JP4911136B2 - Control device for vehicle heat exchange system - Google Patents

Description

  The present invention relates to a control device for a heat exchange system for a vehicle, and more specifically, a temperature sensor for detecting a temperature of a cooling medium in an engine body of an internal combustion engine using an electric fan for a heater core and an electric cooling medium pump. The present invention relates to a control device for a vehicle heat exchange system that is driven based on the detected temperature value.

  The vehicle is provided with various heat exchange systems such as a heating device for heating the passenger compartment and a cooling device for cooling the internal combustion engine, and releases or uses heat generated in the internal combustion engine. The system includes a heat exchanger (for example, a heater core and a radiator) connected to the internal combustion engine via a cooling water passage, and an electric fan (for example, a heater blower and a cooling fan) that forms an air flow around the heat exchanger. For example, an electric cooling water pump for forcibly circulating the cooling water in the cooling water passage is provided. And when the cooling water temperature by the side of a heat exchanger becomes more than predetermined temperature, it supplies with electricity to an electric fan, and drives an electric fan.

  By the way, at the time of cold start of the internal combustion engine, in order to improve fuel consumption, it is known that the internal combustion engine is warmed up early to reduce the friction of the internal combustion engine. Therefore, in a configuration including an electric cooling water pump, it has been proposed to stop the driving of the cooling water pump when the internal combustion engine is cold-started (see, for example, Patent Document 1). That is, in the system of Patent Document 1, the cooling water stays in the internal combustion engine by stopping the circulation of the cooling water when the internal combustion engine is cold started. This promotes warm-up.

Further, it has been proposed to drive and control the cooling water pump in consideration of the cooling water temperature in the heat exchanger in addition to the cooling water temperature in the internal combustion engine (see, for example, Patent Document 2). In Patent Document 2, the coolant temperature is detected by a water temperature sensor provided on the internal combustion engine side and a water temperature sensor provided on the heat exchanger side, and the water temperature detection value on the internal combustion engine side is equal to or greater than a first threshold value. At the same time, it is disclosed that when the detected water temperature value on the heat exchanger side is less than a second threshold value, the cooling water pump is driven to increase the cooling water temperature on the heat exchanger side.
JP 2000-104548 A JP 2000-303841 A

  When warming up the internal combustion engine with the cooling water pump stopped, the temperature rise of the cooling water differs between the internal combustion engine side and the heat exchanger side. The water temperature rises slowly. Therefore, if warming up is performed with the cooling water pump stopped, a temperature difference occurs in the cooling water as viewed in the entire system.

  On the other hand, in the heat exchange system, generally, the temperature of the cooling water in the internal combustion engine body is detected by a water temperature sensor, and drive control of the cooling water pump and the electric fan is performed based on the detected water temperature. In this configuration, when the internal combustion engine is warmed up with the cooling water pump being stopped, if the cooling water pump and the electric fan are driven based on the detected water temperature before starting the cooling water pump, the temperature difference is increased. As a result, the electric fan or the like may be driven even though the actual cooling water temperature on the heat exchanger side is lower than the detected water temperature. In such a case, the electric fan or the like is in a driving state even though the temperature condition for driving the electric fan or the like is not actually satisfied, and power consumption of the electric fan or the like is wasted. Further, since the circulation of the cooling water is started before the necessity of driving the cooling water pump occurs, there is a concern that the time for the cooling water to stay in the internal combustion engine is shortened and the time required to complete the warm-up is prolonged. Is done.

  The present invention has been made in order to solve the above-described problems, and can operate an electric fan or a cooling water pump under an appropriate temperature condition, thereby suppressing generation of wasteful power consumption. An object is to provide a control device for a vehicle heat exchange system. Another object of the present invention is to provide a control device for a vehicle heat exchange system that can realize early warm-up.

  The present invention employs the following means in order to solve the above problems.

The present invention is a heat exchanger that circulates a cooling medium that cools an in-vehicle internal combustion engine and performs heat exchange between the cooling medium and air, an electric fan that forms a flow of air around the heat exchanger, A cooling medium pump that circulates the cooling medium in a flow rate adjustable in an internal passage of the internal combustion engine and a cooling medium path that connects the internal combustion engine and the heat exchanger; and the cooling medium in the engine body of the internal combustion engine. Control of a vehicle heat exchange system that is applied to a vehicle heat exchange system that includes a temperature sensor that detects temperature, and that controls driving of the electric fan and the coolant pump based on a temperature detection value detected by the temperature sensor Relates to the device. The control device for the vehicle heat exchange system having the first configuration includes a pump drive control unit that performs drive limitation of the cooling medium pump and release of the drive limitation, and drive limitation of the cooling medium pump by the pump drive control unit. Fan drive control means for driving the electric fan based on the temperature detection value after the release of the.

  In short, due to the drive restriction of the cooling medium pump, for example, in a state where the circulation of the cooling medium is stopped, the cooling medium whose temperature has increased in the internal combustion engine does not flow into the heat exchanger side. It is conceivable that a temperature difference occurs. Therefore, in the configuration in which the temperature sensor detects the temperature of the cooling water medium in the engine body of the internal combustion engine (for example, the outlet side temperature of the cooling medium in the engine body), when the cooling medium stops circulating, the temperature sensor is based on the temperature detection value. When the electric fan is driven and controlled, it is considered that the electric fan does not operate under an appropriate temperature condition, and the movement of the electric fan is wasted. In the present invention, since the operation of the electric fan is performed based on the detected water temperature value after the drive restriction of the cooling medium pump is released, the temperature difference between the internal combustion engine side and the heat exchanger side is eliminated. Electric fan drive control is performed using the detected temperature value. Therefore, the electric fan can be operated under an appropriate temperature condition, and as a result, it is possible to suppress wasteful consumption of electric power by the electric fan.

  Here, as the heat exchanger, for example, a heater core or a radiator is desirable. In that case, the electric fan is preferably a heater blower for a heater core or a cooling fan for a radiator. Moreover, as a cooling medium, water and oil are mentioned, for example.

When the drive restriction of the cooling medium pump is released and the circulation of the cooling medium is started, for example, the cooling medium before being heated by the internal combustion engine flows into the internal combustion engine. Therefore, it is conceivable that the temperature detection value in the temperature sensor temporarily rises after the cooling medium circulation starts and then rises again. That is, it can be determined that the temperature difference between the internal combustion engine side and the heat exchanger side has been eliminated at the time when the temperature detection value of the temperature sensor has changed from falling to rising after the start of circulation of the cooling medium. In view of this point, in the second configuration , the fan drive control unit controls the electric fan based on the detected water temperature value after the cooling medium pump drive restriction is released and then the change from the descending to the ascending. To drive. According to this configuration, the temperature of the internal combustion engine side and the heat exchanger side is controlled in order to drive and control the electric fan based on the temperature detection value after the cooling medium pump drive restriction is lifted and then changed from descending to rising. The drive control of the electric fan can be performed in a state where the difference is reliably eliminated.

The third configuration prohibits the fan drive control means from driving the electric fan based on the temperature detection value during a drive restriction period in which the cooling medium pump drive is restricted. According to this configuration, since the electric fan is not driven based on the temperature detection value while the cooling medium pump drive is limited, the temperature detection value is set in a situation where the temperature of the cooling medium on the heat exchanger side cannot be accurately detected. Based on this, it is possible to avoid driving the electric fan.

When starting the internal combustion engine, the cooling medium may be retained in the internal combustion engine by forcibly stopping the cooling medium pump for the purpose of promoting warm-up. At this time, since the engine is warming up, the temperature difference between the internal combustion engine side and the heat exchanger side is likely to increase, and the deviation of the temperature detection value with respect to the actual temperature of the cooling medium in the heat exchanger may be large. In view of this point, in the fourth configuration , the pump drive control means implements drive restriction of the cooling medium pump during the start-up period of the internal combustion engine. According to this configuration, since the electric fan is driven based on the temperature detection value after driving the cooling medium pump during the start-up period of the internal combustion engine, it is possible to suitably obtain the effect of operating the electric fan under an appropriate temperature condition. Can do.

  Also, if the cooling medium pump drive restriction is canceled when there is a temperature difference between the internal combustion engine side and the heat exchanger side, the cooling medium temperature (that is, the temperature detection value) on the internal combustion engine side decreases as the restriction is removed. To do. Therefore, when the coolant pump is driven based on the temperature detection value during the drive restriction of the coolant pump, even if it is determined that the temperature detection value is an appropriate value and the drive restriction of the pump is released, As the temperature detection value decreases, it is considered that the cooling medium pump is not operating under an appropriate temperature condition after the drive restriction of the pump is released, and the movement of the cooling medium pump is wasted.

In view of that, the fifth configuration is configured such that, while the cooling medium pump driving is limited, the cooling medium pump driving limitation is canceled and the cooling medium is circulated to the heat exchanger side. Temperature calculation means for calculating the temperature of the medium as the estimated temperature value is provided. Further, the pump drive control means releases the drive restriction of the cooling medium pump based on the estimated temperature value calculated by the temperature calculation means during the drive restriction of the cooling medium pump. According to this configuration, the cooling medium temperature after the cooling medium pump drive restriction is released is estimated, and the cooling medium pump drive restriction is released based on the estimated temperature value. Immediately after the drive restriction is released, the temperature becomes close to the estimated temperature value. Therefore, by appropriately setting the temperature at which the drive restriction of the cooling medium pump is released, the cooling medium pump can be quickly operated under an appropriate temperature condition after the drive restriction of the cooling medium pump is released. The useless movement of the cooling medium pump can be suppressed and the power consumption of the cooling medium pump can be suppressed. Further, since the cooling medium pump is operated under proper temperature conditions, the cooling medium circulation is not started before the cooling medium pump needs to be driven. Therefore, it is possible to prevent the time for which the cooling medium is retained in the internal combustion engine from being shortened unnecessarily, and as a result, early warm-up of the internal combustion engine can be realized.

A sixth configuration includes a heat exchanger that circulates a cooling medium that cools an in-vehicle internal combustion engine and performs heat exchange between the cooling medium and air, and an electric fan that forms a flow of air around the heat exchanger A cooling medium pump that circulates the cooling medium through the cooling medium passage that connects the internal combustion engine and the internal combustion engine and the heat exchanger so that the flow rate can be adjusted, and detects the cooling medium temperature at a predetermined position. And a control device for the vehicle heat exchange system, which is applied to a vehicle heat exchange system including the temperature sensor and controls driving of the electric fan and the cooling medium pump based on a temperature detection value detected by the temperature sensor. About. According to the present invention, the temperature of the cooling medium in a state where the driving restriction of the cooling medium pump is released and the cooling medium is circulated to the heat exchanger side while the driving restriction of the cooling medium pump is performed is the estimated temperature value. Temperature calculating means for calculating, and pump driving control means for releasing the driving restriction of the cooling medium pump based on the estimated temperature value calculated by the temperature calculating means during driving restriction of the cooling medium pump.

  In short, due to the drive restriction of the cooling medium pump, for example, in a state where the circulation of the cooling medium is stopped, the cooling medium whose temperature has increased in the internal combustion engine does not flow into the heat exchanger side. It is conceivable that a temperature difference occurs. Therefore, in a configuration in which the temperature sensor is provided at a predetermined position of the internal combustion engine (for example, a position where the temperature of the cooling water medium in the engine body can be detected), the temperature of the temperature sensor is stopped when the cooling medium stops circulating. If the cooling medium pump and the electric fan are driven and controlled based on the detected value, it is considered that the cooling medium pump and the electric fan cannot be operated under an appropriate temperature condition due to the temperature difference. In the present invention, since the coolant temperature after the drive restriction of the coolant pump is canceled and the drive restriction of the coolant pump is canceled based on the estimated temperature value, the coolant temperature is limited to the coolant pump drive limit. Immediately after is released, the temperature is close to the estimated temperature value. Therefore, by appropriately setting the temperature at which the drive restriction of the cooling medium pump is released, the pump can be quickly operated under an appropriate temperature condition after the drive restriction of the cooling medium pump is released. It is possible to suppress useless movement and suppress power consumption of the cooling medium pump. Further, since the cooling medium pump is operated under proper temperature conditions, the cooling medium circulation is not started before the cooling medium pump needs to be driven. Therefore, it is possible to prevent the time for which the cooling medium is retained in the internal combustion engine from being shortened unnecessarily, and as a result, early warm-up of the internal combustion engine can be realized.

The seventh configuration is applied to a vehicle heat exchange system that starts driving the electric fan when the temperature detection value is equal to or higher than a predetermined fan driving start temperature. In this invention, the pump drive control means limits the drive of the cooling medium pump until the estimated temperature value is equal to or higher than the predetermined fan drive start temperature, and the estimated temperature value is the predetermined fan drive start temperature. At this point, the drive restriction of the cooling medium pump is released.

  According to this configuration, since the cooling medium pump is driven when the estimated temperature value reaches the driving start temperature of the electric fan, the cooling medium temperature (temperature detection value) is released after the driving restriction of the cooling medium pump is released. ) Immediately becomes a value near the fan drive start temperature. Therefore, the drive of the electric fan can be started immediately after the drive restriction of the cooling medium pump is released. In particular, in the configuration in which the cooling medium pump is driven in response to the drive request of the electric fan, the time from the start of driving the cooling medium pump to the start of driving the electric fan is shortened, thereby suppressing unnecessary movement of the cooling medium pump. This is preferable.

In an eighth configuration , the temperature calculating means calculates a temperature change amount of the cooling medium based on an amount of heat transferred from the internal combustion engine to the cooling medium, and the cooling medium temperature at the start of the internal combustion engine and the temperature The estimated temperature value is calculated based on the temperature change amount. According to this configuration, the amount of change in the temperature of the cooling medium is estimated from the amount of heat actually transmitted from the internal combustion engine to the cooling medium (the amount of heat received), so the cooling medium temperature in a state where the circulation restriction of the cooling medium is released Can be calculated relatively easily and accurately. Here, for the amount of heat received by the cooling medium, for example, the amount of heat generated by the internal combustion engine is calculated using the amount of fuel injection or the amount of intake air, and the amount of heat corresponding to the cooling loss ratio (for example, 30%) of the amount of generated heat. Is transmitted to the cooling medium.

  When the heat exchanger is a heater core for vehicle interior heating, when the electric fan (heater blower) is driven even though the actual cooling medium temperature on the heater core side is low, relatively low-temperature air is sent into the vehicle interior. For this reason, it is impossible to meet each heating request, and the passenger feels uncomfortable. In addition, when the cooling medium pump drive restriction is released and the cooling medium is circulated to the heater core in order to meet the heating requirement, the cooling medium pump is cooled if the cooling medium pump is driven before the temperature of the cooling medium in the heater core reaches an appropriate temperature. The movement of the medium pump is wasted, and the power consumption of the cooling medium pump is increased.

In view of this point, the ninth configuration further includes heating request detection means for detecting that there is a heating request in the passenger compartment, and the heat exchanger is a heater core as a heating heat exchanger, and the electric fan Is a heater blower that forms an air flow around the heater core, and the pump drive control means cancels the drive restriction of the cooling medium pump when the heating request detection means detects that there is a heating request. According to this configuration, since the heater blower is driven based on the temperature detection value after the drive restriction of the cooling medium pump is released, the heater blower can be operated under an appropriate temperature condition. Thereby, air of a suitable temperature for heating can be blown into the passenger compartment. Further, since the drive restriction of the cooling medium pump is released based on the estimated temperature value, the heating performance is secured promptly after the cooling medium pump is driven by appropriately setting the temperature at which the drive restriction of the cooling medium pump is released. As a result, wasteful consumption of electric power by the cooling medium pump can be suppressed.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments of the invention will be described with reference to the drawings. In the present embodiment, a heat exchange system is constructed for an in-vehicle multi-cylinder gasoline engine that is an internal combustion engine. In this system, an electronic control unit (hereinafter referred to as ECU) is used as a center to cool the engine, air condition the vehicle interior, and the like. FIG. 1 shows an overall schematic configuration diagram of this heat exchange system.

  The heat exchange system is provided with a cooling device 20 for cooling the engine 11. As for the cooling device 20, a water jacket 21 is formed in the main body (cylinder block or cylinder head) of the engine 11, and cooling water is injected into the water jacket 21.

  The water jacket 21 is connected to the radiator 22 via a cooling water passage 23 composed of an outward flow path and a return flow path. An electric water pump 25 is provided at the cooling water inlet of the water jacket 21. When the water pump 25 is driven by energization from a battery (not shown), the cooling water circulates through the water jacket 21 and the cooling water passage 23 along with the driving. The cooling water takes heat of the engine 11 while passing through the water jacket 21 and is then introduced into the radiator 22 through the cooling water passage 23. Then, after the cooling water is cooled by the radiator 22, it is returned again to the engine 11 through the cooling water passage 23. As a result, the engine 11 is maintained at an appropriate temperature (for example, 80 ° C.).

  A thermostat 24 is provided in the middle of the cooling water passage 23 (the radiator 22 → the engine 11). The thermostat 24 changes the flow path of the cooling water by operating according to the cooling water temperature. Specifically, the thermostat 24 is closed when the coolant temperature is relatively low (for example, when the engine 11 is cold started), and stops the circulation of the coolant between the engine 11 and the radiator 22. Let Thereby, since the cooling water cooled by the radiator 22 is not supplied to the engine 11, the engine 11 is warmed up quickly.

  When the coolant temperature on the engine 11 side reaches a thermostat valve opening temperature (for example, about 70 ° C.), the thermostat 24 is opened, and the coolant circulates between the engine 11 and the radiator 22. Thereby, since the cooling water from the radiator 22 is supplied to the engine 11 side, the engine 11 is maintained at an appropriate temperature.

  An electric cooling fan 26 is provided in the vicinity of the radiator 22. The cooling fan 26 is rotationally driven by receiving power supply from a battery (not shown), and the rotation forms an air flow around the radiator 22. Thereby, the heat dissipation effect of the radiator 22 is enhanced, and cooling of the cooling water in the radiator 22 is promoted.

  Further, the heat exchange system is provided with a heating device 30 that heats the passenger compartment by using heat generated by the engine 11. The heating device 30 is provided with a heater core 31, the inlet side of the heater core 31 is connected to the water jacket 21 via the cooling water passage 32, and the outlet side thereof is the cooling water passage 23 (thermostat 24 → engine 11) of the cooling device 20. Are connected via a cooling water passage 32. When the water pump 25 is driven, cooling water is pumped from the engine 11 to the heater core 31, and the cooling water passes through the heater core 31. Heat exchange is performed between the cooling water and the air around the heater core 31 while the cooling water passes through the heater core 31, and then the cooling water is returned to the engine 11 through the cooling water passage 32.

  An electric heater blower 33 is provided in the vicinity of the heater core 31. The heater blower 33 is rotationally driven by receiving power supply from a battery (not shown), and the rotation forms an air flow around the heater core 31. Thereby, the air warmed by the heater core 31 is blown into the vehicle interior, and warm air is sent into the vehicle interior.

  Further, a cooling water temperature sensor 12 that detects the cooling water temperature on the outlet side of the cooling water of the engine 11 is attached to the cylinder block of the engine 11. In addition, this system includes a crank angle sensor 13 that outputs a crank angle signal at every predetermined crank angle of the engine, a heating switch 14 that is turned on in response to a passenger's heating request, a vehicle speed sensor 15 that detects the speed of the vehicle, and the like. Is provided.

  As is well known, the ECU 40 is mainly composed of a microcomputer (hereinafter referred to as a microcomputer) 41 composed of a CPU, ROM, RAM, and the like, and executes various control programs stored in the ROM, so that the engine operation state can be changed each time. In response, various controls of the engine 11 are performed. Specifically, the microcomputer 41 of the ECU 40 inputs various detection signals from the above-described various sensors, calculates a fuel injection amount, an ignition timing, and the like based on these various detection signals and the like. The driving of the ignition device is controlled, or the driving of the water pump 25, the cooling fan 26, and the heater blower 33 is controlled.

  Specifically, regarding the drive control of the water pump 25, during normal running, the water pump 25 is driven to circulate cooling water between the engine 11, the cooling device 20, and the heating device 30. On the other hand, when the engine 11 is cold started, the water pump 25 is stopped driving until the water temperature detection value becomes equal to or higher than the circulation start temperature (for example, 90 ° C. or 100 ° C.). Thereby, the cooling water is retained in the water jacket 21 and the warm-up of the engine 11 is promoted.

  Specifically, the drive control of the heater blower 33 is specifically performed by inputting an ON signal from the heating switch 14 and the water temperature detection value of the cooling water temperature sensor 12 is the lower limit temperature of the warm air into the vehicle interior (the blower drive start temperature Twb, For example, when the temperature is 40 ° C. or 50 ° C. or higher, the heater blower 33 is energized to rotate the heater blower 33. On the other hand, when the detected water temperature is lower than the blower drive start temperature Twb, the air around the heater core 31 is not sufficiently warmed, so that the heater blower 33 stops driving even when the heating switch 14 is turned on. Leave.

  Further, with regard to drive control of the cooling fan 26, specifically, cooling is performed when the detected water temperature value of the cooling water temperature sensor 12 is equal to or higher than the fan drive start temperature (for example, 100 ° C.) and the vehicle speed is equal to or lower than a predetermined speed. The fan 26 is energized to drive the cooling fan 26 to rotate.

  FIG. 2 is a time chart showing the relationship between the driving state of the water pump 25 and the heater blower 33 and the transition of the cooling water temperature when the engine 11 is cold started. 2A shows the presence / absence of a heating request, FIG. 2B shows the ON / OFF transition of the water pump 25, and FIG. 2C shows the ON / OFF transition of the heater blower 33. Moreover, (d) of FIG. 2 shows transition of the cooling water temperature, and (e) shows transition of the passenger compartment air temperature. The solid line in FIG. 2 (d) shows the transition of the water temperature detected value by the cooling water temperature sensor 12 (that is, the cooling water temperature at the outlet side of the engine 11), and the alternate long and short dash line shows the transition of the cooling water temperature at the inlet side of the heater core 31. .

  In FIG. 2, when the engine 11 is started, warm-up of the engine 11 is started with the water pump 25 stopped driving. Thereby, as shown by a solid line in FIG. 2 (d), the coolant temperature in the engine 11 rises and the water temperature detection value Twd gradually rises. When the detected water temperature value Twd reaches the blower drive start temperature Twb, the heater blower 33 is rotationally driven by energization of the heater blower 33. Thereafter, when the water temperature detection value Twd further rises and reaches the circulation start temperature Twp, the water pump 25 is driven by energization of the water pump 25. Thereby, circulation of the cooling water is started between the engine 11 and the heater blower 33. At this time, the thermostat 24 is kept closed.

  In addition, as for the cooling water temperature, the engine is warmed up while the water pump 25 is stopped, so the cooling water temperature on the engine 11 side (solid line in FIG. 2D) is the cooling water temperature on the heater core 31 side. Compared to the one-dot chain line in FIG. As a result, as shown in FIG. 2D, when the water pump 25 is stopped, a temperature difference occurs between the cooling water between the engine 11 side and the heater core 31 side. When the water pump 25 is driven, the cooling water temperature on the engine 11 side decreases and the cooling water temperature on the heater core 31 side increases. Then, both cooling water temperature becomes the same and the temperature difference in the cooling water passages 32 and 23 is eliminated. Therefore, as shown by the solid line in FIG. 2 (d), the water temperature detection value Twd gradually increases while the water pump 25 is stopped, and then the water pump 25 starts to be driven (FIG. 2 ( At d) point A), it turns from rising to falling. Then, at the time when the temperature difference in the cooling water passages 32 and 23 is eliminated (point B in FIG. 2 (d)), the water temperature detection value Twd changes from falling to rising.

  Further, when the water pump 25 is stopped, there is a temperature difference between the engine 11 side and the heater core 31 side. Therefore, even if the detected water temperature Twd reaches the blower drive start temperature Twb, the actual cooling water on the heater core 31 side. The temperature is lower than the blower drive start temperature Twb by ΔTwh (see FIG. 2D). Therefore, when the heater blower 33 is driven based on the detected water temperature value Twd while the water pump 25 is stopped, the cooling water temperature on the heater core 31 side is less than the blower drive start temperature Twb (in the period C in FIG. 2). ), The heater blower 33 is driven. In this case, the heater blower 33 is driven even though the heating performance of the heating device 30 is not ensured, and waste of power consumption of the heater blower 33 in the period C occurs. In addition, the time during which air having a temperature lower than the blower drive start temperature Twb is sent to the vehicle interior becomes longer, which makes the passenger feel uncomfortable. Furthermore, since the water pump 25 is driven before the heating performance of the heating device 30 is ensured (D period in FIG. 2), waste of power consumption of the water pump 25 in the D period occurs. In addition, the time for the cooling water to stay in the engine 11 is unnecessarily shortened, and there is a possibility that the time required to complete the warm-up will be prolonged.

  Therefore, in the present embodiment, as the drive control of the heater blower 33, the heater blower 33 is driven based on the water temperature detection value Twd after the water pump 25 is driven. Further, as the drive control of the water pump 25, the coolant temperature in a state where the coolant is circulated to the heater core 31 while the drive of the water pump 25 is stopped is calculated as the estimated water temperature Twe, and the calculated estimated coolant temperature Twe. Based on the above, the water pump 25 is driven. As this process, the microcomputer 41 of the ECU 40 executes the following process.

  FIG. 3 is a flowchart showing an example of a processing procedure for driving the water pump 25 and the heater blower 33. This process is executed at predetermined intervals by the microcomputer 41 of the ECU 40 when the engine 11 is started when the heating switch 14 is turned on. In FIG. 3, first, in step S10, it is determined whether or not the water pump 25 is stopped. If the water pump 25 is stopped, the process proceeds to step S11 and the drive of the heater blower 33 is prohibited.

  In subsequent steps S12 to S14, the estimated water temperature Twe is calculated. Specifically, first, in step S12, the coolant temperature (starting water temperature) Tws at the time of starting the engine 11 is stored. In step S13, the temperature change ΔTwe of the cooling water from the previous time is calculated. In the present embodiment, the heat capacity of the entire portion where heat is transmitted via the cooling water is stored in advance, and the amount of heat transferred from the engine 11 to the cooling water (the amount of heat received by the cooling water) is divided by the heat capacity to cool the heat. A temperature change ΔTwe of water is calculated. Here, with regard to the amount of heat received by the cooling water, the amount of heat generated by the engine is calculated using, for example, the amount of fuel injection or the amount of intake air, and the amount of heat corresponding to the ratio of cooling loss (for example, 30%) to the calculated amount of generated heat. Is calculated as being transmitted to the cooling water.

  In step S14, the estimated water temperature Twe is calculated from the starting water temperature Tws of the engine 11 and the temperature change ΔTwe of the cooling water. That is, in the present embodiment, the initial water temperature estimated value is set to the starting water temperature Tws, and the temperature change estimated value Twe current value is calculated by adding the temperature change ΔTwe to the previous value of the water temperature estimated value Twe.

  Subsequently, in step S15, it is determined whether or not the estimated water temperature Twe is equal to or higher than the drive start temperature Twb of the heater blower 33. If the estimated water temperature Twe is less than the blower drive start temperature Twb, the process proceeds to step S16 and the water pump 25 is driven. Leave stopped. On the other hand, if the estimated water temperature value Twe is equal to or higher than the blower drive start temperature Twb, the process proceeds to step S17, and the water pump 25 is driven.

  When the water pump 25 is driven, the process proceeds to step S18, and it is determined whether or not the detected water temperature value Twd after driving the water pump 25 is equal to or higher than the blower driving start temperature Twb. In this embodiment, after the water pump 25 is switched from the stopped state to the driving state, attention is paid to the fact that the water temperature detection value Twd changes from falling to rising when the temperature difference in the cooling water passages 32 and 23 is eliminated (see FIG. In step S17, the water temperature detection value Twd after the water temperature detection value Twd has changed from a decrease to an increase is compared with the blower drive start temperature Twb. If the water temperature detection value Twd after the water temperature detection value Twd has changed from a decrease to an increase is less than the blower drive start temperature Twb, the process proceeds to step S19, and the heater blower 33 is brought into a drive stop state. On the other hand, if the water temperature detection value Twd after the water temperature detection value Twd has changed from descending to rising is equal to or higher than the blower drive start temperature Twb, the process proceeds to step S20, and the heater blower 33 is set in the driving state.

  FIG. 4 is a time chart showing the relationship between the driving state of the water pump 25 and the heater blower 33 and the transition of the coolant temperature in the present embodiment. 4 (a) to 4 (e), as in FIG. 2, (a) shows the presence or absence of a heating request, (b) shows the ON / OFF transition of the water pump 25, and (c) shows the heater blower. 33 shows the transition of ON / OFF. Moreover, (d) of FIG. 4 shows transition of the cooling water temperature, and (e) shows transition of the passenger compartment air temperature. The solid line in FIG. 4D shows the transition of the water temperature detected value by the cooling water temperature sensor 12 (that is, the cooling water temperature at the outlet side of the engine 11), and the alternate long and short dash line shows the transition of the cooling water temperature at the inlet side of the heater core 31. The two-dot chain line shows the transition of the estimated water temperature Twe.

  As shown by a two-dot chain line in FIG. 4D, the water pump 25 is driven when the estimated water temperature Twe increases as the engine warms up and reaches the blower drive start temperature Twb (at point A in FIG. 4). Is done. Thereby, cooling water circulates between the engine 11 and the heater core 31. Further, when the predetermined time has elapsed after driving the water pump 25 (at point B in FIG. 4), the temperature difference in the cooling water passages 32 and 23 is eliminated, and the water temperature detection value Twd is equal to or higher than the blower driving start temperature Twb. At this point (at point B in FIG. 4D), the drive of the heater blower 33 is started. As a result, as shown in FIG. 4E, warm air equal to or higher than the blower drive start temperature Twb is blown into the vehicle compartment immediately after the heater blower 33 is driven. Further, since driving of the heater blower 33 is stopped up to point B in FIG. 4, waste of power consumption used for driving the heater blower 33 is suppressed. In addition, when the water pump 25 is driven, the estimated value of the coolant temperature after circulation (water temperature estimated value) is a temperature necessary for ensuring the heating performance. Is ensured for a relatively short time (AB period in FIG. 4D), and waste of power consumption of the water pump 25 is suppressed.

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

  Since the operation of the heater blower 33 is performed based on the detected water temperature value Twd after the start of driving the water pump 25, the heater blower 33 is operated based on the detected water temperature value Twd after the temperature difference between the engine 11 and the heater core 31 is eliminated. Driven. Thereby, it is possible to avoid the heater blower 33 being operated in a state where the actual cooling water temperature on the heater core 31 side is lower than the blower drive start temperature Twb, and the power consumption of the heater blower 33 can be suppressed. Further, since the heater blower 33 is driven in a state where the actual cooling water temperature on the heater core 31 side is equal to or higher than the blower drive start temperature Twb, warm air equal to or higher than the blower drive start temperature Twb is immediately blown into the vehicle interior after the heater blower 33 is driven. can do.

  In order to drive the water pump 25 based on the estimated water temperature Twe, the coolant temperature (water temperature estimated value Twe) in a state where the coolant is circulated to the heater core 31 side is calculated while the water pump 25 is stopped. The cooling water temperature can be immediately set to the estimated water temperature value Twe (in this embodiment, the blower driving start temperature Twb) as a reference for starting the driving of the water pump 25 or a value in the vicinity thereof immediately after the driving of the water pump 25 is started. . That is, the cooling water temperature (water temperature detection value) of the heater core 31 after driving the water pump 25 can be quickly set to the fan driving start temperature Tws, and the heating capacity of the heating device 30 is ensured promptly after the water pump 25 is driven. be able to. As a result, useless movement of the water pump 25 can be suppressed, and consequently power consumption of the water pump 25 can be suppressed. Further, it is possible to avoid the time for which the cooling water stays in the engine 11 from being unnecessarily shortened, and to realize early warm-up.

  In addition, the estimated temperature of the water temperature Twe is calculated based on the amount of cooling water received based on the amount of heat received from the cooling water, and is calculated from the starting water temperature Tws and the temperature variation ΔTwe of the engine 11. Twe can be calculated relatively easily and accurately. Since the heater blower 33 is driven based on the detected water temperature Twd after the water temperature detected value after starting the circulation of the cooling water changes from falling to rising, the temperature difference between the engine 11 and the heater core 31 is reliably eliminated. The heater blower 33 can be driven.

  Since driving of the heater blower 33 is prohibited while the driving of the water pump 25 is stopped, it is avoided that the heater blower 33 is driven based on the detected water temperature Twd in a situation where the cooling water temperature in the heater core 31 cannot be accurately detected. Can do.

Further, during engine warm-up, the temperature difference between the coolant and the engine 11 and the heater core 31 tends to increase due to the stoppage of the water pump 25. The above control is performed as the engine starts. The effect of operating under various temperature conditions can be suitably obtained. (Other embodiments)
In the above embodiment, when the heater blower 33 is driven based on the water temperature detection value Twd, the water temperature detection value Twd actually detected by the cooling water temperature sensor 12 is equal to or higher than the blower drive start temperature Twb after the water pump 25 is driven. However, instead of using the water temperature detection value Twd actually detected by the cooling water temperature sensor 12, the elapsed time after driving the water pump 25 is measured, and the elapsed time is a predetermined time. It is good also as a structure which drives the heater blower 33, when exceeding.

  In the above embodiment, when determining that the water temperature detection value Twd after the water pump 25 is driven is equal to or higher than the blower drive start temperature Twb, the water temperature detection value Twd after the water temperature detection value Twd has changed from descending to rising The blower drive start temperature Twb is compared, but the water temperature detection value Twd after a predetermined time has elapsed after the water pump 25 is driven may be compared with the blower drive start temperature Twb.

  In the above embodiment, when calculating the estimated water temperature value Twe, the temperature change amount ΔTwe for each cooling water is added to the water temperature at the start of the engine 11, and the value after the addition is used as the estimated water temperature value Twe. However, at each temperature detection value Twd after starting the engine, the driving of the water pump 25 is started, and the cooling water temperature in a state where the cooling water is circulated to the heater core 31 side is preset and stored by experiment. Alternatively, an experimental value corresponding to the temperature detection value Twd detected by the cooling water temperature sensor 12 may be set as the water temperature estimation value Twe. At this time, it is preferable to set the estimated water temperature value Twe according to the water temperature at the start. Specifically, the relationship between the detected water temperature value Twd and the estimated water temperature value Twe is set in advance as a map or the like for each starting water temperature of the engine 11, and the water temperature is determined using a map or the like corresponding to each starting water temperature. Estimated value Twe is calculated. Alternatively, the experimental value corresponding to each temperature detection value Twd may be corrected in accordance with the starting water temperature, and the corrected value may be used as the estimated water temperature Twe.

  In the above-described embodiment, the case where the driving of the water pump 25 is stopped as the driving restriction of the water pump 25 has been described. However, the driving restriction of the water pump 25 is driven with a driving force weaker than the full driving state of the water pump 25. The same can be said for the case. That is, even in a configuration in which the driving state of the water pump 25 is switched from the driving state with a weaker driving force than the full driving state to the full driving state, the water temperature detection value is obtained by eliminating the temperature difference between the engine 11 and the heater core 31. Since this changes, the same effect as described above can be obtained.

  In the above embodiment, the heat exchanger is the heater core 31 and the electric fan is the heater blower 33. However, the present invention may be applied to other heat exchangers and electric fans. For example, the heat exchanger may be the radiator 22 and the electric fan may be the cooling fan 26. Also in this configuration, similarly to the above, the driving of the water pump 25 is restricted, so that a temperature difference is generated between the engine 11 side and the radiator 22 side. Therefore, when the water temperature detection value Twd becomes the fan drive start temperature and the cooling fan 26 is driven while the water pump 25 is stopped, the actual coolant temperature in the radiator 22 is lower than the fan drive start temperature. It is possible. In such a case, although the cooling fan 26 does not need to promote heat dissipation of the radiator 22, the cooling fan 26 is driven and the cooling fan 26 wastes power. Therefore, by controlling the driving of the cooling fan 26 based on the detected water temperature value Wed after driving the water pump 25, the cooling fan can be operated under an appropriate temperature condition, and as a result, power is wasted by the cooling fan. It is possible to suppress consumption.

  In the above embodiment, the cooling water temperature sensor 12 is provided on the outlet side of the engine 11, but the position where the cooling water temperature sensor 12 is provided is not limited to this. For example, the cooling water temperature sensor 12 is provided on the inlet side of the engine 11. The water pump 25 or the heater blower 33 may be driven based on the detected water temperature detected on the inlet side of the engine 11. Alternatively, the cooling water temperature sensor 12 may be provided on the inlet side of the heater core 31 and the water pump 25 may be driven based on the detected water temperature value detected on the inlet side of the heater core 31. In this case, by driving the water pump 25 based on the estimated water temperature, the water pump 25 can be operated under an appropriate temperature condition. In addition, about the drive control of the heater blower 33, it is necessary to implement by the sensor provided in the engine 11 side.

  In the above embodiment, the electric water pump 25 is used as the cooling water pump. However, the present invention is not limited to this as long as the flow rate of the cooling water can be adjusted. For example, by turning ON / OFF the power to the magnet clutch. It is good also as a structure using the water pump with a clutch which adjusts the flow volume of a cooling water.

1 is an overall schematic configuration diagram of a heat exchange system. The time chart which shows the relationship between the drive state of a water pump and a heater blower, and transition of cooling water temperature. The flowchart which shows an example of the process sequence for driving a water pump and a heater blower. The time chart which shows the relationship between the drive state of the water pump and heater blower in this embodiment, and transition of a cooling water temperature.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Cooling water temperature sensor, 14 ... Heating switch, 20 ... Cooling device, 22 ... Radiator, 23 ... Cooling water passage, 25 ... Water pump, 26 ... Cooling fan, 30 ... Heating device, 31 ... Heater core, 32 ... cooling water passage, 33 ... heater blower, 40 ... ECU, 41 ... microcomputer.

Claims (7)

A heating heat exchanger that circulates a cooling medium for cooling an in-vehicle internal combustion engine and exchanges heat between the cooling medium and air, an electric fan that forms a flow of air around the heat exchanger, and the internal combustion engine A cooling medium pump that circulates the cooling medium through a cooling medium path that connects the engine internal passage and the internal combustion engine and the heat exchanger in an adjustable manner, and one temperature that detects the cooling medium temperature at a predetermined position. Applied to a vehicle heat exchange system comprising a sensor,
A control device for a vehicle heat exchange system that controls driving of the electric fan and the cooling medium pump based on a temperature detection value detected by the temperature sensor,
While the drive restriction of the cooling medium pump and the electric fan when there is a request for heating in the passenger compartment is that the drive restriction of the cooling medium pump has been lifted, the cooling medium is placed on the heating heat exchanger side. and temperature calculation means for calculating the temperature of the cooling medium in a state in which circulating a temperature estimate,
Pump drive control means for releasing the drive restriction of the cooling medium pump based on the estimated temperature value calculated by the temperature calculation means during the drive restriction of the cooling medium pump and the electric fan when the heating request is made ; ,
A control apparatus for a vehicle heat exchange system. A heating heat exchanger that circulates a cooling medium for cooling an in-vehicle internal combustion engine and exchanges heat between the cooling medium and air, an electric fan that forms a flow of air around the heat exchanger, and the internal combustion engine A cooling medium pump that circulates the cooling medium in a flow rate adjustable in a cooling medium path that connects the internal combustion engine and the heat exchanger, and a temperature of the cooling medium in the engine body of the internal combustion engine. Applied to a vehicle heat exchange system comprising a temperature sensor to detect,
A control device for a vehicle heat exchange system that controls driving of the electric fan and the cooling medium pump based on a temperature detection value detected by the temperature sensor,
While the drive restriction of the cooling medium pump and the electric fan when there is a request for heating in the passenger compartment is that the drive restriction of the cooling medium pump has been lifted, the cooling medium is placed on the heating heat exchanger side. Temperature calculating means for calculating the temperature of the cooling medium in a circulating state as a temperature estimated value;
Pump drive control means for releasing the drive restriction of the cooling medium pump based on the estimated temperature value calculated by the temperature calculation means during the drive restriction of the cooling medium pump and the electric fan when the heating request is made ; ,
After driving limit of the cooling medium pump is released by the pump drive control means, and the fan drive control means for driving the electric fan based on the temperature detection value,
A control apparatus for a vehicle heat exchange system. 3. The vehicle heat according to claim 2 , wherein the fan drive control unit drives the electric fan based on the detected water temperature value after the cooling medium pump drive restriction is lifted and then from a descending to an ascending state. 4. Switching system controller. 4. The vehicle according to claim 2, wherein the fan drive control unit prohibits driving the electric fan based on the temperature detection value during a drive restriction period in which the drive of the cooling medium pump is restricted. Control device for heat exchange system. The control device for a vehicle heat exchange system according to any one of claims 2 to 4 , wherein the pump drive control means implements drive restriction of the cooling medium pump during a start-up period of the internal combustion engine. Applied to a vehicle heat exchange system that starts driving the electric fan when the temperature detection value is equal to or higher than a predetermined fan drive start temperature;
The pump drive control means restricts driving of the cooling medium pump until the estimated temperature value is equal to or higher than the predetermined fan drive start temperature, and the estimated temperature value is equal to or higher than the predetermined fan drive start temperature. The control device for a vehicle heat exchange system according to any one of claims 1 to 5 , wherein a restriction on driving of the cooling medium pump is released at a time point. The temperature calculating means calculates a temperature change amount of the cooling medium based on the amount of heat transferred from the internal combustion engine to the cooling medium, and based on the cooling medium temperature and the temperature change amount at the start of the internal combustion engine. 7. The control device for a vehicle heat exchange system according to claim 1, wherein the estimated temperature value is calculated.

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