JP2017206979A - Vehicle engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle engine control device which cools an engine without leaving overheating of the engine to prevent failure of the engine.SOLUTION: A vehicle engine control device has: a control unit 50 which controls operation of an engine 10; a coolant pump 30 which circulates a coolant; a cooling fan 33 which blows air to a radiator 32 through which the coolant flows; and a temperature sensor 40 which detects a temperature of a cylinder head 12. The control unit 50 causes the coolant pump 30 and the cooling fan 33 to operate until the temperature of the cylinder head 12, which is detected by the temperature sensor 40, becomes equal to or lower than a predetermined reference temperature T1. The action properly cools the engine 10 and prevents damage etc. of the engine 10 caused by overheating. Further, excessive cooling of the engine 10 is prevented.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle engine control apparatus that controls a vehicle engine, and more particularly, to a vehicle engine control apparatus that controls engine cooling.

  Generally, when the vehicle engine is stopped, the cooling device that is operated by the driving force of the engine is also stopped at the same time. The engine immediately after the stop is hot, and in some places, the temperature is higher than during operation. For this reason, if the engine is stopped immediately after traveling with a high engine load, such as high-speed traveling or climbing, there is a risk that the engine will malfunction due to overheating.

  That is, when the operation of the engine is stopped in a high temperature state, heat is transferred from the high temperature portion to the low temperature portion, and during operation, the temperature of the low temperature portion that is cooled by the flow of cooling water, fuel, oil, etc. Rises abnormally. As a result, deformation of parts and the like due to heat, evaporation of cooling water, evaporation of fuel and engine oil, carbonization, and the like occur. As a result, for example, abnormal distortion occurs in the cylinder head, the cylinder block, and the like, resulting in poor adhesion between the cylinder head and the cylinder block. As a result, a gap is formed in the gasket or the gasket is damaged, and leakage of cooling water and high-pressure combustion gas occurs.

  Further, when the engine temperature rises abnormally, for example, seizure of a supercharger, a fuel injection nozzle, or the like occurs. When the fuel injection nozzle is burned, clogged, deformed, or the like, fuel drips into the combustion chamber or abnormal injection occurs. Also, for example, when the piston expands in the cylinder liner and sticks to the cylinder liner via the piston ring, or when the piston is stuck immediately after the piston sticks to the cylinder liner, Fatigue failure, piston ring damage, etc. occur. Further, for example, when the thermostat is fixed, continuous cooling failure of the engine occurs. Thus, various problems occur due to an abnormal increase in the temperature of the engine.

  Conventionally, in order to prevent engine damage due to overheating after such operation stop, after the ignition switch is turned off, the engine stop is delayed by a timer means, and idling is performed for a certain period of time to cool the engine. It has been known.

  For example, Patent Document 1 discloses a turbo timer device having an electronic control device for detecting on / off of an ignition switch and a countdown specification timer circuit for measuring time. When the ignition switch is turned off, the electronic control unit gives an instruction to supply a voltage to the engine drive unit, whereby the engine is idling. When the time set by the timer circuit elapses, voltage supply to the engine drive device stops, the engine stops, and idling ends.

JP-A-7-279682

  However, in the method of delaying the stop of the engine based on a preset time as in the conventional technique described above, the engine may be stopped at a high temperature due to insufficient cooling. Specifically, when the engine temperature is high, such as immediately after traveling at a high load, the time required for cooling the engine becomes long. For this reason, idling performed for a preset time may cause insufficient cooling of the engine.

  Conversely, for example, when the temperature of the engine before the stoppage of operation is low, that is, when the time required for cooling the engine is short, the stop delay by the timer means causes the engine temperature to be sufficiently low. There is also a problem that the engine is idle unnecessarily.

  Further, when the engine load is high, not only when the engine is stopped but also when the engine is operating, cooling of the engine may be insufficient. Conversely, when the engine load is low, the engine may be overcooled.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle engine control device that can cool an engine without overheating and prevent engine malfunction. It is to provide.

  The vehicle engine control apparatus according to the present invention includes a control unit that controls operation of the engine, a cooling water pump that circulates cooling water that cools the engine, a cooling fan that blows air to a radiator through which the cooling water flows, and the engine A temperature sensor for detecting the temperature of the cylinder head, and the control unit corresponds to a predetermined reference temperature based on the temperature of the cylinder head detected by the temperature sensor, and the cooling water pump and Each of the cooling fans is operated or stopped.

  According to the vehicle engine control apparatus of the present invention, a control unit that controls the operation of the engine, a cooling water pump that circulates cooling water that cools the engine, a cooling fan that blows air to the radiator through which the cooling water flows, A temperature sensor for detecting a temperature of a cylinder head of the engine, and the control unit corresponds to a predetermined reference temperature based on the temperature of the cylinder head detected by the temperature sensor. The water pump and the cooling fan are activated or deactivated, respectively. Thereby, insufficient cooling and excessive cooling of the engine can be suppressed, and the temperature of the engine can be suitably maintained.

  In addition, according to the present invention, the control unit includes an ignition switch that inputs an instruction to start and stop the engine, and the control unit receives the signal for stopping the engine from the ignition switch, and then the temperature sensor The cooling water pump and the cooling fan are operated until the detected temperature of the cylinder head falls below a predetermined reference temperature. As a result, when the engine is stopped, the engine can be cooled to an appropriate temperature, and problems due to the engine being stopped at a high temperature and being overheated after the stop can be avoided.

  In particular, since the engine is cooled until the temperature of the cylinder head detected by the temperature sensor is equal to or lower than a predetermined reference temperature, the temperature of the engine at the time of stopping can be controlled with high accuracy. Therefore, even when the temperature of the engine is high, such as when the engine is stopped immediately after traveling at a high load, the engine can be cooled to an appropriate temperature without being insufficiently cooled. On the other hand, when the temperature of the engine before the stop is low, excessive cooling of the engine can be avoided without performing unnecessary cooling. In this way, the engine can be appropriately cooled.

  According to the present invention, the control unit continues the operation of the engine until a temperature of the cylinder head becomes equal to or lower than the reference temperature after a signal for stopping the engine is input from the ignition switch. Also good. Thereby, the fuel injection nozzle and its vicinity can be cooled by the inflow of fuel supplied to the combustion chamber in the cylinder. Further, since the oil pump driven by the engine circulates the engine oil, the engine cooling effect is further enhanced by the circulation of the engine oil.

  In addition, when the engine-driven cooling water pump is provided, the operation of the engine is continued, whereby the operation of the cooling water pump is continued and the engine is efficiently cooled. Further, when the engine-driven cooling fan is provided, the operation of the cooling fan is continued by operating the engine, and the engine can be cooled more efficiently.

  Further, according to the present invention, when the temperature of the cylinder head is equal to or lower than a second reference temperature higher than the reference temperature, the control unit operates the engine at a predetermined reference speed, and the cylinder head When the temperature of the engine is higher than the second reference temperature, the engine may be operated at a speed higher than the reference speed. As a result, when the temperature of the cylinder head is high, it is possible to increase the engine oil circulation amount and the amount of fuel flowing through the fuel injection nozzle, thereby enhancing the engine cooling effect.

  The control unit operates the cooling water pump at a predetermined reference rotational speed when the temperature of the cylinder head is equal to or lower than a second reference temperature higher than the reference temperature, and the temperature of the cylinder head is When the temperature is higher than the second reference temperature, the cooling water pump may be operated at a rotation speed higher than the reference rotation speed. Thereby, when the temperature of the cylinder head is high, the circulation amount of the cooling water flowing in the cooling water circulation path can be increased, and the engine can be cooled efficiently.

  The control unit operates the cooling fan at a predetermined reference rotational speed when the temperature of the cylinder head is equal to or lower than a second reference temperature higher than the reference temperature, and the temperature of the cylinder head is When the temperature is higher than the reference temperature of 2, the cooling fan may be operated at a rotational speed higher than the reference rotational speed. Thereby, when the temperature of the cylinder head is high, the amount of air blown to the radiator can be increased, and the amount of heat exchange between the cooling water and the outside air can be increased. Therefore, the cooling water can be efficiently cooled, and as a result, the engine can be efficiently cooled.

  According to the present invention, the cooling water pump may be an electric pump. The cooling fan may be an electric fan. Thus, by using the electric pump and the electric fan, the cooling water pump and the cooling fan can be operated and stopped independently of the operation and stop of the engine. Therefore, the engine can be appropriately cooled by the cooling water pump and the cooling fan, and the temperature can be suitably maintained.

  According to the present invention, the temperature sensor may be provided in a spark plug mounting portion or a fuel injection nozzle mounting portion of the cylinder head. Thereby, the temperature sensor can detect the temperature of the combustion chamber inside the cylinder with high accuracy using the heat conduction of the metal forming the cylinder head.

1 is a system diagram schematically illustrating a vehicle engine control apparatus according to an embodiment of the present invention. It is sectional drawing of the engine which shows the example of the attachment position of (A) temperature sensor of the engine control apparatus for vehicles, and the example of the other attachment position of (B) temperature sensor. It is a flowchart which shows the example of control operation of the engine control apparatus for vehicles. It is a graph which shows the setting value of (A) number of rotations of an engine, (B) number of rotations of a cooling water pump, and (C) number of rotations of a cooling fan to temperature of a cylinder head in control of the engine control device for vehicles. It is a flowchart which shows the other example of control operation of the engine control apparatus for vehicles.

Hereinafter, a vehicle engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram showing an outline of a vehicle engine control apparatus 2 according to an embodiment of the present invention. In addition, the arrow shown in FIG. 1 has shown the direction through which the cooling water in the cooling water circulation path 31 flows.

  As shown in FIG. 1, the vehicle 1 dissipates heat from the cooling water by being interposed in the engine 10 serving as a power source, a cooling water circulation path 31 through which cooling water for cooling the engine 10 flows, and the cooling water circulation path 31. And a radiator 32. The cooling water flowing through the cooling water circulation path 31 exchanges heat with the engine 10 in the engine 10 to cool the engine 10. The cooling water exchanges heat with external air in the radiator 32. Thereby, the heat taken from the engine 10 is released.

  The vehicle engine control device 2 is a device that is mounted on the vehicle 1 and controls the operation of the engine 10. The vehicle engine control device 2 includes a cooling water pump 30 that circulates cooling water, a cooling fan 33 that blows air to a radiator 32 that radiates cooling water, and an ignition switch 60 that inputs instructions for starting and stopping the engine 10. And a temperature sensor 40 that detects the temperature of the engine 10 and an ECU 50 that controls the engine 10 and the like.

  The cooling water pump 30 is, for example, an electric pump driven by a motor or the like, and is provided in the cooling water circulation path 31. By operating the cooling water pump 30, the cooling water flows in the cooling water circulation path 31.

  The cooling water pump 30 is connected to the ECU 50, and the ECU 50 controls operation and stoppage. The cooling water pump 30 is a pump capable of adjusting the number of rotations, and the number of rotations of the cooling water pump 30 is controlled based on an instruction from the ECU 50 to adjust the flow rate of the cooling water flowing in the cooling water circulation path 31. Thereby, the circulating amount of the cooling water can be suitably adjusted from the minimum flow rate at which the flow rate becomes 0 to the maximum flow rate without providing a thermostat or the like in the cooling water circulation path 31. In other words, since the vehicular engine control device 2 also has a thermostat function, no thermostat or the like is required in the cooling water circulation path 31. Further, since there is no need to provide a thermostat or the like, there is no problem due to breakage of the thermostat or the like. In addition, the number of parts provided in the cooling water circulation path 31 is reduced, thereby reducing the flow resistance of the cooling water and increasing the circulation efficiency of the cooling water.

  The cooling water pump 30 may be an engine-driven pump connected to the engine by a power transmission mechanism such as a belt and driven by the engine. When the cooling water pump 30 is an engine-driven pump, the cooling water pump 30 operates with the operation and stop of the engine 10. Therefore, the ECU 50 can indirectly control the cooling water pump 30 by controlling the engine 10.

  The cooling fan 33 supplies cooling air to the radiator 32 and is, for example, an electric cooling fan driven by a motor or the like. By operating the cooling fan 33, air is blown to the radiator 32, and heat exchange between the cooling water and the air is performed efficiently.

  The cooling fan 33 is connected to the ECU 50 and is controlled by the ECU 50 such as operation and stoppage. The cooling fan 33 is a fan whose rotation speed can be adjusted, and the rotation speed of the cooling fan 33 is controlled by an instruction from the ECU 50. As a result, the amount of air blown to the radiator 32 is suitably adjusted from the minimum air volume at which the air volume is zero to the maximum air volume.

  The cooling fan 33 may be an engine-driven cooling fan that is connected to the engine by a power transmission mechanism such as a belt and is driven by the engine. When the cooling fan 33 is an engine-driven cooling fan, the cooling fan 33 operates as the engine 10 is operated and stopped. Therefore, the ECU 50 can indirectly control the cooling fan 33 by controlling the engine 10.

  In addition, as described above, by using the electric cooling water pump 30 and the electric cooling fan 33, the cooling water pump 30 and the cooling water can be used regardless of whether the engine 10 is operated or stopped, or whether the ignition switch 60 is turned on or off. The fan 33 can be operated and stopped independently.

  Therefore, for example, when the load on the engine 10 is high and the rotation speed is low and the necessity for cooling is high, the cooling water pump 30 and the cooling fan 33 are set to a high rotation speed to increase the cooling capacity, and the engine 10 is insufficiently cooled. Is suppressed. On the other hand, when the load of the engine 10 is low and the rotation speed is high and cooling is not required, the cooling water pump 30 and the cooling fan 33 are stopped or set to a low rotation speed. Thereby, a cooling capacity is suppressed and the engine 10 is prevented from being overcooled.

  Thus, even when the engine 10 is operating under severe conditions, the engine 10 can be appropriately cooled by the cooling water pump 30 and the cooling fan 33, and the temperature can be suitably maintained.

  Further, the vehicle engine control device 2 may include, for example, an outside air temperature sensor (not shown) that detects the outside air temperature, and the ECU 50 uses a cooling water pump based on the outside air temperature detected by the outside air temperature sensor or the like. 30 and the cooling fan 33 may be controlled. Thereby, engine 10 can be suitably cooled in response to a change in the external environment of vehicle 1.

  The ignition switch 60 is a switch for an occupant of the vehicle 1 to input instructions for starting and stopping the engine 10, and is connected to the ECU 50. When an occupant of the vehicle 1 operates the ignition switch 60, instructions for starting and stopping the engine 10 are input to the ECU 50.

  The temperature sensor 40 is attached to a cylinder head 12 (see FIG. 2) described later of the engine 10 and detects the temperature of the cylinder head 12. The temperature sensor 40 is connected to the ECU 50, and the temperature information of the cylinder head 12 detected by the temperature sensor 40 is sent to the ECU 50.

  The ECU 50 is a control unit of the vehicle 1 and includes, for example, a calculation device that performs various calculations, a control device that controls each device of the vehicle, and the like. The ECU 50 performs various calculations based on signals from the ignition switch 60, the temperature sensor 40, and the like, detection results, and the like, controls the engine 10, the cooling water pump 30, the cooling fan 33, and the like, and performs a cooling operation of the engine 10. Do.

  For example, the ECU 50 may be connected to a not-illustrated notification device such as a multifunction display. By using such a notification device or the like to display the detection result from the temperature sensor 40 or the like, the operating status of the cooling water pump 30 or the like, it is possible to notify the passenger of the vehicle 1 of the current state of the engine 10. .

  FIG. 2A is a cross-sectional view of the engine 10 showing an example of the mounting position of the temperature sensor 40 provided on the cylinder head 12 of the engine 10, and FIG. It is sectional drawing of the engine 10 which shows an example.

  As shown in FIG. 2A, the engine 10 has a cylinder block 13 in which a substantially cylindrical cylinder constituting the combustion chamber 21 is formed. A cylinder head 12 is attached above the cylinder block 13 via a gasket 14 so as to cover the cylinder. Further, a substantially cylindrical cylinder liner (not shown) is fitted on the cylinder inner surface of the cylinder block 13, and a piston 22 is disposed in the cylinder block 13 so as to be able to reciprocate in the vertical direction. A combustion chamber 21 is formed by the cylinder block 13, the cylinder head 12 and the piston 22.

  A cooling water circulation path 31 through which cooling water flows is formed in the cylinder block 13 and the cylinder head 12 in the vicinity of the periphery of the combustion chamber 21. Thereby, the cylinder block 13 and the cylinder head 12 are cooled by the cooling water flowing in the vicinity of the combustion chamber 21.

  The cylinder head 12 is provided with a fuel injection nozzle 23 that is inserted from the outside of the cylinder head 12 toward the combustion chamber 21. The fuel injection nozzle 23 is a device for supplying fuel. For example, fuel such as gasoline or light oil is injected into the combustion chamber 21.

  Since the fuel flowing through the fuel injection nozzle 23 is lower than the combustion temperature, the fuel injection nozzle 23 and the vicinity thereof are cooled by the fuel flowing through the fuel injection nozzle 23. Therefore, when the engine 10 that has become hot is stopped, the fuel injection nozzle 23 and its vicinity can be cooled by the fuel flowing through the fuel injection nozzle 23 by operating the engine 10 with the ECU 50 (see FIG. 1). it can.

  An attachment hole for the fuel injection nozzle 23 is formed in the cylinder head 12, and the attachment hole penetrates from the outside of the cylinder head 12 to the combustion chamber 21. The fuel injection nozzle 23 is fixed to the upper part of the cylinder head 12, that is, above the combustion chamber 21 by being inserted into a mounting hole for the fuel injection nozzle 23 formed in the cylinder head 12.

  Here, the temperature sensor 40 a that detects the temperature of the cylinder head 12 may be provided in the fuel injection nozzle mounting portion 17 of the cylinder head 12. Specifically, the temperature sensor 40 a is around the mounting hole for the fuel injection nozzle 23, and a portion where the metal forming the cylinder head 12 continues from the outside of the cylinder head 12 to the combustion chamber 21 side and its vicinity. May be provided. Further, the temperature sensor 40 a is preferably provided on the combustion chamber 21 side of the fuel injection nozzle mounting portion 17, that is, closer to the combustion chamber 21 than an intermediate portion between the outside and the combustion chamber 21.

  As described above, the temperature sensor 40a is provided in the fuel injection nozzle mounting portion 17, whereby the temperature of the combustion chamber 21 can be measured with high accuracy by the temperature sensor 40a. Specifically, in the fuel injection nozzle mounting portion 17, the metal portion forming the cylinder head 12 is continuous from the combustion chamber 21 to the outside, so that the heat of the combustion chamber 21 is easily transmitted by heat conduction. Therefore, the temperature of the combustion chamber 21 can be detected with high accuracy by utilizing heat conduction via the fuel injection nozzle mounting portion 17. Further, since the temperature sensor 40a is provided on the combustion chamber 21 side of the fuel injection nozzle mounting portion 17, it is easy to detect the temperature of the fuel injection nozzle 23 exposed to the high temperature, that is, the temperature in the vicinity of the needle valve of the fuel injection nozzle 23. Become.

  Further, since the temperature sensor 40a is provided in the fuel injection nozzle mounting portion 17, the wiring of the temperature sensor 40a can be easily taken out. That is, the wiring from the temperature sensor 40a can be taken out of the engine 10 along the piping of the fuel injection nozzle 23 without passing through the head cover.

  As shown in FIG. 2B, an ignition plug 24 that is inserted into the combustion chamber 21 from the outside of the cylinder head 12 is provided at the top of the cylinder head 12. The spark plug 24 ignites the fuel injected into the combustion chamber 21.

  A mounting hole for the spark plug 24 is formed in the cylinder head 12, and the mounting hole for the spark plug 24 penetrates from the outside of the cylinder head 12 to the combustion chamber 21. The spark plug 24 is fixed to an upper portion of the cylinder head 12, that is, above the combustion chamber 21 by being inserted into a mounting hole for the spark plug 24 formed in the cylinder head 12.

  Further, the temperature sensor 40b may be provided in the spot-drop plug mounting portion 18. Specifically, the temperature sensor 40b is a portion around the mounting hole for the spark plug 24 of the cylinder head 12 where the metal forming the cylinder head 12 is continuous from the outside of the cylinder head 12 to the combustion chamber 21 side. And in the vicinity thereof. The temperature sensor 40 b is preferably provided closer to the combustion chamber 21 than the ignition plug mounting portion 18 side of the combustion chamber 21, that is, the intermediate portion between the outside and the combustion chamber 21.

  As described above, when the temperature sensor 40b is provided in the spark plug mounting portion 18, the temperature sensor 40b uses the heat conduction through the spark plug mounting portion 18 to detect the temperature of the combustion chamber 21 with high accuracy. be able to. Further, since the wiring from the temperature sensor 40b can be taken out of the engine 10 along the wiring of the spark plug 24 without passing through the head cover, the wiring of the temperature sensor 40b can be easily taken out.

  The mounting position of the temperature sensor 40 is not limited to the fuel injection nozzle mounting portion 17 or the spark plug mounting portion 18 described above, and other through portions (not shown) connected from the outside of the cylinder head 12 to the combustion chamber 21. And in the vicinity thereof.

  The engine 10 is a multi-cylinder engine having a plurality of cylinders, a combustion chamber 21 and a piston 22, and a plurality of temperature sensors 40 shown in FIG. 2 (A) or (B) correspond to each cylinder of the engine 10. It may be provided. Thereby, the temperature of the cylinder head 12 corresponding to each combustion chamber 21 can be detected.

Next, the control operation of the vehicle engine control apparatus 2 shown in FIGS. 1 and 2 will be described in detail with reference to FIGS.
FIG. 3 is a flowchart showing an example of the control operation of the vehicle engine control apparatus 2. As shown in FIG. 3, in step S <b> 10, when an occupant of the vehicle 1 operates the ignition switch 60, an instruction to stop the engine 10 is input to the ECU 50 (see FIG. 1).

Next, in step S20, the ECU 50 reads the current temperature Te of the cylinder head 12 detected by the temperature sensor 40 (see FIG. 2).
Here, when a plurality of temperature sensors 40 are provided, the ECU 50 uses a value detected by any one of the temperature sensors 40 or an average value of the values detected by each temperature sensor 40 for the subsequent control. The temperature Te of the head 12 is assumed.

  Further, when the plurality of temperature sensors 40 are provided as described above, the ECU 50 determines the value detected by the temperature sensor 40 when the deviation of the value detected by any one of the temperature sensors 40 exceeds a predetermined reference value. The temperature Te of the cylinder head 12 to be used for the subsequent control after the exclusion is determined. That is, when the difference between the value detected by any one of the temperature sensors 40 and the average value of the values detected by each temperature sensor 40 exceeds a predetermined reference value, the ECU 50 detects the value detected by that temperature sensor 40. Is ignored and not used for subsequent control. Thereby, for example, when any one of the plurality of temperature sensors 40 fails, or when the fuel injection nozzle 23 (see FIG. 2) or the like fails, the influence of the failed temperature sensor 40 or the like. The temperature can be excluded and appropriate temperature control can be performed.

  In addition, when the deviation of the value detected by any one of the temperature sensors 40 exceeds a predetermined reference value as described above, the ECU 50 may display the fact on a notifying device such as a multifunction display (not shown). good. As a result, the occupant can know the occurrence of an abnormality at an early stage and can take appropriate measures such as inspection and repair.

  Next, in step S30, the ECU 50 determines whether or not the temperature Te of the cylinder head 12 detected by the temperature sensor 40 is equal to or lower than a preset reference temperature T1. That is, the ECU 50 determines whether or not the engine 10 needs to be cooled by comparing the current temperature Te of the cylinder head 12 with the reference temperature T1.

  In step S30, if the temperature Te of the cylinder head 12 is higher than the reference temperature T1 and the engine 10 needs to be cooled, that is, if NO in step S30, the ECU 50 executes the following steps S40, S50, and S60. The engine 10, the cooling water pump 30 and the cooling fan 33 are instructed to continue operation.

  That is, in step S40, the operation of the engine 10 is continued at the rotation speed A1 that is the reference rotation speed during cooling. The rotational speed A1 is, for example, a normal idling rotational speed. Thereby, the fuel injection nozzle 23 and its vicinity are efficiently cooled by the inflow of fuel supplied into the combustion chamber 21 (see FIG. 2) of the engine 10. Moreover, the engine 10 is efficiently cooled by circulating the engine oil.

  Further, in step S50, the operation of the cooling water pump 30 is continued at the rotation speed B1 that is the reference rotation speed during cooling. Thereby, the cooling water in the cooling water circulation path 31 is circulated, and the engine 10 is cooled. In addition, when the cooling water pump 30 is an engine drive type, since the cooling water pump 30 is operated according to the operation and the rotation speed of the engine 10, the cooling water pump 30 of the cooling water pump 30 is continued along with the operation of the engine 10 in step S40. Driving continues.

  In step S60, the operation of the cooling fan 33 is continued at the rotation speed C1 that is the reference rotation speed during cooling. Thus, outside air is blown to the radiator 32 (see FIG. 1), the cooling water is cooled, and the engine 10 is efficiently cooled. In addition, when the cooling fan 33 is an engine drive type, since the cooling fan 33 is operated according to the operation and the rotation speed of the engine 10, the operation of the cooling fan 33 is continued as the operation of the engine 10 is continued in step S40. Is done. Then, the ECU 50 returns to step S20 and repeatedly executes the aforementioned control operation.

  In step S30, if it is determined that the temperature Te of the cylinder head 12 is equal to or lower than the reference temperature T1 and the engine 10 does not need to be cooled, that is, if the determination in step S30 is YES, the ECU 50 performs the next step S70. The operation for stopping is sent to the engine 10, the cooling water pump 30, and the cooling fan 33. Then, the operation of the engine 10, the cooling water pump 30, and the cooling fan 33 is stopped, and the cooling of the engine 10 is finished.

  In the control from step S20 to step S70 described above, the engine 10 is cooled until the temperature Te of the cylinder head 12 becomes equal to or lower than the reference temperature T1, and the cooling is terminated when the temperature becomes equal to or lower than the reference temperature T1. By such control, it is possible to avoid problems caused by the engine 10 being stopped at a high temperature and being overheated after the stop.

  Further, when the temperature Te of the cylinder head 12 is measured and the temperature Te is equal to or lower than the reference temperature T1, the engine 10 is immediately stopped, so unnecessary operation of the engine 10, the cooling water pump 30, and the cooling fan 33 is performed. Can be avoided. As a result, the fuel consumption of the vehicle 1 can be suppressed.

Next, with reference to FIG. 4, the rotational speeds of the engine 10, the cooling water pump 30, and the cooling fan 33 during the cooling operation will be described in detail.
FIG. 4A is a graph showing a set value of the rotational speed of the engine 10 with respect to the temperature Te of the cylinder head 12 in the control during the cooling operation of the vehicle engine control device 2, and FIG. FIG. 4C is a graph showing the set value of the rotation speed of the cooling fan 33 with respect to the temperature Te of the cylinder head 12.

  As shown in FIGS. 4A to 4C, the rotation of the engine 10, the cooling water pump 30, and the cooling fan 33 according to the temperature Te of the cylinder head 12 detected by the temperature sensor 40 (see FIG. 2). The number may be changed. Thereby, when the temperature Te of the cylinder head 12 is high, the cooling effect can be enhanced and the engine 10 can be cooled more effectively.

  For example, as shown in FIG. 4A, when the temperature Te of the cylinder head 12 is equal to or lower than the reference temperature T1, the rotational speed of the engine 10 becomes zero. That is, the engine 10 is stopped. When the temperature Te is higher than the reference temperature T1 and not higher than the second reference temperature T2, the engine 10 is operated at the rotation speed A1 that is the reference rotation speed during cooling. Further, when the temperature Te is higher than the second reference temperature T2, the engine 10 is operated at a rotational speed A2 higher than the rotational speed A1.

  Thus, when the temperature Te of the cylinder head 12 is high, the engine 10 is operated at a high rotational speed A2, thereby increasing the amount of engine oil circulating and the amount of fuel flowing through the fuel injection nozzle 23 (see FIG. 2). Thus, the cooling effect of the engine 10 is enhanced.

  Here, the reference temperature T1 is determined based on the lower boiling point of the boiling point of the cooling water or the boiling point of the fuel, and is a temperature lower than the boiling point. The reference temperature T1 is preferably a temperature that is 5 ° C. to 15 ° C. lower than the boiling point of the cooling water or the boiling point of the fuel, and more preferably a temperature that is 8 ° C. to 12 ° C. lower.

  The second reference temperature T2 is a reference for determining whether or not the engine 10 can be sufficiently cooled by, for example, normal idling at the rotational speed A1, and is higher than the reference temperature T1. Specifically, the second reference temperature T2 is a temperature or cylinder head at which the fuel in the fuel injection nozzle 23 is vaporized by heat conduction from the combustion chamber 21 (see FIG. 2) during normal idling at the rotational speed A1. This is a temperature that is 10 ° C. to 20 ° C. lower than the lower one of the temperatures at which the cooling water in 12 evaporates. The second reference temperature T2 is set to a predetermined value in consideration of the cooling time of the engine 10 and the like.

  Further, for example, as shown in FIG. 4B, the cooling water pump 30 is stopped when the temperature Te of the cylinder head 12 is equal to or lower than the reference temperature T1, and the temperature Te is higher than the reference temperature T1 and the second reference temperature. When the temperature is equal to or lower than T2, the engine is operated at the rotation speed B1, which is the reference rotation speed during cooling. When the temperature Te is higher than the second reference temperature T2, the operation is performed at the rotation speed B2 higher than the rotation speed B1. May be.

  As described above, when the temperature Te of the cylinder head 12 is high, the engine 10 can be efficiently cooled by increasing the circulation amount of the cooling water by operating the cooling water pump 30 at the high rotation speed B2.

  For example, as shown in FIG. 4C, the cooling fan 33 is stopped when the temperature Te of the cylinder head 12 is equal to or lower than the reference temperature T1, and the temperature Te is higher than the reference temperature T1 and the second reference temperature T2. In the following cases, the engine is operated at the rotation speed C1, which is the reference rotation speed during cooling, and when the temperature Te is higher than the second reference temperature T2, the operation is performed at the rotation speed C2 higher than the rotation speed C1. May be.

  Thus, when the temperature Te of the cylinder head 12 is high, the amount of air supplied to the radiator 32 (see FIG. 1) is increased by operating the cooling fan 33 at a high rotational speed C2, and the cooling water is supplied. It can be cooled efficiently.

  Next, referring to FIGS. 4 and 5, the vehicle engine in the case where the rotational speeds of the engine 10, the cooling water pump 30 and the cooling fan 33 are changed according to the temperature Te of the cylinder head 12 as described above. The control operation of the control device 2 will be described in detail.

  FIG. 5 is a flowchart showing another example of the control operation of the vehicle engine control apparatus 2. As shown in FIG. 5, in step S <b> 110, when the passenger of the vehicle 1 operates the ignition switch 60, a signal for stopping the engine 10 is sent to the ECU 50 (see FIG. 1).

Next, in step S120, the ECU 50 reads the current temperature Te of the cylinder head 12 detected by the temperature sensor 40 (see FIG. 2).
In step S130, the ECU 50 determines whether or not the temperature Te of the cylinder head 12 is equal to or lower than a preset second reference temperature T2. As described above, the second reference temperature T2 is higher than the first reference temperature T1.

  In step S130, when the temperature Te is higher than the second reference temperature T2, that is, in the case of NO in step S130, the ECU 50 executes the operations of the next step S140, step S150 and step S160, and the engine 10, cooling water The pump 30 and the cooling fan 33 are instructed to continue operation.

  That is, in step S140, the operation of the engine 10 is continued at a rotational speed A2 that is higher than the rotational speed A1 that is the reference rotational speed during cooling, that is, a rotational speed that is higher than normal idling. Thereby, the engine 10 can be cooled efficiently.

  Here, the rotational speed A2 is a rotational speed that does not vaporize gasoline, light oil, or the like as fuel in the fuel injection nozzle 23 (see FIG. 2) by heat conduction from the combustion chamber 21 (see FIG. 2). The number of rotations is such that the cooling water does not boil from the chamber 21 by heat conduction. Further, by rotating the engine 10 at the rotational speed A2, it is possible to generate power necessary for operating the cooling water pump 30 and the cooling fan 33.

  When a supercharger is attached to the engine 10, bearing oil is used for the supercharger. By increasing the number of revolutions of the engine 10 based on the second reference temperature T2, vaporization of the bearing oil for the turbocharger can be suppressed.

  In the next step S150, the operation of the cooling water pump 30 is continued at a rotational speed B2 higher than the rotational speed B1 that is the reference rotational speed. Thereby, the circulation amount of the cooling water flowing through the cooling water circulation path 31 (see FIG. 1) can be increased as compared with the normal cooling, and the engine 10 can be cooled quickly.

  In the case where the cooling water pump 30 is of an engine drive type, the cooling water pump 30 is also operated at a high rotational speed as the engine 10 is operated at a high rotational speed A2 in step S140. Thus, even with an engine-driven pump, the circulating amount of cooling water can be increased.

  In step S160, the cooling fan 33 continues to operate at a rotational speed C2 that is higher than the rotational speed C1 that is the reference rotational speed. Thereby, the ventilation volume to the radiator 32 (refer FIG. 1) increases, and the thermal radiation amount in the radiator 32 can be increased. Therefore, the cooling water can be efficiently cooled.

  In the case where the cooling fan 33 is an engine drive type, in step S140, the cooling fan 33 is also operated at a high rotational speed as the engine 10 is operated at a high rotational speed A2. Thus, even with an engine-driven cooling fan, the amount of air blown to the radiator 32 can be increased.

  After step S160, the ECU 50 returns to step S120 and repeatedly executes the control operation described above. The engine 10 is quickly cooled from a state where the temperature is higher than the second reference temperature T2 to a temperature equal to or lower than the second reference temperature T2 by the control of the above-described steps S140 to S160. Therefore, damage to the engine 10 due to high temperature can be prevented.

  In step S130, if the temperature Te of the cylinder head 12 is equal to or lower than the second reference temperature T2, that is, if the determination in step S130 is YES, the ECU 50 proceeds to the operation in step S170.

In step S170, the ECU 50 reads the current temperature Te of the cylinder head 12 detected by the temperature sensor 40, as in step S120.
In step S180, the ECU 50 determines whether the temperature Te of the cylinder head 12 detected by the temperature sensor 40 is equal to or lower than a preset reference temperature T1.

  When the temperature Te of the cylinder head 12 is higher than the reference temperature T1, the ECU 50 executes the following operations of Step S190, Step S200, and Step S210. The operations of Step S190, Step S200, and Step S210 are the same as the operations of Step S40, Step S50, and Step S60 already described with reference to FIG.

  That is, in step S190, the ECU 50 operates the engine 10 at the rotation speed A1 that is the reference rotation speed during cooling. In step S200, the ECU 50 operates the cooling water pump 30 at the rotation speed B1 that is the reference rotation speed during cooling. In step S210, the ECU 50 operates the cooling fan 33 at a rotation speed C1 that is a reference rotation speed during cooling. Thereby, the engine 10 is cooled. After step S210, the ECU 50 returns to step S170 and repeatedly executes the above-described control operation.

  On the other hand, in step S180, if the temperature Te of the cylinder head 12 is equal to or lower than the reference temperature T1 and cooling of the engine 10 is not necessary, that is, if the determination in step S180 is YES, the ECU 50 proceeds to the operation of step S220. Then, the cooling water pump 30 and the cooling fan 33 are stopped. Thereby, the cooling of the engine 10 is completed.

  By performing the control from step S120 to step S220 described above, the rotational speeds of the engine 10, the cooling water pump 30, and the cooling fan 33 can be suitably adjusted based on the temperature of the engine 10. Thereby, the strength of the cooling of the engine 10 can be switched appropriately and the engine 10 can be efficiently cooled.

The vehicle engine control device 2 and its control operation are not limited to the above examples, and various modifications can be made without departing from the scope of the present invention.
For example, the relationship between the temperature Te of the cylinder head 12 and the rotational speeds of the engine 10, the cooling water pump 30, and the cooling fan 33 is not limited to the above example. In the above example, the rotational speeds of the engine 10, the cooling water pump 30, and the cooling fan 33 are changed by two reference temperatures, that is, the reference temperature T1 and the second reference temperature T2, respectively. And the setting value of the rotation speed corresponding to them may be provided. Thereby, it is possible to perform suitable cooling in accordance with various use conditions of the engine 10.

  Further, for example, the rotational speed of the engine 10, the cooling water pump 30, and the cooling fan 33 may be changed based on different reference temperatures. Thereby, the engine 10 can be cooled more appropriately according to the temperature of the engine 10.

  Further, for example, the engine 10 and the cooling water are detected by combining the control based on the detected other temperature and the control based on the detected temperature Te of the cylinder head 12. The pump 30 and the cooling fan 33 may be controlled.

  Further, for example, any one or two of the engine 10, the cooling water pump 30, and the cooling fan 33 may be made constant, and the other number of revolutions may be changed. Specifically, the engine 10 may be operated at the rotation speed A1 that is the reference rotation speed, and the rotation speeds of the cooling water pump 30 and the cooling fan 33 may be increased. Thereby, the temperature rise by the heat_generation | fever of the engine 10 can be suppressed, and the engine 10 can be cooled efficiently.

  For example, the engine 10 may be stopped and only the electric cooling water pump 30 and the electric cooling fan 33 may be operated. Thereby, the heat generated by the combustion of fuel can be eliminated, and the engine 10 can be efficiently cooled only by the cooling water.

  Further, for example, the cooling operation of the engine 10 by the vehicle engine control device 2 is not limited to the case where a signal for stopping the engine 10 is input by operating the ignition switch 60. Similarly, when the engine 10 is in a normal operating state, that is, when the vehicle 1 is traveling, the temperature Te of the cylinder head 12 is detected, and the electric coolant pump 30 and the electric motor are driven based on the detected temperature Te. The cooling fan 33 may be controlled. Thereby, the temperature of the engine 10 can be suitably maintained. In this case, there is also an advantage that a thermostat or the like is unnecessary.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Vehicle engine control apparatus 10 Engine 12 Cylinder head 13 Cylinder block 14 Gasket 17 Fuel injection nozzle attachment part 18 Spark plug attachment part 21 Combustion chamber 22 Piston 23 Fuel injection nozzle 24 Spark plug 30 Cooling water pump 31 Cooling water circulation path 32 Radiator 33 Cooling fans 40, 40a, 40b Temperature sensor 50 ECU
60 Ignition switch

A vehicle engine control device of the present invention includes a control unit that controls operation of an engine, an ignition switch that inputs instructions for starting and stopping the engine, a cooling water pump that circulates cooling water that cools the engine, A cooling fan that blows air to the radiator through which the cooling water flows, and a temperature sensor that detects a temperature of a cylinder head of the engine, and the control unit receives a signal for stopping the engine from the ignition switch after the temperature of the cylinder head detected by said temperature sensor and characterized in that to each work movement of the cooling water pump and the cooling fan with decreased below a predetermined reference temperature, to continue the operation of the engine To do.

Claims (6)

A control unit that controls engine operation;
A cooling water pump for circulating cooling water for cooling the engine;
A cooling fan that blows air to the radiator through which the cooling water flows;
A temperature sensor for detecting a temperature of a cylinder head of the engine,
The control unit corresponds to a predetermined reference temperature based on the temperature of the cylinder head detected by the temperature sensor, and operates or stops the cooling water pump and the cooling fan, respectively. Engine control device. An ignition switch for inputting instructions for starting and stopping the engine;
The control unit receives the cooling pump and the cooling fan until a temperature of the cylinder head detected by the temperature sensor falls below a predetermined reference temperature after a signal for stopping the engine is input from the ignition switch. The vehicle engine control device according to claim 1, wherein the vehicle engine control device is operated.   3. The control unit according to claim 2, wherein after the signal for stopping the engine is input from the ignition switch, the operation of the engine is continued until the temperature of the cylinder head becomes equal to or lower than the reference temperature. The vehicle engine control device described.   The control unit operates the engine, the cooling water pump, and the cooling fan at a predetermined reference rotation speed when the temperature of the cylinder head is equal to or lower than a second reference temperature that is higher than the reference temperature, The engine, the cooling water pump or the cooling fan is operated at a higher rotational speed than the respective reference rotational speed when the temperature of the cylinder head is higher than the second reference temperature. The vehicle engine control device according to claim 3.   The vehicular engine control device according to any one of claims 1 to 4, wherein the cooling water pump is an electric pump, and the cooling fan is an electric fan.   The vehicle engine control device according to any one of claims 1 to 5, wherein the temperature sensor is provided in a spark plug attachment portion or a fuel injection nozzle attachment portion of the cylinder head.

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