JP2011080450A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of advancing warming-up of an engine, and on the other hand, capable of quickly securing the heating ability inside of a cabin when it is necessary. <P>SOLUTION: In a vehicle including a cooling water circuit passing through the inside of an engine 2 and a heater core 6, the circulation stop control for stopping circulation of the cooling water inside of the engine 2 while maintaining circulation of the cooling water in the heater core 6 is performed when starting the engine. An electronic control unit 13 cancels the circulation stop control when the electronic control unit 13 estimates that the air temperature is a regulated determination value or less and a request for heating inside of the cabin is high. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device that performs circulation stop control for stopping circulation of cooling water in an engine when the engine is started.

  In a water-cooled engine, the engine is cooled by circulating cooling water in a water jacket formed in the cylinder head or cylinder block of the engine. In a vehicle using a water-cooled engine as a drive source, cooling water that is heated by taking heat from the engine is sent to the heater core, and hot air is formed by the heat of the cooling water in the heater core. The passenger compartment is heated.

  By the way, a technique for shortening the heating time of the cooling water and promoting the warm-up of the engine by stopping the circulation of the cooling water in the water jacket in the engine at the time of starting the engine at a low temperature is well known.

  In recent years, there has been proposed an exhaust heat recovery unit that heats the cooling water with the heat of the exhaust of the engine as seen in Patent Document 1. Here, in a vehicle equipped with such an exhaust heat recovery device, when the circulation of the cooling water is completely stopped when the engine is cold started, the cooling water boils in the exhaust heat recovery device or is heated to the heater core. The cooling water supply stops, and heating may not be used for a while after the engine is started.

  Therefore, conventionally, in Patent Document 1, a bypass for flowing the cooling water bypassing the engine is provided in the cooling water circuit, and the flow rate of the cooling water circulating through the engine and the cooling water circulating bypassing the engine are circulated. There has been proposed a technique for preventing boiling of cooling water in the exhaust heat recovery device and recovering exhaust heat while promoting warm-up by adjusting the ratio with the flow rate.

  In the same document 1, when the amount of heat required by the heater core is larger than the amount of heat recovered by the exhaust heat recovery device and the temperature of the cooling water in the engine is higher than the required temperature, the water jacket in the engine is removed. The ratio of the flow rate of the cooling water passing therethrough is increased. Such flow rate control is performed to ensure the required heating performance by supplementing the required heat amount of the heater core, which is insufficient with only the heat recovered from the exhaust, with the heat taken from the engine in the water jacket. It has become.

JP 2009-150266 A

  By the way, in the above conventional technique, the flow rate of the cooling water passing through the water jacket in the engine is controlled only by the required heat amount of the heater core. That is, the flow rate of the cooling water passing through the water jacket is increased only after the heating is activated and the heat supply to the heater core is actually required. Therefore, when the use of heating is predicted, such as when the outside air temperature is low, it is not possible to supply heat to the heater core in advance, the heat supply is delayed, and it takes time until the heating starts to work, There is a risk of impairing passenger comfort.

  The present invention has been made in view of such circumstances, and the problem to be solved is to promote warm-up of the engine, while promptly securing the heating capacity of the vehicle interior when necessary. It is in providing the control apparatus of a vehicle.

  In order to solve the above problems, the engine is provided with a circulation stop control for stopping the circulation of the cooling water in the engine while maintaining the circulation of the cooling water in the heater core while providing a cooling water circuit passing through the inside of the engine and the heater core. The invention described in claim 1 as a vehicle control device that is sometimes implemented includes a circulation stop control canceling means for canceling the circulation stop control when it is estimated that the heating demand in the vehicle compartment is high.

  In such a configuration, when it is estimated that the heating requirement in the passenger compartment is high, such as when the outside air temperature is low, the circulation stop control of the cooling water in the engine is canceled, and the cooling water is also circulated in the engine. . Therefore, the heat taken by the cooling water from the engine in the engine is also supplied to the heater core, so that the vehicle interior can be heated more quickly. Therefore, according to the above configuration, while the engine warm-up is promoted, the heating capacity in the passenger compartment can be quickly secured when necessary.

  In order to solve the above-mentioned problems, the engine is started with a circulation stop control for stopping the circulation of the cooling water in the engine while allowing the circulation of the cooling water in the heater core while providing a cooling water circuit passing through the inside of the engine and the heater core. The invention according to claim 2 as a vehicle control device that is sometimes implemented includes a circulation stop control releasing means for releasing the circulation stop control when the outside air temperature is equal to or less than a predetermined determination value.

  When the outside air temperature is lower than a certain level, use of heating is predicted. Therefore, in the above configuration, when the use of heating is predicted when the outside air temperature is equal to or less than a predetermined determination value, the circulation stop control is canceled regardless of whether or not the actual use of heating is started. Therefore, the heat taken by the cooling water from the engine in the engine is also supplied to the heater core, so that the vehicle interior can be heated more quickly. Therefore, according to the above configuration, while the engine warm-up is promoted, the heating capacity in the passenger compartment can be quickly secured when necessary.

  During operation of the defroster that eliminates fogging of the window glass by applying hot air, it is required to ensure rapid heating performance, that is, to quickly increase the amount of heat supplied to the heater core. Therefore, as described in claim 3, if the circulation stop control canceling means is configured so that the circulation state of the cooling water in the engine can be made variable according to the operation state of the defroster, the heating performance can be improved according to the operation state of the defroster. It will be possible to secure.

  In order to solve the above-mentioned problems, the engine is started with a circulation stop control for stopping the circulation of the cooling water in the engine while allowing the circulation of the cooling water in the heater core while including a cooling water circuit passing through the engine and the heater core. According to a fourth aspect of the present invention, the vehicle control device includes a circulation stop control canceling unit that cancels the circulation stop control when the defroster is operated to eliminate fogging of the window glass by applying hot air. I am doing so.

  During the operation of the defroster, it is required to ensure rapid heating performance, that is, to quickly increase the amount of heat supplied to the heater core. Therefore, if the circulation stop control is canceled during the operation of the defroster as described above, the heat taken by the cooling water from the engine in the engine is also supplied to the heater core, so that the heating of the passenger compartment can be performed more quickly. To be done. Therefore, according to the above configuration, while the engine warm-up is promoted, the heating capacity in the passenger compartment can be quickly secured when necessary.

  By the way, when the temperature of the cooling water in the engine is too low, even if the circulation stop control is canceled and the cooling water that has passed through the engine is sent to the heater core, it does not contribute much to improving the heating performance. Become. Therefore, according to claim 5, if the circulation stop control is canceled on the condition that the temperature of the cooling water in the engine is higher than the temperature of the cooling water passing through the heater core, the circulation stop control is canceled. Therefore, the circulation stop control is released only when the heating performance is reliably improved. Therefore, it is possible to prevent the circulation stop control from being canceled meaninglessly and to promote warm-up of the engine.

  The vehicle control apparatus of the present invention as described above is a vehicle in which an exhaust heat recovery device for recovering heat of the exhaust gas of the engine and heating the cooling water is provided in the cooling water circuit. Application to is preferable. In such a vehicle, even when the cooling water in the engine is stopped, the heat recovered from the exhaust by the exhaust heat recovery device can be supplied to the heater core. Can be used.

The block diagram which shows typically the structure of the cooling system of the vehicle applied about 1st Embodiment of the control apparatus of the vehicle of this invention. The flowchart of the waterway switching valve control routine employ | adopted as the same embodiment. The flowchart of the waterway switching valve control routine employ | adopted as 2nd Embodiment of the control apparatus of the vehicle of this invention. The flowchart of the waterway switching valve control routine employ | adopted as 3rd Embodiment of the control apparatus of the vehicle of this invention. (A) applied to the embodiment is a graph showing a setting mode of a first water channel switching valve control map, and (b) is a graph showing a setting mode of a second water channel switching valve control map. (A) applied to the embodiment is a graph showing a setting mode of a third water channel switching valve control map, and (b) is a graph showing a setting mode of a fourth water channel switching valve control map.

(First embodiment)
Hereinafter, a first embodiment of a vehicle control device according to the present invention will be described in detail with reference to FIGS. 1 and 2.

FIG. 1 schematically shows a configuration of a vehicle cooling system to which the present embodiment is applied. As shown in the figure, this vehicle cooling system is roughly provided with the following two cooling water circuits.
First, the first cooling water circuit is a cooling water circuit that passes through the electric water pump 1 that circulates the cooling water, the water jacket in the engine 2, the radiator 9, and the thermostat 10, and that matches the electric water pump 1 again. Here, the radiator 9 is a heat exchanger that cools the cooling water by heat exchange with the outside air. The thermostat 10 is configured as a temperature-sensitive valve, and opens / closes according to the temperature of the cooling water around the temperature-sensing portion to prohibit / allow the circulation of the cooling water through the radiator 9. Specifically, the thermostat 10 is closed when the temperature of the cooling water around the temperature sensing unit is low, and stops the circulation of the cooling water through the radiator 9. Further, the thermostat 10 opens when the temperature of the cooling water around the temperature sensing part becomes sufficiently high, and allows the cooling water to circulate through the radiator 9.

  On the other hand, the second cooling water circuit recirculates from the electric water pump 1 to the oil cooler 3 for heating and cooling the oil through heat exchange between the cooling water and the oil, and from the exhaust system of the engine 2 to the intake system. It is formed so as to pass through the EGR cooler 4 that cools the exhaust gas to be discharged. The second cooling water circuit is branched into two downstream of the EGR cooler 4. In one of the branches, the second cooling water circuit forms an exhaust heat recovery unit 5 that recovers the heat of the exhaust through heat exchange between the cooling water and the exhaust, and hot air that is sent into the vehicle interior by the heat of the cooling water during heating. And the heater core 6 to be passed. On the other side of the branch, the second coolant circuit passes through an EGR valve 7 that adjusts the amount of exhaust gas recirculated to the intake system and a throttle valve 8 that adjusts the intake amount of the engine 2. The second cooling water circuit is joined on the downstream side of the heater core 6 and the downstream side of the throttle valve 8, and then passes through the thermostat 10 and again hits the electric water pump 1. Note that the cooling water circulating in the second cooling water circuit is caused to flow around the temperature sensing portion of the thermostat 10.

  The cooling system is provided with a connecting water channel 11 that connects the downstream side of the engine 2 of the first cooling water circuit and the downstream side of the EGR cooler 4 of the second cooling water circuit. In this connection water channel 11, a water channel switching valve 12 is provided, and the flow of cooling water through the connection water channel 11 is allowed / prohibited in accordance with the opening / closing thereof. When the water channel switching valve 12 is opened, the cooling water that has passed through the engine 2 can flow into the downstream side of the EGR cooler 4 of the second cooling water circuit, and the engine 2 can be operated even when the thermostat 10 is closed. Circulation of the cooling water inside is allowed. On the other hand, when the water channel switching valve 12 is closed while the thermostat 10 is closed, the flow of the cooling water after passing through the engine 2 is blocked, and the circulation of the cooling water in the engine 2 is stopped. .

  Such a water channel switching valve 12 is controlled by an electronic control unit 13 that controls various controls of the engine 2. The electronic control unit 13 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output port (I / O). Here, the CPU performs various arithmetic processes related to engine control, and the ROM stores programs and data used for engine control. The RAM temporarily stores the detection results of various sensors provided in each part of the vehicle and the calculation results of the CPU, and the I / O mediates input / output of signals between the electronic control unit 13 and the outside.

  Such electronic control unit 13 is input with information such as detection information of sensors and switch operation information provided in each part of the vehicle. For example, the electronic control unit 13 is input with information such as the outside air temperature To, the room temperature Tr, and on / off of a switch of a seat heater that heats the seat by electric heating. The electronic control unit 13 also receives information on the temperature of the cooling water in the engine 2 (engine system water temperature thw1) and the temperature of the cooling water flowing into the heater core 6 (heater system water temperature thw2). Further, the electronic control unit 13 is connected to an electronic control unit for air conditioner control that controls the air conditioner of the vehicle, and a target air outlet temperature TAO that is a target value of the temperature of the hot and cold air sent from the air outlet to the vehicle interior. And information such as the set temperature Tset of the air conditioner are also input.

  In the vehicle control apparatus according to the present embodiment, the electronic control unit 13 closes the water channel switching valve 12 and stops the circulation of the cooling water in the engine 2 when the engine 2 is cold started. Control is implemented. When the circulation of the cooling water in the engine 2 is stopped, the cooling water continues to stay in the engine 2 and the cooling water continues to be warmed by the heat of the engine 2. Therefore, depending on the implementation of the circulation stop control, it is possible to promote the warm-up of the engine 2 by promoting the temperature rise of the cooling water in the engine 2. Even during such circulation stop control, the circulation of the cooling water in the second cooling water circuit is continued, and the cooling water heated by the heat recovered from the exhaust gas by the exhaust heat recovery device 5 is introduced into the heater core 6. Therefore, it is possible to start heating from an early stage.

  However, when the outside air temperature To is low and the heating requirement is high, the heat supplied by the exhaust heat recovery device 5 from the exhaust gas alone cannot cover the supply of heat required by the heater core 6, and the required heating performance cannot be ensured. There is. In such a case, if the heat taken by the cooling water from the engine 2 in the engine 2 is also supplied to the heater core 6, the required heating performance may be ensured. On the other hand, if it is not in such a situation, that is, if the heating requirement is not high, it is desirable to stop the circulation of the cooling water in the engine 2 and promote the warm-up of the engine 2.

  Therefore, in this embodiment, the height of the heating request is confirmed from the outside air temperature To, and when the outside air temperature To is sufficiently low and the heating demand is estimated to be high, the water channel switching valve 12 is opened to stop circulation. The control is released.

  In the present embodiment, the release of the circulation stop control is such that the engine system water temperature thw1 is higher than the heater system water temperature thw2, and the temperature of the cooling water flowing into the heater core 6 is increased by opening the water passage switching valve 12. I try to do it only when possible. That is, in the present embodiment, the circulation stop control in accordance with the outside air temperature To is canceled by the temperature of the cooling water in the engine 2 (engine system water temperature thw1) passing through the heater core 6 (heater system water temperature). It is performed on condition that it is higher than thw2).

  FIG. 2 shows a flow chart of the water channel switching valve control routine employed in this embodiment. The processing of this routine is repeatedly performed periodically by the electronic control unit 13 after the engine 2 is started.

  When the processing of this routine is started, the electronic control unit 13 first checks in step S200 whether or not the outside air temperature To is higher than a prescribed determination value α. Here, the determination value α is set to a value of the outside air temperature at which the outside air is sufficiently cold and the use of heating is naturally expected.

  If the outside air temperature To is higher than the determination value α (S200: YES), the electronic control unit 13 proceeds to step 201, and continues closing the water channel switching valve 12 in step S201, that is, in the engine 2. The processing of this routine is terminated while the cooling water circulation is stopped.

  On the other hand, if the outside air temperature To is equal to or less than the determination value α (S200: YES), the electronic control unit 13 proceeds to step S202. In step S202, whether or not the engine system water temperature thw1 is higher than the heater system water temperature thw2. Confirm. If the engine system water temperature thw1 is equal to or lower than the heater system water temperature thw2 (S202: NO), the temperature of the cooling water flowing into the heater core 6 cannot be increased even if the water channel switching valve 12 is opened. Therefore, in such a case, the electronic control unit 13 proceeds to step S201, and in this step S201, the water channel switching valve 12 is kept closed and the circulation of the cooling water in the engine 2 is stopped and the current book is kept. The routine processing ends.

  If the engine system water temperature thw1 is higher than the heater system water temperature thw2 (S202: YES), the water channel switching valve 12 is opened, and the heat taken directly from the engine 2 by the cooling water in the engine 2 is supplied to the heater core 6. It becomes possible to improve the heating performance. Therefore, in such a case, the electronic control unit 13 proceeds to step S203, opens the water channel switching valve 12 in step S203, cancels the circulation stop control, and ends the processing of this routine.

In the present embodiment described above, the electronic control unit 13 has a configuration corresponding to the circulation stop control release means.
According to the vehicle control apparatus of the present embodiment, the following effects can be obtained.

  (1) In the present embodiment, the cooling water circuit passing through the engine 2 and the heater core 6 is provided, and the cooling water circulation in the engine 2 is stopped while allowing the cooling water circulation in the heater core 6 to be permitted. Circulation stop control is performed when the engine is started. The electronic control unit 13 cancels the circulation stop control when the outside air temperature To is equal to or less than a predetermined determination value α. When the outside air temperature To is lower than a certain level, use of heating is predicted. Therefore, in this embodiment, when the use of heating is predicted when the outside air temperature To is equal to or less than the predetermined determination value α, the circulation stop control is canceled regardless of whether or not the actual use of heating is started. Therefore, the heat taken by the cooling water from the engine 2 in the engine 2 is also supplied to the heater core 6 so that the vehicle interior is heated more quickly. Therefore, according to the present embodiment, the warming-up of the engine 2 can be promoted, while the heating capacity in the vehicle compartment can be secured quickly when necessary.

  (2) When the temperature of the cooling water in the engine 2 is too low, the circulation stop control is canceled and the cooling water that has passed through the engine 2 is sent to the heater core 6 to improve the heating performance. Will not contribute. Therefore, in the present embodiment, the circulation stop control is performed on the condition that the temperature of the cooling water in the engine 2 (engine system water temperature thw1) is higher than the temperature of the cooling water passing through the heater core 6 (heater system water temperature thw2). The release is done. Therefore, only when the heating performance is reliably improved by releasing the circulation stop control, the circulation stop control is released, and the circulation stop control is prevented from being released meaninglessly. It becomes possible to promote warm-up.

(Second Embodiment)
Next, a second embodiment of the vehicle control device of the present invention will be described with reference to FIG. 3 with a focus on differences from the above embodiment. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  As a function mounted on the vehicle, there is a defroster function. The defroster is a function to eliminate fogging of the window glass by blowing warm air on the window glass. In order to use such a defroster function from an early stage, it is necessary to urge the formation of warm air by an air conditioner. Therefore, it can be said that the heating requirement is high even when the defroster is used.

  Therefore, in the present embodiment, the operation status of the defroster is confirmed during the period of execution of the circulation stop control after the engine 2 is started, and the circulation stop control is canceled if the defroster is operated.

  Even in the present embodiment, the circulation stop control is released in such a manner that the engine system water temperature thw1 is higher than the heater system water temperature thw2, and the temperature of the cooling water flowing into the heater core 6 by opening the water passage switching valve 12 is set. Only when it can be increased. That is, in the present embodiment, the release of the circulation stop control according to the operation of the defroster is performed on the condition that the temperature of the cooling water in the engine 2 is higher than the temperature of the cooling water passing through the heater core 6. It has become.

  FIG. 3 shows a flowchart of the water channel switching valve control routine in the present embodiment. The processing of this routine is repeatedly performed periodically by the electronic control unit 13 after the engine 2 is started.

  When the processing of this routine is started, the electronic control unit 13 first checks in step S300 whether or not the defroster is off. If the defroster is not in operation (OFF) (S300: YES), the electronic control unit 13 proceeds to step 301, and continues closing the water passage switching valve 12 in step S301 to cool the engine 2 inside. The current routine is terminated while the water circulation is stopped.

  On the other hand, if the defroster is in operation (ON) (S300: YES), the electronic control unit 13 proceeds to step S302. In step S302, it is determined whether or not the engine system water temperature thw1 is higher than the heater system water temperature thw2. Check. If the engine system water temperature thw1 is equal to or lower than the heater system water temperature thw2 (S302: NO), the temperature of the cooling water flowing into the heater core 6 cannot be increased even if the water channel switching valve 12 is opened. Therefore, in such a case, the electronic control unit 13 proceeds to step S301, and in this step S301, the water passage switching valve 12 is kept closed and the circulation of the cooling water in the engine 2 is stopped and the current book is kept. The routine processing ends.

  If the engine system water temperature thw1 is higher than the heater system water temperature thw2 (S302: YES), the water path switching valve 12 is opened, and the heat taken directly from the engine 2 by the cooling water in the engine 2 is supplied to the heater core 6. It becomes possible to improve the heating performance. Therefore, in such a case, the electronic control unit 13 proceeds to step S303, and in step S303, the water channel switching valve 12 is opened to cancel the circulation stop control, and then the processing of this routine is terminated.

According to the vehicle control apparatus of the present embodiment, in addition to the effect described in (2) above, the following effect can be further achieved.
(3) In the present embodiment, a cooling water circuit that passes through the engine 2 and the heater core 6 is provided, and the cooling water circulation in the engine 2 is stopped while allowing the cooling water circulation in the heater core 6 to be permitted. Circulation stop control is performed when the engine is started. In the present embodiment, the electronic control unit 13 cancels the circulation stop control when the defroster operates to eliminate the fogging of the window glass by applying hot air. During the operation of the defroster, it is required to ensure rapid heating performance, that is, to quickly increase the amount of heat supplied to the heater core 6. Therefore, if the circulation stop control is canceled during the operation of the defroster as described above, the heat taken by the cooling water from the engine 2 in the engine 2 is also supplied to the heater core 6, thereby heating the passenger compartment. Will be done more quickly. Therefore, according to the above configuration, while the engine 2 is warmed up, the heating capacity in the passenger compartment can be quickly secured when necessary.

(Third embodiment)
Next, a third embodiment in which the vehicle control device of the present invention is embodied will be described with reference to FIGS. 4 to 6 mainly with respect to differences from the above embodiment. In addition, about the structure which is common in the said embodiment in this Embodiment, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  In the present embodiment, as in the first embodiment, when the outside air temperature To is equal to or less than the predetermined determination value α, the circulation stop control of the cooling water in the engine 2 at the time of starting the engine is canceled. . In the present embodiment, the circulating state of the cooling water in the engine 2 is made variable according to the operating state of the defroster. Specifically, as in the second embodiment, when the defroster is in operation, the above-described circulation stop control at the time of starting the engine is canceled.

  Furthermore, in this embodiment, when using a seat heater that warms a seat with electric heat and directly warms the occupant, the release timing of the circulation stop control is delayed compared to when the seat heater is not used. This is due to the following reason. That is, when the seat heater is used, the occupant is warmed by the seat heater. Therefore, even if the time when the heating of the air conditioner starts to be effective is delayed to some extent, a certain passenger comfort can be ensured. Therefore, when the seat heater is used, the release timing of the circulation stop control is delayed, and accordingly, the warming-up promotion effect of the engine 2 by the implementation of the circulation stop control can be enjoyed more.

  FIG. 4 shows a flowchart of a water channel switching valve control routine employed by the vehicle control apparatus of the present embodiment. The processing of this routine is repeatedly performed periodically by the electronic control unit 13 after the engine 2 is started.

  When this routine is started, the electronic control unit 13 first checks in step S400 whether or not the defroster is off. If the defroster is operating (ON) (S400: NO), the electronic control unit 13 proceeds to step S403, and after the engine water temperature is determined in step S403, the circulation stop control is canceled. In other words, the electronic control unit 13 at this time confirms whether the engine system water temperature thw1 is sufficiently high and the heating performance can be improved by releasing the circulation stop control. If the engine system water temperature thw1 is sufficiently high, the water channel switching valve 12 is opened and the circulation stop control is released.

  On the other hand, if the defroster is off (S400: YES), the electronic control unit 13 proceeds to step S401, and confirms whether or not there is one occupant in step S401. When there are a plurality of passengers, it can be said that the demand for heating is greater than when there are one passenger. If the number of passengers is not one (S401: NO), the electronic control unit 13 proceeds to step S403, and after the engine water temperature is determined in step S403, the circulation stop control is canceled.

  If there is one occupant (S401: YES), the electronic control unit 13 proceeds to step S402, and confirms whether or not the outside air temperature To is higher than the determination value α in step S402. When the outside air temperature To is low, it is estimated that the heating request is high. Therefore, the electronic control unit 13 in this case proceeds to step S403, and after the engine water temperature is determined in step S403, the circulation stop control is canceled.

  On the other hand, if the outside air temperature To is higher than the determination value α (S402: YES), the electronic control unit 13 proceeds to step S404, and whether or not the set temperature Tset of the air conditioner is equal to or lower than the predetermined determination value β in step S404. To check.

  If the set temperature Tset is higher than the determination value β (S404: NO), the electronic control unit 13 determines that the request for heating is reasonably high, the engine system water temperature thw1 is sufficiently high, and heating is performed by releasing the control. The circulation stop control is canceled when the performance can be improved. However, as described above, when the seat heater is used, a certain passenger comfort can be ensured even if the release timing of the circulation stop control is delayed. Therefore, at this time, the electronic control unit 13 is configured to delay the release timing of the circulation stop control when the seat heater is used compared to when the seat heater is not used.

  Specifically, if the set temperature Tset is higher than the determination value β (S404: NO), the electronic control unit 13 proceeds to step S405, and confirms in step S405 whether or not the seat heater is on. . If the seat heater is on (S405: YES), the electronic control unit 13 proceeds to step S406. In step S406, the circulation stop control is performed using the first water channel switching control map M1 of FIG. Judge whether release is possible. On the other hand, if the seat heater is off (S405: NO), the electronic control unit 13 proceeds to step S407, and in step S407, circulation stop control is performed using the second water channel switching control map M2 of FIG. Judge whether release is possible.

  As shown in FIGS. 5A and 5B, in the first and second waterway switching control maps M1 and M2, the determination line for determining whether the circulation stop control can be released corresponds to the set temperature Tset of the air conditioner. Multiple settings. The higher the set temperature Tset of the air conditioner is, the more the circulation stop control is canceled at the lower engine system water temperature thw1 and heater system water temperature thw2.

  Further, as is clear from the comparison between the maps M1 and M2, the first water channel switching control map M1 has an overall determination line for determining whether or not the circulation stop control can be released compared to the second water channel switching control map M2. Is set to the high temperature side. Therefore, when the first water channel switching control map M1 is used, the circulation stop control is not released until the engine system water temperature thw1 and the heater system water temperature thw2 are further increased as compared to when the second water channel switching control map M2 is used. . That is, when the seat heater is used, the timing for canceling the circulation stop control is delayed.

  When the set temperature Tset is equal to or lower than the determination value β (S404: YES), the electronic control unit 13 proceeds to step S408, and confirms the elapsed time after the engine 2 is started in step S408.

  When the elapsed time after the start is short, the warm-up of the engine 2 is still in progress. Therefore, it is desirable to continue the circulation stop control and promote the warm-up of the engine 2 as long as necessary heating performance can be ensured. It is. Therefore, the electronic control unit 13 in this case confirms the current heating capacity from the engine system water temperature thw1 and the heater system water temperature thw2, and compensates for the insufficient heating performance due to the lack of the heating capacity and the cancellation of the circulation stop control. When it is possible, the circulation stop control is canceled. In this case as well, if the seat heater is used, the release timing of the circulation stop control can be delayed. Therefore, when the seat heater is used, the release timing of the circulation stop control is higher than when the seat heater is not used. Have to delay.

  Specifically, if the elapsed time after startup is less than the predetermined determination value γ, the electronic control unit 13 proceeds to step S409 and confirms whether or not the seat heater is used in step S409. If the seat heater is used (S409: YES), the electronic control unit 13 proceeds to step S410, and determines whether or not the circulation stop control can be canceled using the third water channel switching control map M3 in FIG. To do. On the other hand, if the seat heater is off (S409: NO), the electronic control unit 13 proceeds to step S411, and the circulation stop control is performed using the fourth water channel switching control map M4 in FIG. Judge whether release is possible.

  As apparent from the comparison between the maps M3 and M4, the third water channel switching control map M3 is compared with the fourth water channel switching control map M4, and the determination of the engine system water temperature thw1 related to the determination of whether or not the circulation stop control can be released. The line is set high. Therefore, when the third water channel switching control map M3 is used, the circulation stop control is not released until the engine system water temperature thw1 is further increased as compared to when the fourth water channel switching control map M4 is used. That is, when the seat heater is used, the timing for releasing the circulation stop control is delayed as compared to when the seat heater is not used.

  On the other hand, when the elapsed time after the start of the engine 2 reaches a certain time, it is considered that the warm-up of the engine 2 has progressed to some extent. Therefore, at this time, the penalty of the warm-up delay due to the cancellation of the circulation stop control is smaller than when the elapsed time after the start is short. Therefore, at this time, if the heating request is high to some extent, the warming-up promotion of the engine 2 by the execution of the circulation stop control is stopped, and the heating capacity is improved by releasing the circulation stop control. That is, if the elapsed time after start is equal to the determination value γ as a result of the confirmation in step S408, the electronic control unit 13 proceeds to step S412 and in step S412 the target outlet temperature TAO is higher than the prescribed determination value ε. Check whether or not. If the target outlet temperature TAO is higher than the determination value ε (S412: YES), since the heating capacity is insufficient, the electronic control unit 13 proceeds to step S413, and the circulation stop control is canceled in step S413. On the other hand, if the target outlet temperature TAO is equal to or less than the determination value ε (S412: NO), there is no shortage of heating capacity. In this case, the electronic control unit 13 proceeds to step S409, and the elapsed time after start is determined. Similarly, when the value is less than γ, it is determined whether or not the circulation stop control can be canceled using the maps M3 and M4 selected in accordance with the use state of the seat heater.

  Further, when the elapsed time after the start of the engine 2 becomes sufficiently long, it is considered that the warm-up of the engine 2 has progressed considerably. Therefore, in this case, the circulation stop control is immediately released only when the degree of lack of heating capacity is increasing. That is, if the elapsed time after start exceeds the determination value γ as a result of the confirmation in step S408, the electronic control unit 13 proceeds to step S414, and in step S414, the time differential value dTAO / dt of the target outlet temperature. Is greater than “0”, that is, whether or not the target outlet temperature TAO tends to increase. If the target outlet temperature TAO tends to increase (S414: YES), the shortage of heating capacity is further expanding. Therefore, the electronic control unit 13 in this case proceeds to step S413, and cancels the circulation stop control in step S413. On the other hand, if the target outlet temperature TAO is equal to or higher than “0” (S414: NO), the degree of insufficient heating capacity will not be increased, and the electronic control unit 13 in this case proceeds to step S409, and the elapsed time after starting Similarly, when the time is less than the determination value γ, it is determined whether or not the circulation stop control can be canceled using the maps M3 and M4 selected according to the use state of the seat heater.

According to the present embodiment described above, in addition to the effects (1) to (3), the following effects can be further achieved.
(4) In the present embodiment, when the seat heater is used, the release timing of the circulation stop control is delayed compared to when the seat heater is not used. When the seat heater is used, the occupant is warmed by the seat heater. Therefore, even if the time when the heating starts to be effective is delayed to some extent, a certain passenger comfort can be ensured. Therefore, when the seat heater is used, if the release timing of the circulation stop control is delayed, the warming-up promotion effect of the engine 2 due to the implementation of the circulation stop control can be enjoyed more. .

The above-described embodiments can be implemented with the following modifications.
In the water channel switching valve control routine of the third embodiment, the electronic control unit 13 determines whether or not the heating capacity is sufficient depending on whether or not the target outlet temperature TAO is less than the determination value ε in the process of step S412. I was trying to judge. Further, the electronic control unit 13 determines whether or not the degree of insufficient heating capacity has been increased depending on whether or not the time differential value dTAO / dt of the target outlet temperature is less than “0” in the process of step S414. It was. These determinations can also be made using the room temperature Tr and its time differential value dTr / dt. In this case, in step S412 of FIG. 4, it is determined whether or not the heating capacity is sufficient depending on whether or not the room temperature Tr is higher than a predetermined determination value. In step S414 of FIG. 4, if the time differential value dTr / dt of the room temperature is greater than “0”, it is determined that the degree of insufficient heating capacity is not increased, and if it is equal to or less than “0”, the heating capacity is insufficient. It is determined that the degree has been expanded.

  In the above embodiment, when the outside air temperature To is equal to or less than the determination value α, or when the defroster is operated, the circulation stop control is canceled on the condition that the engine system water temperature thw1 is higher than the heater system water temperature thw2. I was trying to do it. Of course, when the detection of the engine system water temperature thw1 and the heater system water temperature thw2 is not performed, the determination by comparing them is omitted, and when the outside air temperature To is equal to or less than the determination value α or when the defroster is operated, it is unconditional. Thus, the circulation stop control may be canceled.

  In the above embodiment, the case where the control device of the present invention is applied to a vehicle in which the exhaust heat recovery device 5 is provided in the cooling water circuit has been described. However, the present invention is a vehicle not equipped with the exhaust heat recovery device 5. It can also be applied to. However, even in that case, if it is desired to use heating during the execution of the circulation stop control, a means for supplying heat to the heater core 6 in the meantime may be provided in the cooling water circuit instead of the exhaust heat recovery device 5. Necessary. As such means, the cooling water that has become hot during vehicle travel is stored in a heat insulating container, and the high-temperature cooling water stored at the next engine 2 startup is supplied to the cooling water circuit, so that immediately after the engine 2 is started. A heat storage means that enables the supply of high-temperature cooling water is conceivable.

  The vehicle control device of the present invention can be applied to a vehicle other than the vehicle including the cooling system having the configuration shown in FIG. That is, the vehicle control apparatus of the present invention includes a cooling water circuit that passes through the engine and the heater core, and maintains circulation of the cooling water in the heater core while stopping circulation of the cooling water in the engine. Any vehicle can be applied as long as the control is performed when the engine is started.

  DESCRIPTION OF SYMBOLS 1 ... Electric water pump, 2 ... Engine, 3 ... Oil cooler, 4 ... EGR cooler, 5 ... Exhaust heat recovery device, 6 ... Heater core, 7 ... EGR valve, 8 ... Throttle valve, 9 ... Radiator, 10 ... Thermostat, DESCRIPTION OF SYMBOLS 11 ... Connection water channel, 12 ... Water channel switching valve, 13 ... Electronic control unit, To ... Outside temperature, Tr ... Indoor temperature, TAO ... Target outlet temperature, Tset ... Set temperature of an air conditioner, thw1 ... Engine system water temperature, thw2 ... Heater system water temperature, M1 ... first waterway switching control map, M2 ... second waterway switching control map, M3 ... third waterway switching control map, M4 ... fourth waterway switching control map, α, β, γ, ε ... judgment value .

Claims (6)

A vehicle having a cooling water circuit that passes through an engine and a heater core, and that performs circulation stop control for stopping the circulation of the cooling water in the engine at the start of the engine while maintaining the circulation of the cooling water in the heater core. In the control device,
A vehicle control apparatus comprising: a circulation stop control canceling unit that cancels the circulation stop control when it is estimated that the heating requirement in the passenger compartment is high. A vehicle that includes a cooling water circuit that passes through an engine and a heater core, and that performs circulation stop control for stopping the circulation of the cooling water in the engine at the start of the engine while allowing the cooling water in the heater core to circulate. In the control device,
A vehicle control device comprising: circulation stop control release means for releasing the circulation stop control when the outside air temperature is equal to or less than a predetermined determination value. The vehicle according to claim 2, wherein the circulation stop control canceling unit further varies a circulation state of the cooling water in the engine according to an operation state of a defroster that eliminates fogging of the window glass by applying hot air. Control device. A vehicle that includes a cooling water circuit that passes through an engine and a heater core, and that performs circulation stop control that stops circulation of the cooling water in the engine at the start of the engine while allowing the cooling water to circulate in the heater core. In the control device,
A vehicle control apparatus comprising: a circulation stop control canceling unit that cancels the circulation stop control when the defroster that eliminates fogging of the window glass by applying hot air is operated. The vehicle according to any one of claims 1 to 4, wherein the circulation stop control is released on condition that the temperature of the cooling water in the engine is higher than the temperature of the cooling water passing through the heater core. Control device. The vehicle control device according to any one of claims 1 to 5, wherein the cooling water circuit is provided with an exhaust heat recovery unit that recovers heat of exhaust gas from the engine and heats the cooling water.

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