JP2020143592A - Condensed water treatment device - Google Patents

Abstract

To provide a condensed water treatment device capable of treating condensed water without impairing the output performance and the exhaust emission control performance of an internal combustion engine.SOLUTION: A condensed water treatment device 1 treats condensed water in an internal combustion engine 2 mounted on a vehicle C. The condensed water treatment device 1 includes a calculation part 22, an instruction part 24, and a control part 26. The calculation part 22 calculates the amount of the condensed water generated in an intake passage 4 of the internal combustion engine 2. The instruction part 24 instructs the stop of the internal combustion engine 2. When the instruction part 22 instructs the stop of the internal combustion engine and if the amount of the condensed water calculated by the calculation part 22 is equal to or greater than a predetermined amount, the control part 26 operates the internal combustion engine 2 for a predetermined period to treat the condensed water while burning it in the internal combustion engine 2.SELECTED DRAWING: Figure 1

Description

The present invention relates to a condensed water treatment device, particularly a condensed water treatment device mounted on a vehicle.

Conventionally, it is known that water contained in the intake air of an internal combustion engine is condensed, condensed water is generated in an intake passage, and the condensed water stays there. In particular, in an internal combustion engine provided with a low-pressure exhaust gas recirculation device and an intake air cooling device (intercooler), exhaust gas is circulated in the intake passage. The circulated exhaust gas is cooled by the intake air cooling device to generate condensed water, and the generated condensed water stays downstream of the intake air cooling device.

Further, a condensed water treatment apparatus for treating condensed water is known (see, for example, Patent Document 1 and Patent Document 2). The condensed water treatment device of Patent Document 1 includes a bypass passage that connects the condensed water storage tank and the exhaust passage. The condensed water treatment device drives the electric supercharger after the internal combustion engine is stopped, so that the condensed water in the condensed water storage tank is discharged to the exhaust passage through the bypass passage. As a result, the condensed water is treated in the exhaust passage. Further, in the condensed water treatment apparatus of Patent Document 2, the condensed water adhering to the intake passage is evenly distributed to the internal combustion engine and burned in the internal combustion engine, and the condensed water treatment apparatus treats the condensed water.

Japanese Unexamined Patent Publication No. 2014-74356 JP-A-2018-168783

However, in the condensed water treatment apparatus of Patent Document 1, since the condensed water is discharged to the exhaust passage, there is a problem that the condensed water adheres to the exhaust passage. Further, since the condensed water contains an exhaust gas component and the like, there is a problem that the exhaust purification performance is impaired if these components are contained in the exhaust gas and discharged. On the other hand, when the condensed water is burned and processed by the internal combustion engine as in the condensed water treatment device of Patent Document 2, the exhaust gas purification performance and output of the internal combustion engine are not good unless the condensed water is in an operating state where the internal combustion engine can be treated. It causes a loss of performance.

An object of the present invention is to provide a condensed water treatment apparatus capable of treating condensed water without impairing the exhaust gas purification performance and output performance of an internal combustion engine.

The condensed water treatment device according to the present invention is a device for treating condensed water of an internal combustion engine mounted on a vehicle. The condensed water treatment device includes a calculation unit, an instruction unit, and a control unit. The calculation unit calculates the amount of condensed water generated in the intake passage of the internal combustion engine. The instruction unit instructs the internal combustion engine to stop. When the instruction unit instructs the internal combustion engine to stop, if the amount of condensed water calculated by the calculation unit is equal to or greater than a predetermined amount, the control unit operates the internal combustion engine for a predetermined period and burns the condensed water in the internal combustion engine for processing. To do.

In this condensed water treatment device, when the instruction unit instructs to stop the internal combustion engine, if the amount of condensed water is a predetermined amount or more, the condensed water is burned by the internal combustion engine for treatment. That is, the internal combustion engine can be operated to burn the condensed water in a state where the output of the internal combustion engine is not required. If the internal combustion engine is not required to output, the internal combustion engine can be put into an optimum operating state for burning condensed water. As a result, the condensed water can be treated without impairing the output performance and the exhaust gas purification performance of the internal combustion engine.

The condensed water treatment device may further include an intake air cooling device for cooling the intake air sucked into the internal combustion engine. When processing the condensed water, the control unit may control the outlet temperature of the intake air cooling device to be within a predetermined temperature range.

According to this configuration, the outlet temperature of the intake air cooling device in which condensed water is likely to be generated can be controlled to a temperature at which condensed water is likely to evaporate. As a result, it is possible to maintain a state in which the condensed water easily evaporates. As a result, the condensed water is easily sucked into the internal combustion engine, and the condensed water is easily burned.

The instruction unit may give an automatic stop instruction to automatically stop the internal combustion engine. The control unit may determine whether or not the stop is an automatic stop, and if the stop is an automatic stop, determine whether or not the calculated amount of condensed water is larger than the first predetermined amount. When the amount of condensed water is larger than the first predetermined amount, the control unit may treat the condensed water. When the stop is different from the automatic stop, the control unit may treat the condensed water when the stop is a second predetermined amount smaller than the first predetermined amount.

When the internal combustion engine automatically stops, the internal combustion engine is in a sufficiently warmed temperature state even when the internal combustion engine is restarted. Therefore, a temperature difference is unlikely to occur, and the generation of condensed water in the intake passage is likely to be suppressed. In such a situation, it is preferable to reduce the operation of the internal combustion engine. This can reduce fuel consumption. On the other hand, when the internal combustion engine stops differently from the automatic stop (for example, stops by a key-off instruction), it cannot be determined whether or not the internal combustion engine will start in the cold state next time. If the amount of condensed water accumulated is large, it may be difficult to start the next time.

According to this configuration, the first predetermined amount is larger than the second predetermined amount. That is, when the same amount of condensed water is accumulated, the time for treating the condensed water up to the first predetermined amount is shorter than the time for treating the condensed water up to the second predetermined amount. As a result, when the internal combustion engine automatically stops, the fuel consumption required for processing the condensed water can be reduced as compared with the case where the internal combustion engine stops differently from the automatic stop. On the other hand, when the internal combustion engine stops differently from the automatic stop, the amount of condensed water accumulated in the intake passage is reduced as compared with the case of the automatic stop, so that the internal combustion engine will start stably the next time it is started. it can.

The condensed water treatment device may further include an outside air temperature detecting unit that detects the outside air temperature of the vehicle. When the control unit is instructed to stop the internal combustion engine by the instruction unit, the control unit may acquire the outside air temperature and change the second predetermined amount according to the outside air temperature.

According to this configuration, the second predetermined amount can be changed according to the outside air temperature when the internal combustion engine is stopped. That is, the temperature of the internal combustion engine when the internal combustion engine is started next time can be estimated from the outside air temperature when the internal combustion engine is stopped, and the amount of condensed water staying in the intake passage can be adjusted according to this temperature. As a result, the internal combustion engine can be started stably the next time it is started.

The condensed water treatment device may further include a storage battery and a charge rate detection unit. The storage battery supplies electric power to the vehicle. The charge rate detection unit detects the charge rate of the storage battery. The control unit may change the operating state of the internal combustion engine according to the charging rate.

According to this configuration, the lower the charge rate of the storage battery, the higher the output of the internal combustion engine can be operated. That is, the lower the charge rate of the storage battery, the larger the amount of condensate water burned per unit time. As a result, the treatment of condensed water is completed in a short time, and charging can be performed during this period. As a result, condensed water can be treated in a short time without wasting fuel consumption.

The control unit may charge the storage battery when processing the condensed water.

According to this configuration, charging can be performed by the output of an internal combustion engine generated when treating condensed water. As a result, it is possible to avoid wasting fuel consumption.

The condensed water treatment apparatus according to the present invention can treat condensed water without impairing the output performance and exhaust gas purification performance of the internal combustion engine.

The system diagram of the condensed water treatment apparatus of this invention. The figure when the condensed water treatment apparatus of this invention is mounted on a vehicle. The flowchart in the case where the internal combustion engine of the condensed water treatment apparatus of this invention is automatically stopped. The flowchart when the internal combustion engine of the condensed water treatment apparatus of this invention stops by a key-off. The flowchart of the temperature control of the intake air cooling device of the condensed water treatment apparatus of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

As shown in FIG. 1, the condensed water treatment device 1 includes an internal combustion engine 2, an intake passage 4, an exhaust passage 6, a supercharger 8, a low-pressure exhaust gas circulation device 10, and an intake cooling device (intercooler (hereinafter referred to as an intercooler)). , IC)) 12, a first water cooling device 14, a second water cooling device 16, a generator 18, and a storage battery 20. Further, the condensed water treatment device 1 includes a calculation unit 22, an instruction unit 24, a control unit 26, an outside air temperature detection unit 28, and a charge rate detection unit 30. In the present embodiment, the calculation unit 22, the instruction unit 24, and the control unit 26 have a functional configuration realized by software recorded in the ECU (Electrоnic Control Unit) 32.

The internal combustion engine 2 includes a cylinder head 202, a cylinder block 204 in which a plurality of cylinders N are arranged, a piston 206 sliding in the cylinder N, a fuel injection device 208, an intake manifold 210, an exhaust manifold 212, and the like. It has a throttle valve 214 and. The internal combustion engine 2 forms a combustion chamber 216 with a piston 206, a cylinder head 202, and a cylinder N. Further, the fuel injection device 208 injects fuel directly into the combustion chamber 216. The intake manifold 210 supplies air to each intake port (not shown) of the internal combustion engine 2. The throttle valve 214 adjusts the amount of intake air supplied to the intake manifold 210. The throttle valve 214 is electrically connected to the ECU 32.

In the present embodiment, the internal combustion engine 2 will be described using a direct injection gasoline engine, but the present invention is not limited to this, and a diesel engine may be used. As shown in FIG. 2, the internal combustion engine 2 is housed in an engine room located in front of the vehicle C. In the present embodiment, the vehicle C is a hybrid vehicle that supplies the electric power generated by the internal combustion engine 2 to a drive motor (not shown) via a storage battery 20 (see FIG. 1). In the present embodiment, the direction indicated by the arrow F in FIG. 2 is referred to as the front of the vehicle, and the opposite is referred to as the rear of the vehicle.

As shown in FIG. 1, the intake passage 4 is connected to the intake manifold 210 via the throttle valve 214 of the internal combustion engine 2 to supply intake air to a plurality of cylinders N of the internal combustion engine 2. The intake passage 4 has an air cleaner 402. The air cleaner 402 filters dust in the air sucked into the internal combustion engine 2. In the present embodiment, the air cleaner 402 side of the intake passage 4 is referred to as an upstream of the intake passage, and the internal combustion engine 2 side is referred to as a downstream.

The intake air temperature sensor (outside air temperature detection unit) 28 is provided downstream of the air cleaner 402, and the intake air temperature (outside air temperature) of the vehicle C is measured. Further, a humidity sensor 29 is provided downstream of the air cleaner 402 to measure the humidity of the intake air. The intake air temperature sensor (outside air temperature detection unit) 28 and the humidity sensor 29 are electrically connected to the ECU 32.

The exhaust passage 6 is connected to the exhaust manifold 212 of the internal combustion engine 2 and exhausts the exhaust gas of the internal combustion engine 2. In the present embodiment, the exhaust manifold 212 side of the exhaust passage 6 is referred to as an upstream of the exhaust passage, and the opposite side is referred to as a downstream. An exhaust purification catalyst 602 for purifying exhaust gas is provided downstream of the turbine of the supercharger 8 described later. Air-fuel ratio sensors 604a and 604b for measuring the oxygen concentration in the exhaust gas are provided upstream and downstream of the exhaust gas purification catalyst 602. The air-fuel ratio sensors 604a and 604b are electrically connected to the ECU 32.

The supercharger 8 is a device that pressurizes the intake air sucked into the internal combustion engine 2 by using the exhaust gas of the internal combustion engine 2. The turbocharger 8 includes a turbine (not shown), a compressor arranged coaxially with the turbine, and a wastegate valve for adjusting the amount of exhaust gas flowing into the turbine. The turbine is arranged upstream of the exhaust purification catalyst 602 in the exhaust passage 6. The compressor is arranged downstream of the air cleaner 402 in the intake passage 4.

The low-pressure exhaust gas recirculation device 10 is a circulation device that circulates the exhaust gas discharged from the internal combustion engine 2 in the intake passage 4. The low-pressure exhaust circulation device 10 includes an exhaust circulation passage 102, an exhaust circulation valve 104, an exhaust circulation gas cooling unit 106, a differential pressure sensor 108, and an exhaust circulation gas temperature sensor 110. The exhaust circulation passage 102 is connected to the downstream side of the turbine in the exhaust passage 6 and the upstream side of the compressor in the intake passage 4.

The exhaust gas recirculation valve 104 is arranged near the connection portion with the intake passage 4 on the exhaust circulation passage 102, and adjusts the amount of the exhaust circulation gas supplied to the intake passage 4. The differential pressure sensor 108 measures the pressure upstream and downstream of the exhaust gas recirculation valve 104. The exhaust gas recirculation gas temperature sensor 110 is arranged on the intake passage 4 side of the exhaust gas recirculation gas cooling unit 106 of the exhaust gas recirculation passage 102, and measures the temperature of the exhaust gas circulation gas. The exhaust gas recirculation valve 104, the differential pressure sensor 108, and the exhaust gas recirculation gas temperature sensor 110 are electrically connected to the ECU 32. The exhaust gas circulation gas cooling unit 106 cools the exhaust gas circulation gas flowing through the exhaust gas circulation passage 102. In the present embodiment, the exhaust gas recirculation gas cooling unit 106 is supplied with the cooling water of the first water cooling device 14, which will be described later, and cools the exhaust gas recirculation gas by heat exchange.

The intake air cooling device 12 is a device that cools the intake air supercharged by the supercharger 8. In the present embodiment, the intake air cooling device 12 is a water-cooled intercooler, and by providing a passage through which the cooling water passes inside the intercooler, the supercharged intake air heat is exchanged by the cooling water to be cooled. The intake air cooling device 12 is arranged downstream of the supercharger 8 in the intake passage 4 and upstream of the throttle valve 214.

As shown in FIG. 2, the intake air cooling device 12 is arranged above the internal combustion engine 2 and is connected to a first intake passage 4a facing upward from a supercharger 8 provided behind the vehicle C. .. Further, the intake air cooling device 12 is connected to the second intake passage 4b extending upward from the intake manifold 210 provided in front of the vehicle C. As shown in FIG. 1, the intake air cooling device 12 has a temperature sensor 1204. The temperature sensor 1204 measures the temperature of the intake air cooling device 12. The temperature sensor 1204 is electrically connected to the ECU 32.

The first water cooling device 14 is a device for cooling the internal combustion engine 2. The first water cooling device 14 includes a first water channel 1402, a first radiator 1404, a first water pump 1406, a first fan 1408a, a second fan 1408b, and a first water temperature sensor 1410.

The first water channel 1402 is a water channel that returns from the cylinder head 202 of the internal combustion engine 2 to the cylinder block 204 of the internal combustion engine 2 via the first radiator 1404 and the exhaust gas recirculation gas cooling unit 106 (not shown). The first radiator 1404 is provided in the first water channel 1402, passes through an engine cooling water channel of the internal combustion engine 2 (see the broken line in the first water channel 1402 in FIG. 1), and cools the heated cooling water. Further, as shown in FIG. 2, the first radiator 1404 is provided in front of the vehicle C, and when the outside air from the front of the vehicle C hits, heat exchange is performed between the outside air and the cooling water, and the cooling water is supplied. Cooling. The first fan 1408a and the second fan 1408b are provided behind the vehicle C of the first radiator 1404 and draw in the outside air in front of the vehicle C. In the present embodiment, the first fan 1408a and the second fan 1408b are electric fans driven by a motor and are electrically connected to the ECU 32 (see FIG. 1).

As shown in FIG. 1, the first water pump 1406 is provided either on the first water channel 1402 or on the engine cooling water channel of the internal combustion engine 2, and circulates the cooling water in the first water channel 1402. In the present embodiment, the first water pump 1406 is a mechanical pump that rotates by receiving power from the crankshaft of the internal combustion engine 2. However, the first water pump 1406 may be an electric pump. The first water temperature sensor 1410 is provided on the first water channel 1402 and measures the cooling water temperature of the first water channel 1402. The first water temperature sensor 1410 is electrically connected to the ECU 32.

The second water cooling device 16 is a device for cooling the intake air cooling device 12. The second water cooling device 16 includes a second water channel 1602, a second radiator 1604, a second water pump 1606, and a second water temperature sensor 1608.

The second water channel 1602 is a water channel that returns from the intake air cooling device 12 to the intake air cooling device 12 via the second radiator 1604. The second radiator 1604 is provided in the second water channel 1602 and passes through the intake air cooling device 12 to cool the heated cooling water. Further, as shown in FIG. 2, the second radiator 1604 is provided in front of the first radiator 1404 of the vehicle C, and is exposed to the outside air from the front of the vehicle C to generate heat between the outside air and the cooling water. Replace and cool the cooling water. The second water channel 1602 may be cooled via the supercharger 8.

As shown in FIG. 1, the second water pump 1606 is an electric pump provided in the second water channel 1602 and circulates the cooling water of the second water channel 1602. The second water temperature sensor 1608 is provided on the second water channel 1602 and measures the cooling water temperature of the second water channel 1602. The second water temperature sensor 1608 is electrically connected to the ECU 32.

The generator 18 is connected to the crankshaft of the internal combustion engine 2 and is driven by the internal combustion engine 2 to generate electricity. In the present embodiment, the generator 18 is a generator that charges the drive battery of the vehicle C or supplies electric power to the drive motor of the vehicle C (not shown). However, the generator 18 may be an alternator that charges the auxiliary battery of the vehicle C. Further, the generator 18 may be a rotary electric machine (motor generator) that generates electricity and starts the internal combustion engine 2.

The storage battery 20 stores the electric power generated by the generator 18 and supplies the electric power to the vehicle C. The storage battery 20 includes a lithium ion battery, a NiCd battery, and the like, and is electrically connected to the generator 18. In the present embodiment, the storage battery 20 is a drive battery for the vehicle C, and is electrically connected to a drive motor for the vehicle C (not shown) to supply electric power to the drive motor. However, the storage battery 20 may be an auxiliary battery, in which case it is electrically connected to an alternator driven by the internal combustion engine 2.

The charge rate detection unit 30 is provided in the storage battery 20. In the present embodiment, the charge rate detection unit 30 detects the terminal voltage of the storage battery 20 to calculate the charge rate of the storage battery 20 by the ECU 32. The charge rate may be estimated by the ECU 32 based on the voltage detected by the charge rate detection unit 30.

Next, the functional configuration realized by the software recorded in the ECU 32 will be described. The ECU 32 is actually composed of a microcomputer including an arithmetic unit, a memory, an input / output buffer, and the like. The ECU 32 controls various devices so that the condensed water treatment device 1 is in a desired operating state based on signals from each sensor and various devices, as well as maps and programs stored in the memory. Note that various controls are not limited to software processing, but can also be processed by dedicated hardware (electronic circuits).

The calculation unit 22 has a functional configuration realized by software that performs calculations necessary for controlling various devices. The calculation unit 22 calculates at least the amount of condensed water generated in the intake passage 4 of the internal combustion engine 2. More specifically, the calculation unit 22 calculates the amount of water contained in the intake air from the amount of intake air and the humidity detected by the humidity sensor 29. Further, the calculation unit 22 calculates the amount of exhaust gas recirculation gas from the differential pressure detected by the differential pressure sensor 108, and calculates the amount of water contained in the exhaust gas recirculation gas. On the other hand, the calculation unit 22 acquires the IC outlet temperature Tic near the outlet of the intake air cooling device 12 from the temperature of the temperature sensor 1204 of the intake air cooling device 12 and calculates the temperature change.

When the temperature near the outlet of the intake air cooling device 12 is lower than the dew point temperature with respect to the amount of water contained in the intake air and the amount of water contained in the exhaust circulating gas, these moistures are generated as condensed water and are generated as condensed water at the outlet of the intake air cooling device 12. Stay in the vicinity. That is, the calculation unit 22 can calculate the estimated integrated amount Vr of condensed water generated near the outlet of the intake air cooling device 12 of the intake passage 4 by calculating the time when the dew point temperature is lowered during the operation of the internal combustion engine 2. .. This estimated integrated amount of condensed water Vr is an example of the amount of condensed water calculated by the calculation unit 22.

The dew point temperature of the moisture in the intake air may be mapped in association with the temperature near the intake outlet of the intake air cooling device 12 and the humidity of the intake air and stored in the ECU 32. Further, the dew point temperature in the exhaust gas recirculation gas may be mapped and stored in the ECU 32 in relation to the temperature near the intake outlet of the intake air cooling device 12 and the amount of the exhaust gas recirculation gas. As a result, the estimated integrated amount of condensed water Vr can be easily calculated from the time when the dew point temperature on the map is lowered and the amount of intake air and the amount of exhaust gas circulation gas.

The instruction unit 24 is a functional configuration realized by software that receives an instruction regarding control of the internal combustion engine 2 and transmits it to the control unit 26. The instruction unit 24 transmits an automatic stop instruction to the control unit 26 when the automatic stop condition of the internal combustion engine 2 is satisfied. Further, the instruction unit 24 transmits an instruction to stop the internal combustion engine 2 to the control unit 26 when the ignition switch is turned off (key off). The instruction unit 24 also transmits instructions necessary for controlling various devices to the control unit 26.

The control unit 26 has a functional configuration realized by software for controlling various devices. The control unit 26 acquires the values of various sensors and controls various devices according to the calculation result of the calculation unit 22 and the instruction of the instruction unit 24.

Next, the control procedure of the control unit 26 of the present invention will be described with reference to the flowcharts of FIGS. 3 to 5.

<Flowchart at automatic stop>
As shown in FIG. 3, the control unit 26 determines whether or not a stop instruction for the internal combustion engine 2 has been received from the instruction unit 24 (S1). When the control unit 26 determines that the instruction unit 24 has received an instruction to stop the internal combustion engine 2 (S1 Yes), it determines whether or not the stop is an automatic stop (S2). That is, it is determined whether or not the instruction unit 24 has given an automatic stop instruction to automatically stop the internal combustion engine 2. Here, the case where the indicator 24 automatically stops the internal combustion engine 2 is the case where the vehicle C is driven by the drive motor of the vehicle C, the case where the vehicle C is stopped, and the like, and the internal combustion engine. 2 and the exhaust gas purification catalyst 602 have been warmed up. That is, it is a case where various conditions for stopping the internal combustion engine 2 are satisfied. Further, the instruction unit 24 instructs the control unit 26 to restart the internal combustion engine 2 when these conditions are no longer satisfied. That is, the internal combustion engine 2 does not warm up when restarting from the automatic stop.

When the control unit 26 determines that the stop is an automatic stop (S2 Yes), the control unit 26 determines whether or not the estimated integrated amount of condensed water Vr calculated by the calculation unit 22 is equal to or greater than the first predetermined amount V1 (S3). When the control unit 26 determines that the estimated integrated amount of condensed water Vr is the first predetermined amount V1 or more (S3 Yes), the control unit 26 acquires the charge rate (SOC: System of Charge) from the charge rate detection unit 30 and charges the battery. It is determined whether or not the rate is equal to or less than the predetermined charge rate B1 (S4).

When the control unit 26 determines that the charging rate is equal to or less than the predetermined charging rate B1 (S4 Yes), the control unit 26 performs a high-load condensed water purging operation (S5) in a short time by burning the condensed water in the internal combustion engine 2 for processing. Do. At this time, the control unit 26 closes the exhaust circulation valve 104 and stops the exhaust circulation (S5). This suppresses the generation of condensed water due to the moisture contained in the exhaust gas. Further, the control unit 26 controls the rotation of the first fan 1408a and the second fan 1408b so that the IC outlet temperature Tic near the intake outlet of the intake cooling device 12 is within a predetermined temperature range of the intake cooling device 12. Temperature control is performed (see S5 and FIG. 5). This promotes the evaporation of condensed water. Further, the control unit 26 sets the charge mode in which the generator 18 generates electric power during the condensed water purging operation and the generated electric power is charged to the storage battery 20 (S5). As a result, fuel consumption during the condensed water purge operation can be effectively utilized.

Here, operating the internal combustion engine 2 with a high load means that the load by the generator 18 is set high and the engine speed of the internal combustion engine 2 is operated at a speed higher than the idle speed. By operating the internal combustion engine 2 with a high load, the amount of condensed water that can be burned by the internal combustion engine 2 per unit time increases. As a result, condensed water can be treated in a short time. Further, since the load of the generator 18 is increased to increase the amount of power generation, the electric power that can charge the storage battery 20 per unit time increases. As a result, the storage battery 20 can be charged quickly.

When the control unit 26 determines that there is no instruction from the instruction unit 24 to automatically restart the internal combustion engine 2 (S6 No), when the first predetermined time T1 elapses (S7 Yes), the process starts (S1). Return to. When the control unit 26 determines that the first predetermined time T1 has not elapsed (S7 No), the control unit 26 continues the condensed water purging operation (S5). Further, when the control unit 26 determines that there is no stop instruction for the internal combustion engine 2 (S1 No), when it determines that the estimated integrated amount of condensed water Vr is smaller than the first predetermined amount V1 (S3 No), and again. When it is determined that the start instruction has been given (S6 Yes), the process is returned to the start.

On the other hand, when the control unit 26 determines that the charge rate (SOC) is larger than the predetermined charge rate B1 (S4 No), the control unit 26 performs a normal condensed water purge operation (S8). At this time, in S8, the control unit 26 closes the exhaust circulation valve 104 and stops the exhaust circulation, as in S5. In addition, the temperature of the intake air cooling device 12 is controlled (see S8 and FIG. 5). However, in the normal condensed water purging operation, the control unit 26 operates the internal combustion engine 2 with no load or with a load such that the generator 18 can slightly charge the storage battery 20. That is, in the normal condensed water purging operation, the control unit 26 operates at a lower engine speed than in the condensed water purging operation with a high load. As a result, it is possible to suppress giving a sense of discomfort to the occupant of the vehicle C during the condensed water purge operation.

When the control unit 26 determines that there is no instruction from the instruction unit 24 to automatically restart the internal combustion engine 2 (S9 No), the process returns to the start when the second predetermined time T2 elapses (S10 Yes). If the second predetermined time T2 has not elapsed (S10 No), the control unit 26 continues the normal condensed water purging operation (S8). Here, in the normal condensed water purging operation, the amount of condensed water that can be burned per unit time is smaller than that in the condensed water purging operation with a high load. That is, the second predetermined time T2 is longer than the first predetermined time T1. When the restart instruction is given (S9 Yes), the control unit 26 returns the process to the start.

In this way, the control unit 26 changes the operating state of the internal combustion engine 2 according to the charge rate to effectively utilize the fuel consumption during the condensed water purging operation and suppress the feeling of discomfort to the occupants. It is compatible.

<Flowchart at key-off>
Next, the control flow of the control unit 26 when the instruction unit 24 stops the internal combustion engine 2 by a key-off different from the automatic stop will be described. As shown in FIG. 3, the control unit 26 proceeds to the key-off (S11) shown in FIG. 4 when it is different from the automatic stop (S2 No).

As shown in FIG. 4, when the internal combustion engine 2 is stopped by the key-off, the control unit 26 acquires the outside air temperature Tо when the instruction unit 24 gives an instruction to stop the internal combustion engine 2. When the control unit 26 acquires the outside air temperature Tо, it determines whether or not the outside air temperature Tо is equal to or higher than the first predetermined outside air temperature Tо1 (S101). When the control unit 26 determines that the outside air temperature To is the first predetermined outside air temperature Tо1 or more (S101 Yes), the control unit 26 determines whether or not the estimated integrated amount of condensed water Vr is the second predetermined amount V2 or more (S102). Here, the first predetermined outside air temperature To1 is, for example, a temperature at which the internal combustion engine 2 will start in a temperate zone when it is started next time. Further, the second predetermined amount V2 is smaller than the first predetermined amount V1. When the internal combustion engine 2 is started from the key-off state, the internal combustion engine 2 may be cooled and warmed up depending on the duration of the key-off state. At this time, if the condensed water flows into the internal combustion engine 2, the internal combustion engine 2 may not be started stably. Therefore, by making the second predetermined amount V2 smaller than the first predetermined amount V1, it is possible to reduce the amount of condensed water accumulated in the intake passage 4 when the internal combustion engine 2 is stopped due to key-off, as compared with when the internal combustion engine 2 is automatically stopped. ..

When the control unit 26 determines that the estimated accumulated amount of condensed water Vr is the second predetermined amount V2 or more (S102 Yes), the control unit 26 performs the condensed water purge operation (S103). Since the condensed water purging operation at this time is the same as in S8 of FIG. 3, the description thereof will be omitted. On the other hand, when the control unit 26 determines that the estimated integrated amount of condensed water Vr is the second predetermined amount V2 or less (S102 No), the process returns to the start. The control unit 26 returns the process to the start of the condensed water purging operation when the third predetermined time T3 elapses (S104 Yes). When the control unit 26 determines that the third predetermined time T3 has not elapsed (S104 No), the control unit 26 continues the condensed water purging operation (S103).

When the control unit 26 determines that the outside air temperature To is smaller than the first predetermined outside air temperature Tо1 (S101 No), the control unit 26 determines whether or not the outside air temperature To is smaller than the first predetermined outside air temperature To1 and equal to or higher than the second predetermined outside air temperature To2. Judgment (S105). When the control unit 26 determines that the outside air temperature To is smaller than the first predetermined outside air temperature To1 and is equal to or higher than the second predetermined outside air temperature To2 (S105 Yes), whether or not the estimated integrated amount of condensed water Vr is the third predetermined amount V3 or more. Is determined (S106). Here, the second predetermined outside air temperature To2 is, for example, a temperature at which the internal combustion engine 2 is cold-started at the next start. Further, the third predetermined amount V3 is a value smaller than the second predetermined amount V2. That is, when the temperature is smaller than the first predetermined outside air temperature To1 and equal to or higher than the second predetermined outside air temperature To2, the temperature range is such that condensed water is likely to be generated. When the internal combustion engine 2 is stopped by the key-off in such a situation, condensed water is likely to be generated from the intake air remaining in the intake air cooling device 12. Therefore, by making the third predetermined amount V3 smaller than the second predetermined amount V2, the condensed water accumulated in the intake passage 4 can be reduced when the internal combustion engine 2 is stopped in this temperature region. As a result, the starting operation becomes stable when the internal combustion engine 2 is started after the key is turned off.

When the control unit 26 determines that the estimated integrated amount of condensed water Vr is the third predetermined amount V3 or more (S106 Yes), the control unit 26 performs the condensed water purge operation (S107). Since the condensed water purging operation at this time is the same as in S8 of FIG. 3, the description thereof will be omitted. On the other hand, when the control unit 26 determines that the estimated integrated amount of condensed water Vr is the third predetermined amount V3 or less (S106 No), the process returns to the start. When the control unit 26 determines that the condensed water purging operation has elapsed T4 for the fourth predetermined time (S108 Yes), the control unit 26 returns the process to the start. When the control unit 26 determines that the fourth predetermined time T4 has not elapsed (S108 No), the control unit 26 continues the condensed water purging operation (S107).

When the control unit 26 determines that the outside air temperature To is smaller than the second predetermined outside air temperature Tо2 (S105 No), the control unit 26 performs a condensed water purge operation (S109). Here, the temperature smaller than the second predetermined outside air temperature To2 is, for example, a temperature at which the internal combustion engine 2 will be extremely cold started at the next start. In such a temperature range, the condensed water of the intake air cooling device 12 may freeze. If the condensed water freezes while adhering to the throttle valve 214, it causes a start failure of the internal combustion engine 2. Therefore, the control unit 26 performs the condensed water purging operation in this temperature region regardless of the estimated integrated amount of condensed water Vr. When the control unit 26 determines that the fifth predetermined time T5 has elapsed in the condensed water purging operation (S110 Yes), the control unit 26 returns the process to the start. When the control unit 26 determines that the fifth predetermined time T5 has not elapsed (S110 No), the control unit 26 continues the condensed water purging operation (S109). The third predetermined time T3 to the fifth predetermined time T5 may be the same time, or each predetermined time may be varied according to the estimated integrated amount of condensed water Vr.

In this way, the control unit 26 changes the second predetermined amount V2 to the third predetermined amount V3 according to the outside air temperature Tо, so that when the internal combustion engine 2 is started from the key-off state, the starting stability is improved by the condensed water. Suppress being damaged.

<Flowchart of temperature control of intake air cooling device>
Next, the control procedure of the temperature control process of the intake air cooling device 12 will be described.

As shown in FIG. 5, in the temperature control process of the intake air cooling device 12, the control unit 26 determines whether or not the condensed water purging operation is in progress (S201). When the control unit 26 determines that the condensed water purging operation is in progress (S201 Yes), the control unit 26 determines whether or not the IC outlet temperature Tic of the intake air cooling device 12 is equal to or lower than the first predetermined temperature Tic1 (S202). When the control unit 26 determines that the IC outlet temperature Tic is equal to or lower than the first predetermined temperature Tic1 (S202 Yes), the control unit 26 suppresses the rotation of the first fan 1408a and the second fan 1408b, and the IC outlet temperature Tic rises. The fan suppression control (S203) is performed as described above. More specifically, the rotation speeds of the first fan 1408a and the second fan 1408b are suppressed, or only one of the first fan 1408a and the second fan 1408b is rotated. In any case, the control unit 26 controls at least one of the first fan 1408a and the second fan 1408b so that the intake air is not cooled by the intake air cooling device 12.

When the control unit 26 determines that the IC outlet temperature Tic is not equal to or lower than the first predetermined temperature Tic1 (S202 No), and when the fan suppression control (S203) is started, the IC outlet temperature Tic is the second predetermined temperature. It is determined whether or not it is Tic2 or higher (S204). Here, the second predetermined temperature Tic2 is a temperature higher than the first predetermined temperature Tic1. When the control unit 26 determines that the IC outlet temperature Tic is equal to or higher than the second predetermined temperature Tic2 (S204 Yes), the control unit 26 releases the fan suppression control (S205) and rotates the first fan 1408a and the second fan 1408b again. The intake cooling device 12 is water-cooled. As a result, the control unit 26 suppresses that the output performance and the exhaust gas purification performance of the internal combustion engine 2 are impaired by the excessively warm intake air.

When the control unit 26 determines that the IC outlet temperature Tic is lower than the second predetermined temperature Tic2 (S204 No), the processing is returned before S202. Further, the control unit 26 returns the process to the start when the fan suppression control is released and when the condensed water purging operation is not in progress (S201 No.).

As described above, the condensed water treatment device 1 according to the present invention can treat condensed water without impairing the output performance and the exhaust gas purification performance of the internal combustion engine 2. Further, in the case of the condensed water treatment apparatus 1 according to the present invention, when the amount of condensed water exceeds a predetermined amount, it is burned and treated. As a result, as shown in FIG. 2, even if the intake cooling device 12 is arranged above the internal combustion engine 2, the condensed water flows into the internal combustion engine 2, and the output performance and the exhaust purification performance of the internal combustion engine 2 are improved. It is possible to suppress the loss.

<Other embodiments>
Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the gist of the invention. In particular, the plurality of modifications described in the present specification can be arbitrarily combined as required.

(A) In the present embodiment, the timer control in which the condensed water purging operation time is set from the first predetermined time T1 to the fifth predetermined time T5 has been described as an example, but the present invention is not limited thereto. The condensed water purge operation time may be set based on the estimated integrated amount of condensed water Vr or the like, and the condensed water purge operation time may be calculated from the estimated integrated amount of condensed water Vr or the like. That is, the condensed water purging operation may be performed for a predetermined period.

(B) In the present embodiment, as an example of control for controlling the temperature of the intake air cooling device 12, rotation suppression of the first fan 1408a and the second fan 1408b has been given, but the present invention is not limited thereto. .. In order to control the temperature of the intake air cooling device 12, the rotation of the second water pump 1606 is suppressed or stopped to suppress the flow of the cooling water flowing through the intake air cooling device 12, and the intake cooling device 12 The temperature may be controlled.

(C) In the present embodiment, as an example in which the control unit 26 changes the second predetermined amount V2 according to the outside air temperature To, the outside air temperature To is less than the first predetermined outside air temperature To1 and the second predetermined outside air temperature Tо2 or more. In this case, an example of varying the second predetermined amount V2 to the third predetermined amount V3 has been described, but the present invention is not limited thereto. The control unit 26 may finely change the outside air temperature To and the predetermined amount corresponding to the outside air temperature Tо. Further, the temperature may be changed to a predetermined amount larger than the second predetermined amount V2 in the temperature region where condensed water is less likely to be generated than the first predetermined outside air temperature To1.

(D) In the present embodiment, as an example in which the control unit 26 changes the operating state of the internal combustion engine 2 according to the charging rate (SOC), the high-load condensed water purge operation is changed to the normal condensation according to the charging rate. Although the example of changing to the water purge operation has been described, the present invention is not limited to this. The control unit 26 may be changed to various operating states according to the charging rate, such as a medium-load condensed water purging operation, according to the charging rate.

1: Condensed water treatment device, 2: Internal combustion engine, 4: Intake passage, 12: Intake cooling device 20: Storage battery, 22: Calculation unit, 24: Indicator unit, 26: Control unit 28: Outside air temperature detection unit, 30: Charging Rate detector, B1: Charge rate,
Vr: Estimated integrated amount of condensed water (condensed water amount), C: Vehicle, Tic: IC outlet temperature,
To: outside air temperature, V1: first predetermined value V2: second predetermined value

Claims (6)

A condensed water treatment device that treats condensed water from an internal combustion engine mounted on a vehicle.
A calculation unit that calculates the amount of condensed water generated in the intake passage of the internal combustion engine, and
An instruction unit that instructs the stop of the internal combustion engine and
When the instruction unit instructs the internal combustion engine to stop, and the amount of condensed water calculated by the calculation unit is equal to or more than a predetermined amount, the internal combustion engine is operated for a predetermined period and the condensed water is burned by the internal combustion engine. The control unit that lets you process
Condensed water treatment device. An intake air cooling device for cooling the intake air taken into the internal combustion engine is further provided.
The control unit controls the outlet temperature of the intake air cooling device to be within a predetermined temperature range when processing the condensed water.
The condensed water treatment apparatus according to claim 1. The instruction unit gives an automatic stop instruction to automatically stop the internal combustion engine.
The control unit determines whether or not the stop is an automatic stop, and if the stop is an automatic stop, determines whether or not the calculated amount of condensed water is equal to or greater than the first predetermined amount, and the amount of condensed water is determined. When the first predetermined amount or more, the condensed water is treated, and when the stop is different from the automatic stop, the condensed water is treated when the second predetermined amount is smaller than the first predetermined amount.
The condensed water treatment apparatus according to claim 1 or 2. Further equipped with an outside air temperature detecting unit for detecting the outside air temperature of the vehicle,
The condensation according to claim 3, wherein the control unit acquires the outside air temperature and changes the second predetermined amount according to the outside air temperature when the instruction unit instructs to stop the internal combustion engine. Water treatment equipment. A storage battery that supplies electric power to the vehicle and
A charge rate detector that detects the charge rate of the storage battery,
With more
The control unit changes the operating state of the internal combustion engine according to the charging rate.
The condensed water treatment apparatus according to any one of claims 1 to 4. The control unit charges the storage battery when processing the condensed water.
The condensed water treatment apparatus according to any one of claims 5.