JP2012184775A - Engine waste heat control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To execute waste heat control according to a heat utilization request while minimizing inconvenience such as a drop in engine operational efficiency that occurs due to the execution of the waste heat control.SOLUTION: An ECU 40 controls an engine waste heat amount on the basis of a heat utilization request. That is, the ECU 40 has a plurality of waste heat amount adjusting means to increase the waste heat amount of an engine 10 and performs switching among the plurality of waste heat amount adjusting means so as to allow which of the plurality of waste heat amount adjusting means to increase the waste heat amount. For example, the plurality of waste heat amount adjusting means are respectively set to have a different increase in waste heat amount. At least one of the plurality of waste heat amount adjusting means is selectively used to increase the waste heat amount on the basis of a requested heat amount associated with the heat utilization request.

Description

  The present invention relates to an engine waste heat control device that controls the amount of waste heat of an engine based on a heat utilization request.

  In an in-vehicle engine, the combustion energy generated by the combustion of fuel contains a large amount of thermal energy in addition to the kinetic energy used for vehicle travel, and heating the vehicle interior or warming up the catalyst using the thermal energy. Has been done. For example, a configuration is known in which engine waste heat contained in engine coolant is recovered and heating is performed using the waste heat.

  Further, various technologies have been proposed for increasing the exhaust temperature by controlling the ignition timing and the valve opening / closing timing of the intake / exhaust valves during engine operation, and thereby quickly warming up the catalyst (see, for example, Patent Document 1). ).

Japanese Patent Laid-Open No. 11-324746

  However, for example, depending on the engine operating state, there is a case where the ignition timing or the valve timing cannot be changed. In this case, a desired increase in the exhaust gas temperature cannot be expected, and as a result, there is a concern that early warm-up of the catalyst cannot be realized. For example, since the amount of waste heat is small in a low load region, the required amount of waste heat cannot be satisfied unless appropriate means are used. In addition, if the ignition timing is changed or the valve timing is changed regardless of the engine operating state, there is a concern that inconveniences such as excessive reduction in engine operating efficiency may occur.

  The present invention provides an engine waste heat control apparatus capable of performing waste heat control according to heat utilization requirements and minimizing inconveniences such as a decrease in engine operation efficiency caused by the implementation of waste heat control. The main purpose is to do.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  The engine waste heat control device according to the present invention includes a plurality of waste heat amount adjusting means for increasing the amount of waste heat of the engine, and which of the plurality of waste heat amount adjustment means is used to increase the amount of waste heat. A waste heat control means for switching is provided (first invention).

  In a configuration including a plurality of waste heat amount adjusting means, for each of the waste heat amount adjusting means, whether or not the waste heat amount can be adjusted depending on the engine operating state, the influence on the engine operating efficiency (fuel consumption performance), the range in which the waste heat amount can be increased (dynamic range) ), The responsiveness of the change in the amount of waste heat may be different. In this regard, as described above, by switching which waste heat amount adjusting means among the plurality of waste heat amount adjusting means is used to increase the waste heat amount, optimal waste heat control according to need can be realized. It is also possible to select an optimum waste heat amount adjusting means from the viewpoint of fuel consumption. As a result, waste heat control according to the heat utilization request can be performed, and inconveniences such as a decrease in engine operation efficiency caused by the waste heat control can be minimized.

  The plurality of waste heat amount adjusting means includes means for increasing the amount of waste heat by adjusting the ignition timing of the engine, means for increasing the amount of waste heat by adjusting the opening / closing timing of the intake valve of the engine, and opening / closing of the exhaust valve of the engine Means for increasing the amount of waste heat by adjusting the timing are included. Further, waste heat amount adjusting means other than engine control may be included. For example, means for increasing the amount of waste heat by performing shift control of the transmission may be included.

The following methods can be applied as methods for increasing the amount of waste heat by a plurality of waste heat amount adjusting means.
(1) The plurality of waste heat amount adjusting means are set to have different amounts of increase in waste heat amount, and at least one of the plurality of waste heat amount adjusting means is selected based on the required heat amount accompanying the heat use request To increase the amount of waste heat (second invention). Each waste heat amount adjusting means adjusts both the ignition timing and the valve timing in addition to the one that controls one actuator, such as the one that adjusts the ignition timing and the valve timing. A plurality of actuators may be controlled simultaneously.
(2) Each of the plurality of waste heat amount adjusting means has a settable range (dynamic range) for increasing the amount of waste heat of the engine. (Third invention).
(3) The larger the required heat amount associated with the heat utilization request, the greater the number of waste heat amount adjusting means used for waste heat control among the plurality of waste heat amount adjusting means (fourth invention).

  According to the above (1) to (3), even if the required heat amount according to the heat utilization request is different, it is possible to select the waste heat amount adjusting means suitable for the required heat amount at that time. Thereby, it can fully respond to a heat utilization request.

  In addition, according to the above (1), it is possible to easily select the waste heat amount adjusting means by predetermining an increase in the waste heat amount of each waste heat amount adjusting means, and it is possible to easily perform waste heat control. It is done.

  According to the above (2), the waste heat amount adjusting means having a large range of possible increase in the amount of waste heat is preferentially used, so that it is not necessary to change the waste heat amount adjusting means even if the required heat amount slightly varies with time. Yes, the change of the waste heat amount adjusting means can be reduced as much as possible. Thereby, the fluctuation | variation (including deterioration of drivability) of the engine operating state which arises with switching of a waste-heat amount adjustment means can be suppressed.

  According to the above (3), when the required heat quantity is relatively small, the number of waste heat quantity adjusting means used is small, and therefore, the mutual influence (in terms of control) caused by simultaneously using a plurality of waste heat quantity adjusting means. Interference). In addition, when the required heat quantity is relatively large, the number of waste heat quantity adjusting means to be used is large, so that the desired heat quantity can be significantly increased.

  In the fifth aspect of the invention, the plurality of waste heat amount adjusting means mainly includes a cooling loss increasing means for increasing the waste heat amount by increasing the cooling loss, and an exhaust loss increasing means for mainly increasing the waste heat amount by increasing the exhaust loss. Including. Then, based on at least one of the contents of the heat use request and the required heat amount accompanying the heat use request, the waste heat amount is switched by either the cooling loss increasing means or the exhaust loss increasing means.

  There are two types of heat utilization requirements: one that is convenient when using heat energy due to cooling loss and one that is advantageous when utilizing heat energy due to exhaust loss. In this case, by selecting the cooling loss increasing means and the exhaust loss increasing means as described above, it is possible to realize waste heat control that meets the heat utilization request.

  In the sixth aspect of the present invention, a plurality of waste heat amount adjusting units are configured based on the waste heat efficiency representing the increase ratio of the waste heat amount with respect to the change in the fuel injection amount when the waste heat amount is increased in response to a heat use request. The waste heat amount adjusting means of the heat amount adjusting means is switched over to increase the waste heat amount.

  According to the above configuration, the above-described waste heat efficiency (increase ratio of the waste heat amount with respect to the change in the fuel injection amount) is used as a parameter for waste heat control, thereby monitoring the fuel consumption change accompanying the change in the fuel injection amount. In addition, waste heat control can be performed in such a way that fuel consumption deterioration is minimized. Supplementally, the sixth invention is made from the idea of selecting the waste heat amount adjusting means from the viewpoint of fuel consumption, and is appropriate without increasing the fuel consumption more than necessary (deteriorating fuel consumption). Selection of waste heat amount adjusting means is possible.

  In the seventh invention, the waste heat efficiency is calculated for each of the plurality of waste heat amount adjusting means, and the waste heat amount is increased by preferentially using the calculated waste heat amount adjusting means with good waste heat efficiency. Thereby, the fuel consumption fall at the time of implementing waste heat control can be controlled more suitably.

  When the engine operating state is different, it is considered that the influence on the engine operating efficiency when the waste heat control is performed is different. This is also true for each of the plurality of waste heat amount adjusting means. Therefore, it is preferable to calculate the waste heat efficiency for each of the plurality of waste heat amount adjusting means based on the engine operating state (eighth invention). Thereby, more appropriate waste heat control can be realized in consideration of the engine operating state.

  In the ninth invention, the plurality of waste heat amount adjusting means each have an increaseable range (dynamic range) of the waste heat amount, and in addition to the waste heat efficiency of the plurality of waste heat amount adjusting means, the waste heat amount adjusting means The waste heat amount adjusting means is used to switch the waste heat amount to be increased based on the range in which the waste heat amount can be increased. Thereby, in addition to being able to implement waste heat control so that deterioration in fuel consumption is minimized, it is possible to realize a significant increase in desired heat amount when the required heat amount is relatively large.

  In the configuration in which waste heat of the engine is actively used, it is considered that the engine operation efficiency is lowered, and there is a concern that the engine output (output shown in the figure) is lowered accordingly. In this regard, according to the tenth invention, when waste heat control is performed, output augmenting means for augmenting an output decrease of the engine accompanying the implementation of the waste heat control is provided. Therefore, the engine output is maintained even when waste heat control is performed. That is, running energy is maintained in the vehicle, and deterioration of drivability can be suppressed.

  Here, as in the eleventh aspect, among the plurality of waste heat amount adjusting means, the total increase amount of the fuel injection amount is calculated for the waste heat amount adjusting means used for waste heat control, and the increase total amount of the fuel injection amount is calculated. Based on this, the engine output control may be performed.

The block diagram which shows the outline of the waste heat control system in embodiment of invention. A time chart for explaining valve opening and closing timing. The figure which showed the relationship between engine shaft efficiency and generated heat efficiency about a 1st-3rd adjustment means. The time chart for demonstrating the outline | summary of the waste heat control at the time of engine cold start. The flowchart which shows the process sequence of waste heat control. The figure which shows the relationship between an engine output and a calorie | heat amount. The functional block diagram regarding waste heat control in 2nd Embodiment. The flowchart which shows the process sequence of waste heat control. The flowchart which shows the process sequence of waste heat control.

(First embodiment)
Hereinafter, an embodiment in which the present invention is embodied in a vehicle equipped with a spark ignition type multi-cylinder gasoline engine will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an outline of a waste heat control system (waste heat reuse system) of the present embodiment.

  In FIG. 1, an intake pipe 11 and an exhaust pipe 12 are connected to the engine 10, and the intake pipe 11 is provided with a throttle valve 13 for adjusting the amount of intake air into the cylinder. The throttle valve 13 is an air amount adjusting means that is electrically opened and closed by a throttle actuator 14 made of a motor or the like. The throttle actuator 14 has a built-in throttle sensor for detecting the opening of the throttle valve 13 (throttle opening).

  The engine 10 includes an injector 15 as fuel injection means for injecting and supplying fuel to each cylinder of the engine 10, and an igniter (ignition device) 17 as ignition means for generating an ignition spark in a spark plug 16 provided for each cylinder. And an intake side valve drive mechanism 18 and an exhaust side valve drive mechanism 19 as valve timing adjusting means for adjusting the opening and closing timings of the intake and exhaust valves. In the present embodiment, an intake port injection type engine is employed, and the injector 15 is provided in the vicinity of the intake port. Instead, a direct injection type engine is employed, and the injector 15 is a cylinder head of each cylinder. It is good also as a structure provided in etc. The intake side and exhaust side valve drive mechanisms 18 and 19 adjust the advance amounts of the intake side and exhaust side cam shafts with respect to the crankshaft of the engine 10. The opening / closing timing of the intake valve is changed to the advance side or the retard side, and according to the exhaust side valve drive mechanism 19, the opening / closing timing of the exhaust valve is changed to the advance side or the retard side.

  The exhaust pipe 12 is provided with an oxygen concentration sensor (hereinafter referred to as A / F sensor) 21 for detecting the oxygen concentration in the exhaust, and a catalyst 22 as an exhaust purification device is provided downstream thereof. . The catalyst 22 is, for example, a three-way catalyst, and purifies harmful components and the like in the exhaust when the exhaust passes. Further, a heat recovery device 23 that recovers thermal energy (exhaust heat) contained in the exhaust is provided downstream of the catalyst 22 in the exhaust pipe 12. The heat recovery device 23 recovers the heat of the exhaust gas by transmitting it to the engine cooling water, and is used as a heat source when heating the interior of the vehicle, for example.

  In addition, the present system is provided with an EGR device (exhaust gas recirculation device) that introduces a part of the exhaust gas into the intake system as EGR gas. That is, between the intake pipe 11 and the exhaust pipe 12, one end is connected to the throttle valve downstream side of the intake pipe 11, and the other end is connected to the catalyst downstream side (or upstream side) of the exhaust pipe 12. 25 is provided, and an electromagnetic EGR valve 26 is provided in the middle of the EGR pipe 25. In this case, the amount of EGR gas is adjusted to increase or decrease by adjusting the opening of the EGR valve 26.

  Next, the configuration of the cooling system of the engine 10 will be described.

  A water jacket 31 is formed in the cylinder block and cylinder head of the engine 10, and cooling water is circulated and supplied to the water jacket 31 so that the engine 10 is cooled. The temperature (cooling water temperature) of the cooling water in the water jacket 31 is detected by the water temperature sensor 32. A circulation path 33 composed of cooling water piping or the like is connected to the water jacket 31, and the circulation path 33 is provided with a water pump 34 for circulating the cooling water. The water pump 34 is, for example, a mechanical pump that is driven as the engine 10 rotates, but may be an electric pump. Moreover, the structure which can adjust the amount of cooling water with the water pump 34 may be sufficient.

  The circulation path 33 is provided so as to extend toward the heat recovery device 23 on the outlet side of the engine 10 (water jacket 31) and return to the engine 10 again via the heat recovery device 23. A heater core 35 is provided on the downstream side of the heat recovery device 23 in the circulation path 33. Air conditioning air is sent to the heater core 35 from a blower fan (not shown). When the air conditioning air passes through the heater core 35 or the vicinity thereof, the air conditioning air is heated by heat received from the heater core 35, and the hot air is Supplied in the passenger compartment.

  The circulation path 33 is bifurcated in two directions on the downstream side of the heater core 35, and a radiator 36 as an atmospheric heat radiating portion is provided in one of the circulation paths 33A. Further, a thermostat 37 that changes the flow path of the cooling water by operating according to the cooling water temperature is provided at a branch portion of the circulation path 33. Therefore, when the cooling water is at a low temperature (below the thermostat operating temperature), the inflow of the cooling water to the radiator 36 side is blocked by the thermostat 37, and the cooling water is not radiated by the radiator 36 and passes through the circulation path 33. Circulate. For example, before the engine 10 is warmed up (during warm-up operation), cooling of the cooling water (radiation) in the radiator 36 is suppressed. Further, when the cooling water reaches a high temperature (above the thermostat operating temperature), the cooling water is allowed to flow into the radiator 36 by the thermostat 37, and the cooling water circulates in the circulation path 33 while being radiated by the radiator 36. Thereby, the cooling water is maintained at an appropriate temperature (for example, about 80 ° C.) under the engine operating condition.

  The control system includes an ECU (electronic control unit) 40 that forms the center of engine control, and the ECU 40 performs various controls related to the operation of the engine 10. That is, as is well known, the ECU 40 is mainly composed of a microcomputer composed of a CPU, ROM, RAM, and the like, and executes various control programs stored in the ROM, whereby various controls of the engine 10 are performed according to the engine operating state. To implement. In this system, as an operation state detection means for detecting an engine operation state, a rotation speed sensor 41 that detects an engine rotation speed, a load sensor 42 that detects an engine load such as an intake air amount and intake pipe negative pressure, and the like are provided. The detection signals of the sensors 41 and 42, the A / F sensor 21 and the water temperature sensor 32 described above, etc. are input to the ECU 40 as appropriate.

  The ECU 40 receives detection signals from the various sensors described above, and based on the various detection signals, the fuel injection control by the injector 15, the ignition timing control by the igniter 17, the valve timing control by the valve drive mechanisms 18 and 19, The air amount is controlled by the throttle valve 13 (throttle actuator 14). In such a case, the above-described various controls are basically performed based on the adaptation data and the like so as to obtain the maximum efficiency (optimum fuel consumption) of the engine 10. The efficiency characteristics of the engine 10 are determined using parameters such as engine speed and engine load.

  Further, in the present control system, the fuel efficiency of the entire system is improved by recovering and reusing heat energy (energy other than kinetic energy) that is a heat loss among fuel combustion energy generated by fuel combustion in the engine 10. The waste heat control of the engine 10 is performed based on the respective heat use request and the engine operating state.

  In particular, in the present embodiment, a plurality of waste heat amount adjusting means for increasing the amount of waste heat (generated heat amount) that is the heat energy (heat loss) of the engine 10 is provided, and a heat utilization request such as a heating request or a catalyst warm-up request is generated. In this case, it is configured to switch which waste heat amount adjusting means among the plurality of waste heat amount adjusting means to increase the waste heat amount.

In this waste heat control,
・ If the ignition timing is retarded, the amount of waste heat increases,
・ If the intake valve opening timing is changed to the advance side (that is, if the intake valve is opened quickly), the amount of waste heat increases.
・ If the exhaust valve opening timing is changed to the retarded angle side (ie exhaust exhaust delay opening), the amount of waste heat increases.
・ By combining the timing of ignition timing with the opening / closing timing control of intake valves and exhaust valves (swift intake opening and exhaust opening), a greater amount of waste heat can be obtained.
Is used to increase the amount of waste heat. In this case, the ignition delay is the first effective means for increasing the amount of waste heat. Further, when the intake valve is opened early or the exhaust valve is opened slowly, the valve overlap period during which both the intake and exhaust valves are opened increases, and the amount of internal EGR increases accordingly, and the amount of waste heat increases. However, inconveniences such as drivability deterioration occur due to the implementation of internal EGR depending on conditions such as the engine operating state. Therefore, the increase in internal EGR has limitations such as engine operating conditions.

  FIG. 2 is a time chart showing the opening / closing timing of the intake valve In and the exhaust valve Ex. FIG. 2A shows the basic opening / closing timing of both valves. On the other hand, (b) shows a case where the opening / closing timing of the intake valve In is advanced and the intake valve is opened early, and (c) is a case where the opening / closing timing of the exhaust valve Ex is retarded and the exhaust valve is opened slowly. Show. Note that (d) shows a state in which the intake air early opening and the exhaust gas slow opening are performed simultaneously to maximize the valve burlap period.

In the present embodiment, a first adjustment unit, a second adjustment unit, and a third adjustment unit are assumed as the waste heat amount adjustment unit. In particular,
(1) The first adjusting means performs ignition retard and exhaust valve slow opening,
(2) The second adjusting means performs ignition retard and quick opening of the intake valve,
(3) The third adjusting means performs ignition retard.

  In this case, the first to third adjustment means are different from each other in an engine operation region in which the amount of waste heat can be adjusted, or an engine operation region that is advantageous in performing the waste heat amount adjustment. Therefore, in the present embodiment, waste heat control is performed by selectively using each adjustment unit based on the required heat amount, the engine operating state, and the like.

  Here, each of the first to third adjustment means is set such that the amount of waste heat that increases when waste heat control is performed by each adjustment means is different from each other, and is based on the required heat amount accompanying the heat utilization request. The waste heat amount is increased by selecting at least one of the plurality of waste heat amount adjusting means. In this case, it is determined in advance how much the waste heat amount can be expected by each adjusting means and how much the operation efficiency (fuel consumption) is reduced due to the increase in the waste heat amount, and is stored in the memory of the ECU 40 as map data or the like. Has been.

  FIG. 3 is a diagram showing the relationship between engine shaft efficiency (equivalent to fuel efficiency) and generated heat efficiency for the three waste heat amount adjusting means (first to third adjusting means). The generated heat efficiency is a ratio of the generated heat amount [kW] to the total fuel [kW].

  FIG. 3 shows a characteristic (1) of the generated heat efficiency by the first adjustment means (ignition delay angle + exhaust delay opening), and a characteristic (2) of the generated heat efficiency by the second adjustment means (ignition delay angle + rapid opening of the intake air). The characteristic (3) of the generated heat efficiency by the 3rd adjustment means (ignition retarding angle) is shown. In this case, when these three are compared, the third adjustment means (ignition delay angle) → second adjustment means (ignition delay angle + intake early opening) → first adjustment means (ignition delay angle + exhaust delay opening) is generally performed in this order. It can be confirmed that the generated heat efficiency is improved. In addition, GA in FIG. 3 indicates the implementation limit of the first adjustment means and the second adjustment means, and in the region where the engine shaft efficiency is GA or less, inconvenience such as deterioration of drivability is remarkable due to the implementation of internal EGR. Therefore, the implementation of the first adjustment unit and the second adjustment unit is restricted (prohibited).

  Next, an outline of waste heat control at the time of cold start of the engine 10 will be described with reference to FIG. FIG. 4 is a time chart showing the transition of the cooling water temperature after the engine cold start and the outline of the waste heat control performed in accordance with the transition of the water temperature.

  In FIG. 4, the coolant temperature Tw gradually rises from around normal temperature as the engine is started, and reaches an appropriate temperature range for the engine 10. In the present embodiment, the temperature range of TH0 to TH1 is set as an appropriate temperature range of the cooling water temperature, and an appropriate warm-up state of the engine 10 is maintained in this temperature range. TH0 is the operating temperature (valve opening temperature) of the thermostat 37. When Tw ≧ TH0, the thermostat 37 operates (opens). As a result, circulation of the cooling water to the radiator 36 side is started, and heat is radiated from the radiator 36. For example, TH0 = 90 ° C. and TH1 = 80 ° C.

  Thereafter, when a heating request is generated as a heat use request at timing t1, heat use (generation of hot air) is performed in the heater core 35 accordingly, and the cooling water temperature is lowered. Then, when the coolant temperature Tw falls below TH1, which is also the lower limit value of the appropriate temperature range, waste heat control of the engine 10 is performed. That is, in the state where the cooling water temperature Tw is lowered as shown in the drawing, the heating request at that time cannot be sufficiently satisfied, so that the cooling water temperature Tw is increased by waste heat control.

  Here, a plurality of temperature determination values (TH2, TH3, etc.) are set on the lower temperature side than the appropriate temperature range, and depending on which of the temperature ranges defined by these temperature determination values is the cooling water temperature Tw. The content of waste heat control can be switched. The temperature difference between the cooling water temperature Tw and the appropriate temperature range corresponds to the required amount of heat.

  In the case of FIG. 4, when the cooling water temperature Tw decreases and enters the temperature range of TH1 to TH2 at the timing t2, waste heat control is performed by the first adjusting means (ignition delay angle + exhaust delay opening). That is, since the temperature difference between the cooling water temperature Tw and the appropriate temperature range is relatively small and the required heat quantity is not so large at the timing t2, the first adjustment means having the highest generated heat efficiency among the three adjustment means is Selected and executed.

  Thereafter, when the cooling water temperature Tw further falls and enters the temperature range of TH2 to TH3 at timing t3, the third adjusting means (ignition delay) is substituted for the waste heat control by the first adjusting means (ignition delay angle + exhaust delay opening). Waste heat control by corners) is implemented. That is, at the timing t3, the temperature difference between the cooling water temperature Tw and the appropriate temperature range is relatively large, and the required heat amount is also increased accordingly. Therefore, the largest increase in waste heat amount among the above three adjusting means is achieved. The expected third adjusting means is selected and executed. In other words, since the required heat quantity increases at timing t3, engine shaft efficiency (fuel consumption) deteriorates in order to meet the demand. At this time, switching from the first adjusting means to the third adjusting means is performed with the aim of avoiding deterioration of drivability that occurs when the waste heat control by the first adjusting means is continued.

  When the cooling water temperature Tw falls within the temperature range of TH1 to TH2, the second adjustment means (ignition delay angle + early intake opening) is performed instead of the first adjustment means (ignition delay angle + exhaust delay opening). Alternatively, the second adjustment means (ignition delay angle + early intake opening) is performed during the transition from the first adjustment means (ignition delay angle + exhaust delay opening) to the third adjustment means (ignition delay angle). It is also possible to do.

  Thereafter, the cooling water temperature Tw starts to rise, and when the cooling water temperature Tw reaches TH2 at timing t4, from the waste heat control by the third adjustment means (ignition delay angle) to the first adjustment means (ignition delay angle + exhaust delay opening). Switch to waste heat control. Further, when the cooling water temperature Tw reaches TH1 at timing t5, the waste heat control by the first adjusting means (ignition delay angle + exhaust delay opening) is ended.

  As a heat utilization request, the description of the illustration is omitted when a catalyst warm-up request other than the heating request is generated, but as an overview, for example, in the case where a catalyst warm-up request occurs due to a temperature decrease of the catalyst 22, Based on the deviation between the target temperature (catalyst activation temperature) of the catalyst 22 and the actual catalyst temperature (measured value by sensor or calculated value by estimation), if the temperature deviation is relatively small (if the required heat quantity is relatively small) The waste heat control by the first adjusting means (ignition delay angle + exhaust exhaust delay) is performed. Further, if the deviation between the catalyst activation temperature and the actual catalyst temperature is relatively large (if the required heat amount is relatively large), waste heat control by the third adjusting means (ignition delay angle) is performed. Note that the catalyst warm-up request may be generated based on, for example, when the engine is restarted during idle stop control, in addition to being triggered by a decrease in the catalyst temperature.

  Further, as a means for adjusting the amount of waste heat, it is also possible to adopt a means for increasing the amount of waste heat by changing the valve opening timing of the exhaust valve to the advance side (that is, by performing quick exhaust opening). In the case of using the adjusting means, based on the temperature deviation of the catalyst 22 (difference between the target temperature and the actual catalyst temperature), if the temperature deviation is relatively small (if the required heat amount is relatively small), it depends on the ignition delay angle. A configuration may be adopted in which waste heat control is performed, and if the temperature deviation is relatively large (the required heat amount is relatively large), waste heat control is performed by ignition delay + exhaust early opening.

  FIG. 5 is a flowchart showing a processing procedure of waste heat control in the present embodiment, and this processing is repeatedly executed by the ECU 40 at a predetermined cycle.

  In FIG. 5, first, in step S11, it is determined whether or not a heat utilization request has occurred. The heat utilization request includes, for example, a heating request and a catalyst warm-up request. The heating request is generated when the passenger compartment is heated, and is generated based on a vehicle occupant operation or a control command for automatic air conditioning control. The catalyst warm-up request is generated when the catalyst 22 of the exhaust pipe 12 is in a low temperature state, and is generated when the engine 10 is cold started or when the temperature is temporarily lowered during vehicle operation. For example, in a system that performs idle stop control (automatic stop / restart control) of the engine 10, it is conceivable that the catalyst temperature decreases during idle stop. In such a case, a catalyst warm-up request is generated after the engine is restarted. And if step S11 is NO, this process will be complete | finished as it is, and if step S11 is YES, it will progress to subsequent step S12.

  In step S12, it is determined whether or not the required heat quantity at that time can be satisfied by normal engine control performed at the best fuel efficiency, that is, whether or not the waste heat quantity needs to be increased by the first to third adjusting means described above. Determine whether or not. For example, when a heating request is received, it is determined whether or not the cooling water temperature Tw detected by the water temperature sensor 32 is in a lower temperature range than the appropriate temperature range (TH1 to TH0). If step S12 is YES, the required heat quantity is satisfied and the increase in waste heat quantity is unnecessary, and the process is terminated. If step S12 is NO, the required heat quantity is not satisfied and is discarded. Since it is necessary to increase the amount of heat, the process proceeds to the subsequent step S13.

  In steps S13 to S17, it is determined how much the amount of increase in the amount of waste heat required to satisfy the required heat amount (increased amount of waste heat), and waste heat control is performed based on the increased amount of waste heat. Assuming that there is a heating request, a comparison is made between a plurality of temperature judgment values set on the lower temperature side than the appropriate temperature range and the cooling water temperature Tw at that time, and in which temperature range the cooling water temperature Tw is At the same time as determining, waste heat control is carried out with the contents corresponding to the corresponding temperature range.

For more information,
In step S13, it is determined whether the increased waste heat amount is equal to or less than the first required amount K1,
In step S14, it is determined whether the increased waste heat amount is equal to or less than the second required amount K2. Note that K2> K1. It is also possible to set three or more request determination values (K1, K2) for the increased amount of waste heat.

  If the increased amount of waste heat is equal to or less than the first required amount K1, the process proceeds to step S15, and if the increased amount of waste heat is greater than the first required amount K1 and equal to or less than the second required amount K2, the process proceeds to step S16. If it is larger than the second required amount K2, the process proceeds to step S17. In steps S15 to S17, waste heat control with different amounts of increased waste heat is selectively performed. That is, in step S15, the first control is performed as waste heat control with a relatively small amount of increased waste heat. In step S16, second control in which the increased waste heat amount is larger than the first control is performed. In step S17, the increase is performed. The third control in which the amount of waste heat is larger than the second control is performed.

In the case of a heating request for steps S13 to S17,
In step S13, it is determined whether or not the coolant temperature Tw is in the first temperature range (the temperature range TH1 to TH2 in FIG. 4).
In step S14, it is determined whether or not the coolant temperature Tw is in the second temperature range (the temperature range TH2 to TH3 in FIG. 4).

  And when the cooling water temperature Tw exists in a 1st temperature range, waste heat control by a 1st adjustment means (ignition delay angle + exhaust gas delay opening) is implemented as 1st control (step S15). Further, when the coolant temperature Tw is in the second temperature range, waste heat control by the third adjusting means (ignition delay angle) is performed as the second control (step S16). In this case, the execution of the third control is arbitrary.

  Finally, in step S18, engine output augmentation processing is performed. This engine output augmentation process is a process for augmenting the engine output that has been reduced by the waste heat control when the waste heat control is performed as described above. ) Is corrected as appropriate.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  When a heat utilization request such as a heating request or a catalyst warm-up request occurs, which waste heat amount adjusting means among a plurality of waste heat amount adjusting means (for example, first to third adjusting means) increases the amount of waste heat. Therefore, the optimum waste heat control according to need can be realized. As a result, waste heat control according to the heat utilization request can be performed, and inconveniences such as a decrease in engine operation efficiency caused by the waste heat control can be minimized.

  A plurality of waste heat amount adjusting means are set so that the amount of increase in the waste heat amount is different from each other, and at least one of the plurality of waste heat amount adjusting means is selected and discarded based on the required heat amount accompanying the heat use request. It was set as the structure which increases an amount of heat. As a result, even if the required heat amount associated with the heat use request is different every time, it is possible to select the waste heat amount adjusting means that matches the required heat amount at that time. Thereby, it can fully respond to a heat utilization request | requirement of each time. In this case, the effect that the waste heat control can be easily performed can be obtained by determining the amount of increase in the waste heat amount of each waste heat amount adjusting means in advance.

  In the case where waste heat control is performed, the engine output is reduced due to the implementation of the waste heat control. Therefore, the engine output is maintained even when the waste heat control is performed. That is, running energy is maintained in the vehicle, and deterioration of drivability can be suppressed.

(Second Embodiment)
Next, the second embodiment of the present invention will be described focusing on the differences from the first embodiment described above. In this embodiment, when the amount of waste heat is increased in response to a heat utilization request, waste heat efficiency η representing the ratio of the amount of increase in waste heat (heat amount increase) to the amount of increase in fuel injection amount for each of the plurality of waste heat amount adjustment means In addition, the waste heat efficiency η is used as a control parameter to switch which waste heat amount adjusting means among the plurality of waste heat amount adjusting means to increase the amount of waste heat.

Here, the waste heat efficiency η is
η = heat increase ΔQ [kW] / fuel increase Δqf [kW]
For example, it is calculated as a percentage (%). The amount of heat increase ΔQ [kW] of the numerator in the above formula is the heat amount that can be generated by the waste heat amount adjusting means such as the ignition delay and valve timing control, and the waste heat efficiency η represents the heat amount that can be generated with respect to the fuel increase amount. It can be said to be heat generation efficiency.

  In the present embodiment, the waste heat efficiencies η1 to ηn are respectively calculated for the plurality of waste heat amount adjusting means, and the calculated waste heat efficiencies η1 to ηn are rearranged (sorted) in the order of goodness. Then, based on the required heat amount required in response to the heat use request, at least one is selected from the plurality of waste heat amount adjusting means according to the rearrangement result (sort result) of the waste heat efficiency η1 to ηn described above. In this case, the waste heat control is performed by preferentially using the waste heat amount adjusting means with good waste heat efficiency η. The waste heat efficiencies η1 to ηn for each of the plurality of waste heat amount adjusting means are respectively calculated based on the respective engine operating conditions. Similarly, the amount of heat increase ΔQ1 to ΔQn for each of the plurality of waste heat amount adjusting means is calculated based on the respective engine operating conditions.

  Further, in this embodiment, as an engine output augmentation process for augmenting a decrease in engine output due to the implementation of waste heat control, the total increase in fuel injection amount for the waste heat amount adjusting means used for waste heat control is calculated. The engine output control is performed based on the calculated total increase in fuel injection amount.

  FIG. 6 is a diagram showing the relationship between the engine output [kW] and the amount of heat [kW]. FIG. 6 shows the relationship in which the amount of heat increases as the engine output increases. In FIG. 6, the solid line shows the engine characteristics at the best fuel consumption.

  For example, it is assumed that the required heat quantity Qre is generated when the engine output is A. In this case, the heat quantity corresponding to ΔQ is insufficient from the viewpoint of the best fuel efficiency. Waste heat control is performed to compensate for the shortage of heat of ΔQ. Here, in order to satisfy the required heat quantity Qre, it is necessary to shift the control point to the fuel increase side (fuel consumption deterioration side) from the fuel efficiency best point, and based on the waste heat efficiency η1 to ηn at the time of the control point transition. Select (switch) the waste heat amount adjusting means. Further, when the amount of heat is increased, the engine output is reduced, so that the engine output is reduced.

  FIG. 7 is a functional block diagram relating to waste heat control in the present embodiment.

  The waste heat efficiency calculation unit M1 calculates the waste heat efficiency η1 to ηn based on the engine operating state for each waste heat amount adjustment unit using a plurality of efficiency calculation maps set for each waste heat amount adjustment unit. The parameters representing the engine operating state include, for example, the engine speed NE and the engine load (intake pipe pressure, intake air amount, etc.). It is also possible to set different constants for each waste heat amount adjusting means and individually calculate the waste heat efficiency η1 to ηn by mathematical calculation.

  Further, the heat quantity increase calculation unit M2 uses a plurality of heat quantity calculation maps set for each waste heat quantity adjustment unit, and calculates the heat quantity increase amounts ΔQ1 to ΔQn for each waste heat quantity adjustment unit based on the engine operating state for each time. . It is also possible to set different constants for each waste heat amount adjusting means and individually calculate the heat amount increase amounts ΔQ1 to ΔQn by mathematical calculation.

  Further, the selection unit M3 sorts the waste heat efficiency η1 to ηn for each waste heat amount adjusting unit calculated by the waste heat efficiency calculation unit M1 in order of efficiency, and gives priority to the efficient one based on the rearrangement result. Select the waste heat amount adjustment means used for the waste heat control this time. In this case, since it is necessary to satisfy the required amount of heat every time, the amount of heat increase ΔQ1 to ΔQn for each waste heat amount adjustment unit calculated by the amount-of-heat increase calculation unit M2 is also taken into account. That is, in the selection unit M3, a waste heat amount adjusting unit that can generate a heat amount that satisfies the required heat amount in the order of efficiency of the waste heat efficiency η1 to ηn is selected from the plurality of waste heat amount adjusting units. And waste heat control is implemented by the waste heat amount adjustment means (one or several waste heat amount adjustment means) selected by the selection part M3 in this way.

  Further, the engine shaft efficiency calculation unit M4 calculates the engine shaft efficiency ηt for each waste heat amount adjustment unit for each waste heat amount adjustment unit selected by the selection unit M3. In this case, the engine shaft efficiency ηt is calculated based on the engine operating state (NE or engine load) each time using a plurality of efficiency calculation maps or mathematical formulas set for each waste heat amount adjusting means. In particular, in the present embodiment, the engine shaft efficiency ηtA before the increase in the amount of waste heat and the engine shaft efficiency ηtB after the increase in the amount of waste heat are calculated.

  The fuel correction amount calculation unit M5 calculates the fuel increase amount Δqf for each waste heat amount adjusting means selected by the selection unit M3 based on the engine shaft efficiency ηt calculated by the engine shaft efficiency calculation unit M4, and also increases the fuel increase amount. A total sum of Δqf (a total increase amount ΣΔqf of the fuel injection amount) is calculated as a fuel correction amount Kf. The fuel increase amount Δqf is calculated as follows based on the engine shaft efficiency ηtA and ηtB before and after the increase in the waste heat amount and the fuel injection amount qfin after the increase in the waste heat amount.

Δqf = (1−ηtB / ηtA) × qfin
At this time, for example, when the engine shaft efficiency (fuel consumption) deteriorates after the amount of waste heat increases, the Δqf value increases as the ηtB value decreases. Thereby, the fuel increase amount Δqf corresponding to the fuel consumption deterioration is calculated.

  The fuel correction amount Kf (increased total amount ΣΔqf) is a fuel correction amount for augmenting a decrease in engine output due to the execution of waste heat control, and a torque as output augmentation processing using this fuel correction amount Kf. Correction processing is performed.

  The torque correction unit M6 commands the throttle opening correction based on the fuel correction amount Kf calculated by the fuel correction amount calculation unit M5, and commands the fuel injection amount correction based on the fuel correction amount Kf. At this time, regarding the throttle opening correction, the air amount correction amount is calculated based on the target air-fuel ratio and the fuel correction amount Kf, and the throttle opening command value is calculated based on the air amount correction amount. The fuel injection amount is corrected by the fuel correction amount Kf.

  FIG. 8 is a flowchart showing a processing procedure of waste heat control in the present embodiment, and this processing is repeatedly executed by the ECU 40 at a predetermined cycle.

  In FIG. 8, first, in step S21, it is determined whether or not a heat utilization request has occurred. In subsequent step S22, it is determined whether or not the required heat quantity at that time can be satisfied by normal engine control performed at the fuel economy best point. (Similar to steps S11 and S12 in FIG. 5). And when the heat utilization request | requirement has arisen and the request | requirement calorie | heat amount cannot be satisfied, it progresses to subsequent step S23.

  In step S23, waste heat efficiencies η1 to ηn are calculated using an efficiency calculation map for each of the plurality of waste heat amount adjusting means. In the subsequent step S24, the amount of heat increase ΔQ1 to ΔQn is calculated using a heat amount calculation map for each of the plurality of waste heat amount adjusting means.

  Thereafter, in step S25, the waste heat efficiencies η1 to ηn calculated in step S23 are rearranged in descending order of efficiency, and the waste heat amount adjusting means used for the current waste heat control is selected giving priority to the efficient one. In this case, waste heat amount adjusting means is selected which is in the order of good waste heat efficiency η1 to ηn and can generate a heat amount satisfying the current required heat amount.

  In step S26, an engine output augmentation process is performed. Specifically, the fuel injection amount increase total amount ΣΔqf is calculated for the waste heat amount adjusting means used for waste heat control, and the increase total amount ΣΔqf is set as the fuel correction amount Kf. Then, the air amount increase correction and the fuel injection amount increase correction are performed based on the fuel correction amount Kf.

  According to the second embodiment described in detail above, similarly to the first embodiment, waste heat control according to each heat utilization request can be performed, and the engine operating efficiency generated by the implementation of waste heat control is reduced. It is possible to minimize inconvenience such as reduction.

  Also, a configuration for calculating waste heat efficiency η1 to ηn (increase ratio of waste heat amount with respect to an increase in fuel injection amount) for each of the plurality of waste heat amount adjusting means and implementing waste heat control using the waste heat efficiency η1 to ηn as control parameters It was. In particular, the waste heat amount adjusting means having good waste heat efficiency η1 to ηn is preferentially used to increase the waste heat amount. As a result, waste heat control can be performed while minimizing deterioration in fuel consumption while monitoring changes in fuel consumption accompanying an increase in fuel injection amount. That is, it is possible to select an appropriate waste heat amount adjusting means without increasing the fuel consumption more than necessary (deteriorating fuel consumption).

  Since the waste heat efficiency η1 to ηn of each waste heat amount adjusting means is calculated based on the engine operating state, considering that the waste heat efficiency η1 to ηn of each waste heat amount adjusting means varies depending on the engine operating state. Waste heat control can be implemented, and more appropriate waste heat control can be realized.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  A configuration in which a range of possible increase in the amount of waste heat of the engine 10 (dynamic range) is determined for each of the plurality of waste heat amount adjustment means, and the waste heat amount adjustment means having a large increase range is preferentially used to increase the amount of waste heat. It is good. For example, the first adjustment means (ignition delay angle + exhaust delay opening), the second adjustment means (ignition delay angle + intake early opening), and the third adjustment means (ignition delay angle) described in the first embodiment are When the possible increase range is increased in the order of 1 adjustment means → second adjustment means → third adjustment means, the third adjustment means is preferentially used to perform waste heat control. It should be noted that for each waste heat amount adjusting means, a possible range for increasing the amount of waste heat may be calculated based on the engine operating state.

  According to this configuration, even if the required heat quantity slightly fluctuates from the beginning of waste heat control (the beginning of increase in waste heat quantity) with the passage of time, it is not necessary to change the waste heat quantity adjustment means. It can be reduced as much as possible. Thereby, the fluctuation | variation (including deterioration of drivability) of the engine operating state which arises with switching of a waste-heat amount adjustment means can be suppressed.

  -About several waste heat amount adjustment means, it is good also as a structure which increases the number of waste heat amount adjustment means utilized for waste heat control among some waste heat amount adjustment means, so that the required heat amount accompanying a heat utilization request | requirement is large.

  According to this configuration, when the required heat amount is relatively small (for example, when the temperature deviation with respect to the appropriate temperature range is small at the time of the heating request), the number of waste heat amount adjusting means used is small, and thus a plurality of waste heat amounts are used. Mutual influence (control interference) resulting from the simultaneous use of the adjusting means can be suppressed. In addition, when the required heat quantity is relatively large (for example, when there is a large temperature deviation with respect to the appropriate temperature range at the time of heating request), the number of waste heat quantity adjusting means used is large, so that the desired heat quantity can be significantly increased. realizable.

  -You may set the some waste heat amount adjustment means from which the operating efficiency of the engine 10 differs, respectively as a some waste heat amount adjustment means. In this case, a plurality of waste heat amount adjusting means are set by varying the operation efficiency individually even if the controlled objects are the same. Specifically, when all of the objects to be controlled are set to the ignition timing, a plurality of ignition timing maps having different engine operating efficiencies are prepared, and the ignition timing map is set according to the contents of the heat use request and the required heat amount. Switch to use. In this case, the ignition timing map with lower engine operating efficiency has a larger ignition delay amount and a larger amount of waste heat. Also with this configuration, it is possible to perform waste heat control according to each heat utilization request, and it is possible to minimize inconveniences such as a decrease in engine operation efficiency caused by the implementation of waste heat control.

  -As a plurality of waste heat amount adjusting means, waste heat amount adjusting means having different responsiveness to changes in waste heat amount may be set.

  ・ As multiple waste heat quantity adjustment means, there are mainly set the cooling loss increase means to increase the waste heat quantity by increasing the cooling loss and the exhaust loss increase means to increase the waste heat quantity mainly by increasing the exhaust loss. Alternatively, it may be configured to switch whether the amount of waste heat is increased by either the cooling loss increasing means or the exhaust loss increasing means, based on at least one of the contents of the heat use request and the required heat quantity accompanying the heat use request. The cooling loss increasing means includes means for increasing the in-cylinder temperature (combustion temperature) during fuel combustion by adjusting the amount of EGR gas of the EGR device, performing ignition delay while maintaining the torque, etc. There can be considered a means for extending the stay time in which the high-temperature combustion gas stays in the cylinder by delaying the valve opening timing. Further, as the exhaust loss increasing means, a means for performing ignition in the exhaust pipe by performing a large ignition delay or a quick opening of the exhaust can be considered. In addition, as the exhaust loss increasing means, it is also possible to apply means for increasing the EGR amount (internal EGR amount or external EGR amount by the EGR device) and slowing the combustion (decreasing the combustion speed).

  For example, it is considered that heat energy due to cooling loss may be used for a heating request, and heat energy due to exhaust loss may be used for a catalyst warm-up request. Therefore, when the heating request is received, the waste heat amount is increased by the cooling loss increasing means, and when the catalyst warm-up request is received, the exhaust heat amount is increased by the exhaust loss increasing means. According to the above configuration, by selecting the cooling loss increasing means and the exhaust loss increasing means, it is possible to realize waste heat control in accordance with each heat utilization request.

  In the second embodiment, not only the waste heat efficiency η1 to ηn of the plurality of waste heat amount adjusting means, but also the increase range (dynamic range) of the waste heat amount in the waste heat amount adjusting means is used as a control parameter, and these waste heat efficiency η1 It is good also as a structure which switches which waste heat amount is made to increase by which waste heat amount adjustment means based on-(eta) n and the increase possible range of waste heat amount. As a result, waste heat control can be performed so that fuel consumption deterioration is minimized, and a desired large amount of heat can be realized when the required amount of heat is relatively large.

  The processing procedure for waste heat control in the second embodiment is changed as shown in FIG. The flowchart in FIG. 9 is obtained by changing a part of FIG. 8 described above, and the same processing as in FIG. Steps S31 and S32 are additional processing.

  In FIG. 9, when the heat utilization request has occurred and the required heat amount cannot be satisfied (when step S21 is YES and S22 is NO), the process proceeds to step S31, and the amount of waste heat by one of the waste heat amount adjusting means has already been reached. It is determined whether or not the increase has been performed. At this time, it may be determined that a predetermined time has elapsed since the increase in the amount of waste heat. If it is before the increase in the amount of waste heat (or before the elapse of a predetermined time from the increase), the process proceeds to step S23, as described above, the calculation of the waste heat efficiency η1 to ηn, the calculation of the heat amount increase ΔQ1 to ΔQn, the waste heat efficiency η1. Selection of waste heat amount adjusting means based on ~ ηn is performed (steps S23 to S25).

  On the other hand, if the amount of waste heat is increased (or after a lapse of a predetermined time from the increase), the process proceeds to step S32, and the content of waste heat control is changed. That is, if the required heat amount cannot be satisfied even after the amount of waste heat increases (or after a predetermined time has elapsed since the increase), the content of waste heat control is changed to further increase the amount of waste heat. In this case, if the waste heat amount adjusting means currently used can further increase the amount of heat, the same means will increase the heat amount. Add adjustment means or change to other waste heat amount adjustment means.

  By adopting the flowchart of FIG. 9, it is possible to perform appropriate waste heat control while monitoring whether the required heat amount is satisfied while the waste heat amount is being increased.

-In 2nd Embodiment, when increasing waste heat amount, the case where fuel injection amount is reduced is also assumed. At this time, the waste heat efficiency η is
η = heat increase ΔQ [kW] / fuel decrease Δqf [kW]
Is calculated as Even in such a case, it is preferable that the waste heat control is performed based on the waste heat efficiency η so that the deterioration of the fuel consumption accompanying the implementation of the waste heat control is minimized.

  In each of the above embodiments, the configuration is adopted in which the amount of waste heat is increased by delaying the ignition of the engine, opening the intake valve early, and opening the exhaust valve slowly, but other configurations can also be adopted as the waste heat amount adjustment means. It is. For example, the amount of waste heat is increased by over-advancing the ignition timing in a region where there is a margin for knocking, the amount of waste heat is increased by increasing or decreasing the amount of EGR gas (external EGR amount) by the EGR device, It is also possible to increase the amount of waste heat that can be used by controlling the flow rate using a pump, or to increase the amount of waste heat by controlling the intake air flow of the engine. Specifically, regarding the intake flow control, the opening degree of a TCV (tumble control valve) or SCV (swirl control valve) provided in the intake pipe may be controlled, and thereby the amount of waste heat of the engine 10 may be adjusted.

  In addition to engine control, it is also possible to adopt a configuration that increases the amount of waste heat by performing shift control of the transmission.

・ It can also be applied to engine systems equipped with diesel engines. In the case of a diesel engine, as a plurality of waste heat amount adjusting means, for example,
-Waste heat amount adjustment means to increase the amount of waste heat by controlling the opening / closing timing of the exhaust valve (early opening, slow opening),
-Waste heat amount adjustment means to increase the amount of waste heat by controlling the opening / closing timing of the intake valve (early opening, slow opening),
-Waste heat amount adjustment means to increase waste heat amount by introducing external EGR,
・ Waste heat amount adjustment means to increase the amount of waste heat by turbocharger supercharging pressure control,
・ Waste heat amount adjustment means to increase the amount of waste heat by controlling the flow rate of intercooler cooling water,
A configuration including any one of the above is employed.

  The heat use request includes a request for raising the temperature of the in-vehicle component such as a request for raising the temperature of the in-vehicle battery, in addition to the request for heating and the catalyst warm-up. For example, in the case where a high voltage battery is mounted as a power supply device for a vehicle running motor, it is conceivable to maintain the battery at a predetermined temperature in order to stabilize the power supply by the high voltage battery. In such a case, when the outside air temperature is low during running of the vehicle at night or in winter, a battery temperature increase request is generated as a heat utilization request, and the waste heat is adjusted by any one of a plurality of waste heat amount adjusting means to meet the battery temperature increase request. Control is implemented.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 13 ... Throttle valve, 15 ... Injector, 17 ... Igniter, 18, 19 ... Valve drive mechanism, 22 ... Catalyst, 23 ... Heat recovery device, 33 ... Circulation path, 35 ... Heater core, 40 ... ECU (waste heat amount) Adjustment means, waste heat control means).

Claims (6)

In an engine waste heat control device that is applied to a waste heat reuse system that reuses engine waste heat and controls the amount of engine waste heat based on heat utilization requirements,
While equipped with multiple waste heat amount adjustment means to increase the amount of waste heat of the engine,
A waste heat control means for switching whether the waste heat amount is increased by any one of the plurality of waste heat amount adjustment means;
The waste heat control means, for each of the plurality of waste heat amount adjustment means, based on waste heat efficiency representing an increase ratio of waste heat amount with respect to a change in fuel injection amount when increasing the waste heat amount in accordance with the heat use request, A waste heat control apparatus for an engine, wherein the waste heat amount adjusting means switches among the plurality of waste heat amount adjusting means to increase the amount of waste heat.   The waste heat control unit calculates the waste heat efficiency for each of the plurality of waste heat amount adjusting units, and preferentially uses the calculated waste heat amount adjusting unit with good waste heat efficiency to increase the amount of waste heat. Engine waste heat control device.   The engine waste heat control device according to claim 1, further comprising means for calculating the waste heat efficiency based on an engine operating state for each of the plurality of waste heat amount adjusting means. Each of the plurality of waste heat amount adjusting means has a range in which the amount of waste heat can be increased,
In addition to the waste heat efficiency of the plurality of waste heat amount adjusting means, the waste heat control means increases the amount of waste heat by any of the waste heat amount adjustment means based on a possible range of increase of the waste heat amount in the waste heat amount adjustment means. The waste heat control apparatus for an engine according to any one of claims 1 to 3, wherein the engine is switched.   5. The apparatus according to claim 1, further comprising an output augmenting unit configured to augment an output decrease of the engine accompanying the implementation of the waste heat control when the waste heat control is performed by the waste heat control unit. Engine waste heat control device.   The output augmentation means calculates a total increase in fuel injection amount for the waste heat amount adjustment means used for waste heat control among the plurality of waste heat amount adjustment means, and based on the increase total amount of the fuel injection amount, calculates the fuel injection amount. The engine waste heat control apparatus according to claim 5, wherein output control is performed.

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