exhaust gas temperature.

  As shown in FIG.1 and FIG.2, ECU100 acquires the various control variables which concern on the driving | running state of the internal combustion engine 10 as a motor | power_engine in step S100. The control variables include engine speed and engine load.

  In step S102, the ECU 100 estimates the current exhaust gas temperature in the exhaust gas purification catalyst 80 based on the engine speed and the engine load. FIG. 3 shows the level of the exhaust temperature in each operation state of the internal combustion engine 10, and the operation state where the exhaust gas temperature is the same is indicated by a one-dot chain line in the figure. As shown in FIG. 3, the exhaust temperature tends to increase as the engine speed increases and the engine load increases. A map showing the relationship between the engine rotational speed and the engine load and the exhaust temperature is stored in the ROM in advance, and the ECU 100 estimates the exhaust temperature in the exhaust purification catalyst 80 from the map and the engine rotational speed and the engine load. To do.

  In step S104, the ECU 100 reduces the flow rate of the cooling water in the exhaust port side cooling water passage 33 based on the estimated exhaust temperature and the preset exhaust temperature upper limit value, so that the exhaust port of the engine main body 20 is exhausted. It is determined whether or not the side can be in a weak cooling state. Specifically, it is determined whether or not to reduce the cooling water flow rate in the exhaust port side cooling water channel 33 from the difference between the estimated exhaust gas temperature and the exhaust gas upper limit value. That is, when the estimated exhaust gas temperature is lower than the exhaust gas upper limit value by a predetermined difference value, it is determined that the cooling water flow rate in the exhaust port side cooling water channel 33 can be reduced (Yes). . When it is determined that the cooling water flow rate in the exhaust port side cooling water channel 33 cannot be reduced (No), such as when the estimated exhaust gas temperature is equal to or higher than the exhaust gas upper limit value, the process returns to step S100. . As described above, the ECU 100 determines whether or not to reduce the cooling water flow rate in the exhaust port side cooling water channel based on the estimated exhaust gas temperature and the preset exhaust gas temperature upper limit value (decision on whether or not to cool down). Means).

  When it is determined that the cooling water flow rate in the exhaust port side cooling water channel 33 can be reduced (Yes), the process proceeds to step S106, and the ECU 100 determines the cooling water flow rate to flow through the exhaust port side cooling water channel 33. Specifically, first, as shown in FIG. 4, the relationship between the estimated exhaust temperature, the current cooling water flow rate of the exhaust port side cooling water channel 33, and the exhaust temperature and cooling water flow rate obtained in advance is shown. Based on the map shown, the cooling water flow rate (hereinafter referred to as the lower limit water amount) of the exhaust port side cooling water channel 33 that reaches the exhaust gas upper limit value is estimated. And the cooling water flow volume of the exhaust port side cooling water channel 33 is determined so that it may become more than a minimum amount of water. In this way, the ECU 100 determines the cooling water flow rate of the exhaust port side cooling water channel based on the estimated exhaust temperature so that the exhaust temperature does not reach the preset exhaust gas temperature upper limit value (flow rate determining means). have. The relationship between the cooling water flow rate in the exhaust port side cooling water channel 33 and the exhaust temperature is obtained in advance by a conformance experiment or the like, and is stored in the ROM of the ECU 100 as a control constant.

  In step S <b> 108, the ECU 100 reduces the flow rate of the cooling water in the exhaust port side cooling water channel 33 by reducing the opening degree of the flow rate adjusting valve 50 according to the determined cooling water flow rate. After adjusting the cooling water flow rate of the exhaust port side cooling water channel 33 by the flow rate adjusting valve 50, the process returns to step S100.

  By controlling the flow rate of the cooling water as described above, the temperature of the exhaust gas flowing through the exhaust port and the exhaust manifold is increased by increasing the temperature of the exhaust port and the exhaust manifold by reducing the flow rate of the cooling water in the exhaust port side cooling water channel 33. The temperature of the exhaust gas flowing into the turbine 72 of the turbocharger 70 can be increased while suppressing the decrease. Thereby, the efficiency of the turbocharger 70 can be improved.

  As described above, in the present embodiment, the internal combustion engine 10 includes the turbocharger 70, a plurality of paths of cooling water channels (33, 34) are provided in the engine body 20, and the plurality of paths (33, 34). The flow rate control means (50, 100) capable of adjusting the cooling water flow rate of the exhaust port side cooling water channel 33, which is the cooling water channel passing through at least the exhaust port side, with respect to the other cooling water channels 34. The flow rate control means (50, 100) reduces the cooling water flow rate of the exhaust port side cooling water channel 33 based on the operating state of the internal combustion engine 10. In accordance with the operating state of the internal combustion engine 10, the temperature of the exhaust port, for example, the exhaust port and the exhaust manifold, is raised to suppress the temperature drop of the exhaust gas flowing through the exhaust port and the like. The temperature of the exhaust gas flowing into the can be increased. Thereby, the efficiency of the turbocharger 70 can be improved.

  In the present embodiment, the ECU 100 as the flow rate control means determines the exhaust port based on the exhaust temperature estimation means (S102) for estimating the exhaust temperature, the estimated exhaust temperature, and the preset exhaust temperature upper limit value. Exhaust temperature is set in advance when it is determined to reduce the cooling water flow rate in the exhaust port side cooling water channel and the weak cooling possibility determination means (S104) for determining whether or not to reduce the cooling water flow rate in the side cooling water channel The turbocharger is provided with flow rate adjusting means (S106, S108) for adjusting the cooling water flow rate of the exhaust port side cooling water channel based on the estimated exhaust gas temperature so as not to reach the set exhaust gas temperature upper limit value. Even if the cooling water flow rate in the exhaust port side cooling water passage 33 is reduced in order to increase the temperature of the exhaust gas flowing into the turbine 72 of the machine 70, the exhaust gas temperature upper limit value set in advance. It is possible to suppress the exhaust gas temperature to below, it is possible to prevent damage such as an exhaust purification catalyst 80 due to excessive increase in the exhaust temperature.

  Further, in this embodiment, the internal combustion engine 10 is provided with a cooling water pump 30 that is driven by mechanical power from the internal combustion engine 10 and can pump cooling water to all the cooling water passages (33, 34). The flow rate control means (50, 100) is provided in the exhaust port side cooling water channel 33, and can adjust the cooling water flow rate of the exhaust port side cooling water channel 33 and the operating state of the internal combustion engine 10. And the ECU 100 which is an adjustment valve control means capable of controlling the opening degree of the flow rate adjustment valve 50. The ECU 100 as the adjustment valve control means reduces the opening degree of the flow rate adjustment valve 50 to cool the exhaust port side. The cooling water flow rate in the water channel 33 was reduced. As a result, the flow rate adjustment valve 50 is provided on the exhaust port side cooling water passage 33, and the temperature reduction of the exhaust gas flowing through the exhaust port and the exhaust manifold can be suppressed only by controlling the flow rate adjustment valve 50 by the ECU 100. The internal combustion engine 10 that increases the temperature of the exhaust gas flowing into the turbine 72 of the feeder 70 can be realized.

  The configuration of the internal combustion engine according to the present embodiment will be described with reference to FIG. FIG. 5 is a schematic diagram showing the configuration of the internal combustion engine. The internal combustion engine according to the present embodiment has a first cooling water pump capable of pumping cooling water to the exhaust port side cooling water channel and a cooling water to other cooling water channel as flow rate control means for controlling the flow rate of the exhaust port side cooling water channel. Unlike the first embodiment in that it includes a second cooling water pump capable of pumping water and pump control means capable of controlling the cooling water pumping amount of the first and second cooling water pumps, the details will be described below. . In addition, about the substantially common structure of Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The internal combustion engine 10B according to the present embodiment is mounted on an automobile together with a rotating electrical machine (not shown) as a prime mover. As shown in FIG. 5, the internal combustion engine 10B operates in response to power supply. Second cooling water pumps 51 and 52 are provided.

  In the engine body 20 of the internal combustion engine 10B, there is an exhaust port side cooling water channel 33B that is a flow channel of cooling water passing through the exhaust port side, and another cooling channel that is a cooling water channel other than the exhaust port side cooling water channel 33B. A water channel 34B is provided. The exhaust port side cooling water channel 33B is configured as a closed cooling water circuit in which the cooling water circulates independently.

  A first cooling water pump 51 is provided in the middle of the exhaust port side cooling water channel 33B in order to adjust the flow rate of the cooling water circulating through the exhaust port side cooling water channel 33B. The 1st cooling water pump 51 is an electric pump, and is comprised so that adjustment of the flow volume of the cooling water pumped is possible. That is, the 1st cooling water pump 51 can adjust the flow volume of the cooling water which circulates through the exhaust port side cooling water channel 33B. The flow rate of cooling water pumped by the first cooling pump 51 is controlled by the ECU 100B.

  In addition, a radiator 121 is provided in the middle of the exhaust port side cooling water passage 33 </ b> B, and the cooling water flowing through the exhaust port side cooling water passage 33 </ b> B flows through the radiator 121. The radiator 121 cools the cooling water by dissipating the heat of the cooling water circulating in the exhaust port side cooling water channel 33B to the outside air.

  The cooling water pumped by the first cooling water pump 51 flows through the exhaust port side cooling water passage 33 </ b> B and flows through the engine body 20. The cooling water flowing through the exhaust port side cooling water passage 33B that has reached a high temperature through the engine body 20 flows through the radiator 121 and is cooled here. The cooling water cooled by the radiator 121 and having a low temperature is again sucked into the first cooling water pump 51.

  On the other hand, a second cooling water pump 52 is provided in the middle of the other cooling water channel 34B in order to adjust the flow rate of the cooling water circulating through the other cooling water channel 34B. The 2nd cooling water pump 52 is an electric pump similarly to the 1st cooling water pump 51, and is comprised so that adjustment of the flow volume of the cooling water pumped is possible. That is, the second cooling water pump 52 can adjust the flow rate of the cooling water circulating in the other cooling water passage 34B. The flow rate of cooling water pumped by the second cooling water pump 52 is controlled by the ECU 100B.

  Further, a radiator 122 is provided in the middle of the other cooling water channel 34 </ b> B, and the cooling water flowing through the other cooling water channel 34 </ b> B flows through the radiator 122. The radiator 122 cools the cooling water by dissipating the heat of the cooling water circulating in the other cooling water channel 34B to the outside air.

  Further, the internal combustion engine 10B is provided with a thermostat valve 40B that switches whether or not the cooling water from the exhaust port side cooling water passage 33B and the other cooling water passages 34B flows to the radiator 122 according to the temperature of the cooling water. . The thermostat valve 40B causes the cooling water flowing through the other cooling water passage 34B to flow on the radiator side cooling water passage 38B passing through the radiator 122 according to the temperature of the cooling water that changes according to the operating state of the internal combustion engine 10B. It is configured to be able to switch whether to flow to the bypass cooling water passage 39B provided to bypass the radiator 122. Before the warming-up of the internal combustion engine 10B is completed, the open / close valve of the thermostat valve 40B is set so that the coolant flows around the radiator 122.

  The cooling water pumped by the second cooling water pump 52 flows through the other cooling water passage 34 </ b> B and flows through the engine body 20. The cooling water flowing through the other cooling water passage 34 </ b> B passing through the engine body 20 passes through one of the radiator-side cooling water passage 38 </ b> B passing through the radiator 122 and the bypass cooling water passage 39 </ b> B bypassing the radiator 122. To the thermostat valve 40B. The cooling water that has flowed into the thermostat valve 40B is again drawn into the second cooling water pump 52 from the cooling water passage 42B.

  Further, the ECU 100B has a function (pump control means) for controlling the flow rate of cooling water pumped by the first cooling water pump 51 and the second cooling water pump 52 based on the operating state of the internal combustion engine 10B. The ECU 100B as the pump control means controls the flow rate of the cooling water pumped by the first cooling water pump 51 and the second cooling water pump 52 in accordance with the operating state of the internal combustion engine 10B, thereby flowing through the exhaust port side cooling water channel 33B. It is possible to separately adjust the cooling water flow rate and the cooling water flow rate flowing through the other cooling water channel 34B. That is, the internal combustion engine 10B has flow rate control means (51, 100B) that is a function of adjusting the cooling water flow rate of the exhaust port side cooling water channel 33B separately from the cooling water flow rate of the other cooling water channels 34B.

  Next, the flow rate control of the cooling water executed by the ECU as the flow rate control means in the internal combustion engine according to this embodiment will be described with reference to FIGS. FIG. 6 is a flowchart of cooling water flow control executed by the ECU.

  As shown in FIGS. 5 and 6, the ECU 100B acquires various control variables related to the operating state of the internal combustion engine 10B in step S200. Control variables include engine speed and engine load. In addition, when the automobile on which the internal combustion engine 10 is mounted includes a rotating electric machine (motor / generator) that is powered by receiving electric energy supplied from the secondary battery as a prime mover, the rotation is set as a control variable acquired by the ECU 100. The torque output by the electric machine and the storage state (SOC) of the secondary battery may be included.

  In step S202, the ECU 100B estimates the current exhaust gas temperature in the exhaust purification catalyst 80 based on the control variable relating to the operating state of the internal combustion engine 10B.

  In step S204, the ECU 100B reduces the cooling water flow rate in the exhaust port side cooling water passage 33B based on the estimated exhaust temperature and a preset exhaust temperature upper limit value, so that the exhaust port of the engine body 20 is exhausted. It is determined whether or not the side can be in a weak cooling state. Specifically, when the estimated exhaust gas temperature is below the exhaust gas upper limit value by a predetermined difference value, the cooling water flow rate in the exhaust port side cooling water channel 33 can be reduced (Yes). Is determined.

  When it is determined that the cooling water flow rate in the exhaust port side cooling water channel 33B can be reduced (Yes), in step S206, the ECU 100B determines the cooling water flow rate to flow through the exhaust port side cooling water channel 33B. The ECU 100B sets the cooling water flow rate in the exhaust port side cooling water passage 33B to a value reduced from the current cooling water flow rate based on the estimated exhaust temperature so that the exhaust temperature does not reach a preset exhaust temperature upper limit value. Has been decided.

  In step S208, the ECU 100B decreases the cooling water flow rate of the first cooling pump 51 to reduce the cooling water flow rate of the exhaust port side cooling water channel 33B so that the determined cooling water flow rate is obtained. Then, the process returns to step S200.

  On the other hand, if it is determined in step S204 that the cooling water flow rate in the exhaust port side cooling water passage 33B cannot be reduced (No), the ECU 100B has a high exhaust temperature and may cause knocking in the internal combustion engine 10B. In step S210, the cooling water flow rate of the other cooling water channel 34B is determined. The ECU 100B determines the cooling water flow rate in the other cooling water passage 34B to a value increased from the current cooling water flow rate so that knocking does not occur in the internal combustion engine 10B.

  In step S212, the ECU 100B increases the cooling water flow rate of the other cooling water channel 34B by increasing the cooling water flow rate pumped by the second cooling water pump 52 so that the determined cooling water flow rate is obtained. Then, the process returns to step S200.

  When it is determined that the exhaust port side can be weakly cooled by performing the above cooling water flow control, the cooling water flow rate in the exhaust port side cooling water passage 33B is reduced, so that the exhaust port and the exhaust manifold The temperature of the exhaust gas flowing through the exhaust port and the exhaust manifold can be suppressed and the temperature of the exhaust gas flowing into the turbine 72 of the turbocharger 70 can be increased. Thereby, the efficiency of the turbocharger 70 can be improved. On the other hand, when it is determined that the exhaust port side cannot be weakly cooled, that is, when it is determined that the exhaust temperature is high and knocking is likely to occur, the cooling water flow rate of the other cooling water channel 34B is increased. Thus, the occurrence of knocking can be suppressed.

  As described above, in this embodiment, the flow rate control means is provided in the first cooling water pump 51 that is provided in the exhaust port side cooling water channel 33B and can adjust the flow rate of the cooling water to be pumped, and in the other cooling water channel 34B. A second cooling water pump 52 capable of adjusting the flow rate of the cooling water to be pumped, and an ECU 100B as a pump control means capable of controlling the flow rate of the cooling water pumped by the first and second cooling water pumps 51 and 52, respectively. In addition, the ECU 100B as the pump control means is configured to reduce the flow rate of cooling water flowing through the exhaust port side cooling water channel 33B by reducing the flow rate of cooling water pumped by the first cooling water pump 51. The temperature of the exhaust gas flowing into the turbine 72 of the turbocharger 70 is suppressed by reducing the temperature drop of the exhaust gas flowing through the exhaust port and the like only by reducing the flow rate of the cooling water pumped by the first cooling water pump 51 by the ECU 100B. Can be raised. Thereby, when the exhaust gas temperature is low, the temperature of the exhaust gas flowing into the turbine 72 can be raised, and the efficiency of the turbocharger 70 can be improved.

  In the embodiment described above, the exhaust port side cooling water channel (33; 33B) is configured as a flow channel that flows on the exhaust side of the cylinder head of the engine body 20, and other cooling other than the exhaust port side cooling water channel. The water channel (34; 34B) is configured as a flow channel that flows on the intake side of the cylinder block and the cylinder head of the engine body 20, but the exhaust port side cooling water channel and the other cooling water channel modes are as follows. It is not limited to. The exhaust port side cooling water channel may be anything that can adjust the temperature of the exhaust gas that passes through the exhaust port side in the engine body and flows into the turbine of the turbocharger. For example, the exhaust port side cooling water channel is connected to the cylinder head. The cooling water channel provided in the cylinder block, the cooling water channel other than the cooling water channel on the exhaust port side is the cooling water channel provided in the cylinder block, and the flow rate of the cooling water flowing through the cylinder head is determined by operating the internal combustion engine. It is good also as what suppresses the fall of the exhaust temperature in an exhaust port by reducing according to a state.

  As described above, the internal combustion engine according to the present invention is useful for an internal combustion engine provided with a turbocharger, and is particularly suitable for an internal combustion engine in which a plurality of cooling water passages are provided in the engine body.

1 is a schematic diagram illustrating a configuration of an internal combustion engine according to a first embodiment. 3 is a flow chart of cooling water flow control executed by the ECU of the internal combustion engine according to the first embodiment. It is a figure which shows the relationship between engine rotational speed and engine load, and exhaust temperature. It is a figure explaining the method to determine the cooling water flow rate of an exhaust port side cooling water channel from the estimated exhaust gas temperature. FIG. 6 is a schematic diagram illustrating a configuration of an internal combustion engine according to a second embodiment. 6 is a flowchart of flow control of cooling water executed by an ECU of an internal combustion engine according to a second embodiment.

Explanation of symbols

10, 10B Internal combustion engine 20 Engine body 30 Cooling water pump (flow rate control means)
33, 33B Exhaust port side cooling water channels 34, 34B Other cooling water channels 40, 40B Thermostat valve 50 Flow rate adjusting valve 51 First cooling water pump 52 Second cooling water pump 60 Junction part of exhaust manifold 70 Turbocharger 72 Turbine 80 Exhaust purification catalyst 100 Electronic control unit for internal combustion engine (ECU, flow rate control means, control valve control means)
100B Electronic control device for internal combustion engine (ECU, flow rate control means, pump control means)
120, 121, 122 Radiator

Claims (4)

An internal combustion engine comprising a turbocharger and having a plurality of cooling water passages provided in the engine body,
A flow rate control means capable of adjusting the cooling water flow rate of the exhaust port side cooling water channel which is at least the cooling water channel passing through the exhaust port side among the plurality of cooling water channels, with respect to the other cooling water channels,
The internal combustion engine characterized in that the flow rate control means reduces the cooling water flow rate in the exhaust port side cooling water channel based on the operating state of the internal combustion engine. The internal combustion engine according to claim 1,
The flow rate control means
Exhaust temperature estimating means for estimating the exhaust temperature;
Based on the estimated exhaust gas temperature and a preset exhaust gas temperature upper limit value, a weak cooling availability determination unit that determines whether or not to reduce the cooling water flow rate of the exhaust port side cooling water channel,
When it is determined that the cooling water flow rate of the exhaust port side cooling water channel is to be reduced, the cooling of the exhaust port side cooling water channel is performed based on the estimated exhaust temperature so that the exhaust temperature does not reach the preset exhaust gas upper limit value. A flow rate determining means for determining a water flow rate;
An internal combustion engine characterized by comprising: The internal combustion engine according to claim 1 or 2,
Driven by mechanical power from an internal combustion engine, equipped with a cooling water pump capable of pumping cooling water to all cooling water passages,
The flow rate control means
A flow rate adjusting valve provided in the exhaust port side cooling water channel and capable of adjusting the cooling water flow rate of the exhaust port side cooling water channel;
An adjusting valve control means capable of controlling the opening of the flow rate adjusting valve based on the operating state of the internal combustion engine;
Including
The internal combustion engine characterized in that the regulating valve control means reduces the flow rate of the cooling water in the exhaust port side cooling water passage by reducing the opening of the flow regulating valve. The internal combustion engine according to claim 1 or 2,
The flow rate control means
A first cooling water pump provided in the exhaust port side cooling water channel and capable of adjusting a cooling water flow rate to be pumped;
A second cooling water pump provided in another cooling water channel and capable of adjusting a cooling water flow rate to be pumped;
Pump control means capable of controlling the flow rate of cooling water pumped by the first and second cooling water pumps;
Including
An internal combustion engine characterized in that the pump control means reduces the flow rate of cooling water flowing through the exhaust port side cooling water passage by reducing the flow rate of cooling water pumped by the first cooling water pump.

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