JP4315041B2 - Cooling water temperature control device - Google Patents

Description

  The present invention relates to a cooling water temperature control device.

  2. Description of the Related Art Conventionally, a passenger compartment heating device using a heater core that releases heat of cooling water heated by an engine into a passenger compartment has been used (see, for example, Patent Document 1). In the passenger compartment heating device described in Patent Document 1, when the passenger compartment temperature falls below a set value, the amount of fuel supplied to the engine is increased, and the idle speed of the engine is increased. As a result, the amount of heat released from the engine to the cooling water increases and the cooling water temperature rises, so the amount of heat released from the heater core increases. The passenger compartment temperature rises due to an increase in the amount of heat released from the heater core.

On the other hand, in addition to the main engine for running the vehicle, an auxiliary engine vehicle equipped with an auxiliary engine for performing air conditioning and power generation of the vehicle is known (for example, see Patent Document 2). In the vehicle equipped with the auxiliary engine, when the vehicle air conditioner is operating, the cooling water flowing out from the main engine and / or the auxiliary engine is supplied to the radiator and the heater core.
Japanese Utility Model Publication No. 3-64110 (first page, FIG. 4) Japanese Utility Model Publication No. 61-157013 (page 4-15, FIG. 1)

  Generally, in a vehicle equipped with an auxiliary engine, the rotational speed of an auxiliary engine that drives a vehicle auxiliary machine that performs air conditioning, power generation, etc. is maintained at a rotational speed that can drive the vehicle auxiliary machine with high efficiency. . Therefore, when the rotation speed of the auxiliary engine is increased in order to increase the temperature of the cooling water supplied to the heater core in response to a request to increase the passenger compartment temperature, the efficiency of the vehicular auxiliary machine is reduced.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a cooling water temperature control device capable of adjusting the cooling water temperature while suppressing a decrease in efficiency of a vehicular auxiliary machine. To do.

  A cooling water temperature control device according to the present invention is provided separately from a vehicle driving main engine, in an auxiliary engine that drives a vehicle auxiliary machine including a generator, and an apparatus that uses cooling water that cools the auxiliary engine as a heat source. When the temperature rise request detecting means for detecting the temperature rise request for the cooling water and the temperature rise request detecting means detect the temperature rise request for the cooling water, the amount of fuel supplied to the auxiliary engine is increased based on the temperature of the cooling water. And control means for adjusting the amount of power supplied to the electric load that consumes the power generated by the generator based on the increased amount of fuel.

  According to the cooling water temperature control device of the present invention, when the temperature increase request for cooling water of the auxiliary engine is detected by the temperature increase request detecting means, the amount of fuel supplied to the auxiliary engine is increased by the control means. As the amount of fuel increases, the amount of heat generated by the auxiliary engine increases and the coolant temperature rises. On the other hand, based on the increased fuel amount, the amount of power supplied to the electric load is adjusted by the control means. In this case, the engine output that increases as the fuel amount increases is absorbed by the power generation load of the generator that changes as the amount of power supplied to the electrical load is adjusted. Is done. In this way, it is possible to increase the coolant temperature while suppressing an increase in engine speed.

  Moreover, the said apparatus is a vehicle air conditioner, and it is preferable that a temperature increase request | requirement detection means detects the temperature increase request | requirement of cooling water based on the operating state of a vehicle air conditioner. If it does in this way, it will become possible to adjust the cooling water temperature of an auxiliary engine according to the operating state of a vehicle air conditioner device.

  In the cooling water temperature control apparatus according to the present invention, it is preferable to use an electric heater as the electric load. In this case, the power consumption of the electric heater is adjusted based on the increase in the amount of fuel supplied to the auxiliary engine, thereby suppressing an increase in the engine speed and comparing with the case in which the coolant temperature is increased. The cabin temperature can be raised with good responsiveness.

  According to the present invention, the amount of fuel supplied to the auxiliary engine is increased, and the amount of electric power supplied to the electric load is adjusted based on the amount of fuel increase, so that fluctuations in engine speed can be reduced. Since the heat generation amount of the auxiliary engine can be increased while suppressing, it is possible to adjust the cooling water temperature while suppressing the efficiency reduction of the vehicular auxiliary machine.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts.

  First, referring to FIG. 1 and FIG. 2, the embodiment is applied to a heating apparatus 1 that is a vehicle air conditioner that uses cooling water of an auxiliary engine (hereinafter referred to as “sub engine”) 20 as a heat source. The structure of the cooling water temperature control apparatus which concerns on will be described. FIG. 1 is a diagram illustrating a main configuration of the heating device 1. FIG. 2 is a diagram showing a configuration of a main engine (hereinafter referred to as “main engine”) 10 and a sub-engine 20 mounted on a vehicle V in which the heating device 1 is used.

  The vehicle V on which the heating device 1 is mounted mainly has a main engine 10 that drives the vehicle V and a sub-displacement that is smaller than the main engine 10 that mainly drives a vehicle auxiliary machine (hereinafter simply referred to as “auxiliary machine”). And an engine 20.

  As shown in FIG. 2, a transmission 18 is connected to the main engine 10. The driving force output from the main engine 10 is transmitted to the transmission 18. The driving force transmitted to the transmission 18 is transmitted to driving wheels via a differential, a drive shaft, and the like. And a vehicle drive | works by driving a driving wheel. A main crank pulley 14 is connected to the crankshaft 12 of the main engine 10 via an electromagnetic clutch 13 that can be electromagnetically released and engaged. The driving force output from the main engine 10 is transmitted to the main crank pulley 14 via the electromagnetic clutch 13.

  In the main engine 10, air sucked from the air cleaner 100 is throttled by an electronically controlled throttle valve 130 provided in the intake pipe 120, passes through the intake manifold 140, and is sucked into each cylinder formed in the main engine 10. The Here, the amount of air taken in from the air cleaner 100 is detected by a hot wire type air flow meter 110 disposed between the air cleaner 100 and the electronically controlled throttle valve 130.

  The intake manifold 140 is provided with injectors 150 for injecting fuel, and pressurized fuel is guided to each injector 150. In each cylinder, the mixture of intake air and fuel burns, and the exhaust gas after the combustion is discharged to the exhaust pipe 170 through the exhaust manifold 160. Heat generated by the combustion of the air-fuel mixture is released to cooling water in a water jacket provided in the cylinder head and cylinder block.

  The operation of the main engine 10 is controlled by a main engine electronic control unit (hereinafter referred to as “main ECU”) 50 constituted by a microprocessor, ROM, RAM, and the like.

  The main ECU 50 includes a crank position sensor 51 that detects a crank position of the main engine 10, an accelerator opening sensor 52 that detects an accelerator pedal opening, a water temperature sensor 53 that detects a cooling water temperature of the main engine 10, and a main engine 10 is connected to an air flow meter 110 for detecting the amount of air sucked. The main ECU 50 also includes an injector driver that drives the injector 150, a motor driver that drives an electric motor that opens and closes the electronically controlled throttle valve 130, an output circuit that outputs an ignition signal to a spark plug, and the like.

  The main ECU 50 calculates control values such as the fuel injection amount and the ignition timing based on the output values from the various sensors. Then, based on the calculated control value, a driver circuit or the like is driven, and the operation of the main engine 10 is comprehensively controlled.

  The sub-engine 20 is a single cylinder engine having a displacement of about 100 to 150 cc. As the sub-engine 20, for example, an engine whose thermal efficiency is improved by increasing the stroke or increasing the expansion ratio is preferably used.

  The cylinder head and the cylinder block of the sub-engine 20 are provided with a water jacket 20a that is a cooling water passage for cooling the sub-engine 20. In FIG. 1, the water jacket 20a is schematically indicated by an arrow.

  A sub crank pulley 34 is connected to the crankshaft 23 of the sub engine 20 via a one-way clutch 33 that transmits a driving force output from the sub engine 20 side and blocks a driving force input to the sub engine 20 side. ing. The driving force output from the sub-engine 20 is transmitted to the sub-crank pulley 34 via the one-way clutch 33. In the present embodiment, a double pulley provided with a large diameter pulley 34a and a small diameter pulley 34b having a smaller diameter than the large diameter pulley 34a is used as the sub crank pulley 34.

  A belt B1 is hung on the small-diameter pulley 34b and the main crank pulley 14, and the driving force is transmitted between the small-diameter pulley 34b and the main crank pulley 14 by the belt B1.

  A belt B2 is hung on a pulley 38 of an alternator 36 which is a generator driven by the sub-engine 20 to generate electric power. When the large-diameter pulley 34a of the sub-engine 20 is driven, the pulley 38 is rotated to generate an alternator. 36 is driven. In the alternator 36, the generated AC voltage is rectified by a diode and converted into a DC voltage, and the voltage value of the converted DC voltage is adjusted to a predetermined set voltage value by a voltage regulator. Electric power whose voltage value is adjusted to a predetermined set value is output from the alternator 36 and supplied to an electrical component such as an electric heater described later. The set voltage value of the voltage regulator is switched according to the electric load of the electrical component to which power is supplied. In addition to the alternator 36, the auxiliary machine driven by the belt B2 includes a power steering pump, an air conditioner compressor, etc. In FIG. 1, only the alternator 36 is shown for simplicity, and other auxiliary machines are shown. Omitted.

  In the sub-engine 20, the intake air drawn from the air cleaner 200 is throttled by an electronically controlled throttle valve 230 provided in the intake pipe 220 and drawn into a cylinder formed in the sub-engine 20. Here, the amount of air taken in from the air cleaner 200 is detected by a hot wire type air flow meter 210 disposed between the air cleaner 200 and the electronically controlled throttle valve 230. Pressurized fuel is guided to an injector 250 provided in the intake port. In the cylinder, the mixture of the fuel injected from the injector 250 and the intake air is combusted, and the exhaust gas after the combustion is discharged to the exhaust pipe 260.

  The exhaust pipe 260 is assembled with the exhaust pipe 170 of the main engine 10 in a collecting portion 180 provided upstream of the exhaust purification catalyst. The exhaust gas of the sub-engine 20 discharged to the exhaust pipe 260 is collected with the exhaust gas of the main engine 10 and discharged.

  The heat generated by the combustion of the air-fuel mixture is released to the cooling water in the water jacket 20a provided in the cylinder head and cylinder block of the sub-engine 20. One end of the first cooling water passage 80 is connected to the outlet 20b of the water jacket 20a. Cooling water that has flowed in through the water jacket 20a through the inflow port 20c of the sub-engine 20 is discharged to the first cooling water passage 80 from the outflow port 20b.

  The other end of the first cooling water passage 80 is connected to the inlet 76 a of the heater core 76. In addition, an electric water pump 74 that pumps the cooling water is disposed in the first cooling water passage 80. The electric water pump 74 is a water pump driven by an electric motor. The electric motor that drives the water pump is controlled by a sub-engine electronic control unit (hereinafter referred to as “sub-ECU”) 60 described later. A water temperature sensor 61 for detecting the temperature of the cooling water flowing into the heater core 76 is attached in the vicinity of the inlet 76 a of the heater core 76. The water temperature sensor 61 is connected to the sub ECU 60.

  The heater core 76 is a heat dissipating device for in-vehicle air conditioning (heating) that is configured by tubes and fins and that exchanges heat when cooling water flows through the tubes. One end of the second cooling water passage 84 is connected to the outlet 76 b of the heater core 76. The other end of the second cooling water passage 84 is connected to the inflow port 20 c of the sub-engine 20, and the cooling water flowing out from the heater core 76 is returned to the sub-engine 20 through the second cooling water passage 84.

  The configuration of the cooling water pipe is not limited to this embodiment, and any configuration that can raise the temperature of the cooling water flowing into the heater core 76 by the heat of the sub-engine 20 may be used. For example, it is good also as a structure provided with the radiator which discharge | releases the heat of the cooling water of the subengine 20 to air | atmosphere. Further, the cooling water of the sub-engine 20 may be shared with the cooling water of the main engine 10.

  An electric heater (hereinafter referred to as “PTC heater”) 92 using, for example, a PTC (positive temperature coefficient) thermistor as a heating element is installed side by side with the heater core 76 on the vehicle interior side of the heater core 76. The PTC heater 92 is connected to the sub ECU 60. Then, the amount of power supplied to the PTC heater 92 is adjusted by the sub ECU 60 to control the amount of heat generated by the PTC heater 92.

  A blower blower 94 is disposed outside the heater core 76 in the passenger compartment. The blower 94 is a blower configured by a fan and a blower motor. The heat discharged from the heater core 76 and the PTC heater 92 is supplied into the vehicle interior by the air blown from the blower blower 94. The blower blower 94 is connected to the sub ECU 60, and the rotation speed of the blower motor that rotates the fan is controlled by the sub ECU 60. By controlling the rotational speed of the fan, the amount of air blown into the passenger compartment is adjusted, and the amount of heat supplied to the passenger compartment is adjusted.

  The operation of the sub-engine 20 and the heating device 1 is controlled by a sub-engine electronic control unit (hereinafter referred to as “sub-ECU”) 60. In addition to the water temperature sensor 61, the electric water pump 74, the PTC heater 92, and the blower blower 94, the sub ECU 60 is connected to a room temperature sensor 62 that detects the temperature in the passenger compartment and a heating switch 63 that operates the heating device 1. ing. The sub-ECU 60 includes an injector driver circuit that drives the injector 250, a motor driver circuit that drives the electric water pump 74, an output circuit that operates the PTC heater 92, a motor driver circuit that drives the blower blower, and the like. .

  The sub-ECU 60 includes a microprocessor for performing calculations, a ROM for storing a program for causing the microprocessor to execute each process, a RAM for storing various data such as calculation results, and a 12V battery (not shown). Has a backup RAM or the like.

  Then, by the microprocessor or the like, a temperature increase request detecting unit 60A that detects a temperature increase request for cooling water based on the operating state of the heating switch 63, that is, the operating state of the heating device 1, and the cooling inside the sub ECU 60, When a water temperature increase request is detected, the amount of fuel supplied to the sub-engine 20 is increased based on the cooling water temperature, and the power value supplied to the PTC heater 92 is increased based on the increased amount of fuel. A control unit 60B to be adjusted is constructed.

  The sub ECU 60 calculates control values such as a fuel injection amount and a target power amount based on output values from the various sensors. And a driver circuit etc. are driven based on the calculated control value, and operation of sub engine 20 and heating device 1 is controlled comprehensively.

  Next, the operation of the heating apparatus according to the present embodiment will be described with reference to FIG. Here, FIG. 3 is a flowchart showing a processing procedure of the passenger compartment heating process in the heating device 1. The vehicle compartment heating process shown in FIG. 3 is executed in synchronization with the rotation of the sub-engine 20.

In step S100, a determination is made as to whether or not the heating switch 63 that operates the heating device 1 is in the ON state. Here, when the heating switch 63 is in the on state, the process proceeds to step S104. On the other hand, when the heating switch 63 is in the OFF state, the process proceeds to step S102. In step S102, zero is substituted into the fuel increase correction amount A _n is a correction amount for increasing the amount of fuel supplied to the sub-engine 20, the fuel increase correction amount A _n is initialized. Thereafter, the process is temporarily exited.

  In step S104, it is determined whether or not the cooling water temperature T of the sub-engine 20 is lower than a predetermined value α, that is, whether or not the cooling water needs to be raised. Here, when the cooling water temperature T is lower than the predetermined value α, that is, when it is determined that the cooling water needs to be heated, the process proceeds to step S110. On the other hand, when the cooling water temperature T is equal to or higher than the predetermined value α, that is, when it is determined that it is not necessary to raise the cooling water, the process proceeds to step S106.

In step S106, a predetermined value Δa is subtracted from the previous calculated value of the fuel increase correction amount (hereinafter referred to as “previous value of fuel increase correction amount”) _An−1 , and the subtraction result is the current calculated value of the fuel increase correction amount (hereinafter referred to as “the fuel increase correction amount previous value”). It is) a _n as "fuel increase correction amount present value".

In step S108, the fuel increase correction amount present value A _n calculated in step S106 it is determined whether the greater than zero is performed. If the fuel increase correction amount current value _An is less than or _equal to zero, the process proceeds to step S102. In step S102, zero is substituted into the fuel increase correction amount present value _{A n.} Thereafter, the process is temporarily exited. On the other hand, if the fuel increase correction amount current value _An is greater than zero, the process proceeds to step S118.

In the present embodiment, the fuel increase correction amount current value _An is gradually reduced to zero by subtracting the predetermined value Δa from the fuel increase correction amount previous value An _n−1 every time this process is executed. . In this way, the fuel increase correction amount current value _An is gradually decreased, so that the torque fluctuation when reducing the amount of fuel supplied to the sub-engine 20 can be moderated and the torque shock can be suppressed. it can.

When step S104 is affirmed, that is, when it is determined that the cooling water needs to be raised, in step S110, the predetermined value Δa is added to the previous value A _n−1 of the fuel increase correction amount, and the addition result is is a fuel increase correction amount present value a _n.

In subsequent step S112, based on the cooling water temperature T, a target increase A _trg that is a target increase value of the fuel is calculated. The target increase amount A _trg reflects the amount of heat generated in the sub-engine 20 necessary for setting the cooling water temperature T to the predetermined value α. In other words, the opening degree of the electronically controlled throttle valve 230 is set so that the heat generation amount of the sub-engine 20 becomes a heat generation amount necessary for setting the cooling water temperature T to the predetermined value α, and the electronically controlled throttle valve A target increase amount A _trg is calculated based on the opening degree of the valve 230. As a result, as shown in FIG. 4, the target increase amount A _trg is decreased as the cooling water temperature T increases.

Next, in step S114, the fuel increase correction amount present value _{A n} calculated it is determined whether the target bulking _{A trg} greater than that calculated in step S112 is performed in step S110. Here, when the fuel increase correction amount current value _An is equal to or _smaller than the target increase amount A _trg , the process proceeds to step S118 as it is. On the other hand, when the fuel increase correction amount present value _{A n} is larger than the target increased _{A trg} is after the target increasing _{A trg} is assigned to the fuel increase correction amount present value _{A n} in step S116, the process proceeds to step S118 .

In the present embodiment, each time this process is executed, the fuel increase correction amount current value _An is gradually increased to the target increase amount A _trg by adding the predetermined value Δa to the fuel increase correction amount previous value An _n−1. Will be increased. Thus, the fuel increase correction amount current value _An is gradually increased, so that torque fluctuations when the amount of fuel supplied to the sub-engine 20 is increased can be moderated, and torque shock can be suppressed. it can.

After the fuel increase correction amount present value A _n is calculated, in step S118, the increase amount of electric energy supplied to the PTC heater 92 based on the fuel increase correction amount present value A _n, i.e. the electrical load increase of the PTC heater 92 A large amount of W is required. Specifically, the ROM of the sub ECU 60 stores a map (electric load increase amount map) that defines the relationship between the fuel increase correction amount current value _An and the electric load increase amount W, and the fuel increase correction amount. electrical load increase amount W is determined by the electrical load increase amount map is retrieved based on the current value a _n.

As shown in FIG. 5, the electric load increase amount map is set so that the electric load increase amount W increases as the fuel increase correction amount current value _An increases.

In the subsequent step S120, the fuel increased in accordance with the calculated fuel increase correction amount current value _An is injected from the injector 250 and supplied to the sub-engine 20. Further, the electric power increased according to the electric load increase amount W calculated in step S118 is supplied to the PTC heater 92.

  According to the present embodiment, when the temperature increase request for the coolant of the sub-engine 20 is detected, the amount of fuel supplied to the sub-engine 20 is increased based on the coolant temperature T. As the amount of fuel increases, the amount of heat generated by the sub-engine 20 increases, and the coolant temperature rises. On the other hand, the amount of electric power supplied to the PTC heater 92 is increased based on the increased amount of fuel. In this case, the engine output that increases as the fuel amount increases is absorbed by the power generation load of the alternator 36 that increases as the amount of power supplied to the PTC heater 92 increases. It is suppressed. In this way, it is possible to increase the coolant temperature while suppressing an increase in the engine speed of the sub-engine 20 that is maintained at a speed capable of driving the auxiliary machine with high efficiency. Therefore, it becomes possible to ensure the heating capacity while suppressing a reduction in the efficiency of the auxiliary machine due to the increase in the rotation speed of the sub-engine 20.

  Further, according to the present embodiment, the amount of fuel supplied to the sub-engine 20 is increased, and the amount of electric power supplied to the PTC heater 92 is increased to increase the amount of heat generated by the PTC heater 92. The vehicle compartment temperature can be raised with better responsiveness compared to the case where only the water temperature rises.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made. For example, in step S100 of the vehicle compartment heating process, the process is branched according to the operation state of the heating switch 63, but the process may be branched according to a target set temperature of the heating device 1 or a vehicle interior temperature. Moreover, although the case where it applied to the heating apparatus 1 was demonstrated as an example as a suitable embodiment of this invention, if it is an apparatus which uses the cooling water of the sub-engine 20 as a heat source, it may be applied besides a heating apparatus. it can.

It is a figure which shows the principal part structure of the heating apparatus which concerns on embodiment. It is a figure which shows the structure of the main engine and auxiliary engine in embodiment. It is a flowchart which shows the process sequence of a vehicle interior heating process. It is a figure which shows the relationship between cooling water temperature and target increase. It is a figure which shows an example of an electrical load increase amount map.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Heating apparatus, 10 ... Main engine, 20 ... Sub engine, 36 ... Alternator, 50 ... Main ECU, 60 ... Sub ECU, 60A ... Temperature rising request detection part, 60B ... Control part, 61 ... Water temperature sensor, 62 ... Room temperature Sensor, 63 ... Heating switch, 74 ... Electric water pump, 76 ... Heater core, 92 ... PTC heater.

Claims (3)

An auxiliary engine that is provided separately from the main engine for driving the vehicle and that drives the auxiliary equipment for the vehicle including the generator;
A temperature increase request detecting means for detecting a temperature increase request for cooling water in an apparatus using a cooling water for cooling the auxiliary engine as a heat source;
When the temperature rise request detecting means detects the temperature rise request for cooling water, the amount of fuel supplied to the auxiliary engine is increased based on the temperature of the cooling water, and the power generation is performed based on the increased amount of fuel. And a control means for adjusting the amount of power supplied to the electric load that consumes the power generated by the machine. The device is a vehicle air conditioner;
The cooling water temperature control device according to claim 1, wherein the temperature increase request detection means detects a temperature increase request for cooling water based on an operating state of the vehicle air conditioner.   The cooling water temperature control device according to claim 1, wherein the electric load is an electric heater.

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