JP6128031B2 - Engine exhaust pipe temperature control device - Google Patents

Description

  The present invention relates to an engine exhaust pipe temperature control device that suppresses an increase in temperature of an engine exhaust pipe.

  An exhaust pipe temperature estimation device for estimating the temperature of an exhaust pipe of an internal combustion engine is known as a conventional technique.

  The exhaust pipe temperature estimation device shown in Patent Document 1 is based on an exhaust pipe heat receiving amount per predetermined time that the exhaust pipe receives heat from the exhaust gas of the internal combustion engine and an exhaust pipe heat dissipation amount per predetermined time that is radiated from the exhaust to the outside air. To estimate the exhaust pipe temperature.

Japanese Patent Laid-Open No. 2007-9878

  By the way, it is not desirable in terms of safety that the temperature of the exhaust pipe becomes abnormally high. Specifically, for example, when a brake hose is arranged in the vicinity of the exhaust pipe, if the temperature of the exhaust pipe becomes abnormally high, the temperature of the brake hose rises excessively, and bubbles are generated in the brake fluid in the brake hose. The brake will not be effective. Therefore, it is conceivable to attach an insulator to the brake hose, but this is not preferable in terms of the number of members and cost.

  This invention is made | formed in view of this point, and the place made into the subject exists in suppressing that the temperature of an exhaust pipe becomes abnormally high temperature.

  In order to solve the above-described problems, the present invention is characterized in that when the related value related to the exhaust pipe temperature is larger than a predetermined value, the rotational speed of the cooling fan is increased.

  Specifically, the present invention is directed to an engine exhaust pipe temperature control device that suppresses an increase in the temperature of the exhaust pipe of the engine, and has taken the following solution.

That is, in the first invention , a brake pipe is provided in the vicinity of the exhaust pipe, and the exhaust gas temperature predicting means for predicting the temperature of the exhaust gas based on the operating state of the engine is predicted by the exhaust gas temperature predicting means. The exhaust pipe temperature predicting means for predicting the temperature of the exhaust pipe based on the related exhaust gas temperature, the related value related to the heat capacity of the exhaust pipe and the related value related to the wind speed, and predicted by the exhaust pipe temperature predicting means When the related value related to the exhaust pipe temperature is larger than the first predetermined value, the rotational speed increase control increases the rotational speed of the cooling fan disposed in front of the engine and affecting the wind speed in the engine room. And a control means for performing the above.

  According to this, when the related value related to the exhaust pipe temperature predicted by the exhaust pipe temperature predicting means is larger than the first predetermined value, the control means performs the rotational speed increase control for increasing the rotational speed of the cooling fan. As a result, the wind speed increases and the temperature of the exhaust pipe decreases. For this reason, it can suppress that the temperature of an exhaust pipe becomes abnormally high temperature.

  Further, when a brake hose is disposed in the vicinity of the exhaust pipe, according to the first invention, an insulator is not required for the brake hose, so that the number of members and cost can be reduced.

  In a second aspect based on the first aspect, after the start of the rotation speed increase control, the control means has a second predetermined value whose related value related to the exhaust pipe temperature is larger than the first predetermined value. When the state is larger than the predetermined time, the air amount reduction control for reducing the intake air amount is performed.

  According to this, when the state where the related value related to the exhaust pipe temperature is larger than the second predetermined value larger than the first predetermined value continues for a predetermined time after the start of the rotation speed increase control, Since the air amount reduction control for reducing the intake air amount is performed, only when the temperature of the exhaust pipe becomes high, the engine output is suppressed and the temperature of the exhaust pipe becomes low. For this reason, it can suppress that the temperature of an exhaust pipe becomes abnormally high temperature, ensuring vehicle driveability as much as possible.

The third invention is the upper Symbol second invention, the control means, after the start of the rotation speed increase control or the air amount decreasing control, related value associated with the exhaust pipe temperature is, the first predetermined value The rotation speed increase control or the air amount decrease control is terminated when the rotation speed becomes smaller than a third predetermined value smaller than the third predetermined value.

  According to this, when the related value related to the exhaust pipe temperature becomes smaller than the third predetermined value smaller than the first predetermined value after the start of the rotation speed increase control or the air amount decrease control. Since the rotation speed increase control or the air amount reduction control is terminated, it is possible to suppress the exhaust pipe temperature from becoming abnormally high while suppressing the increase in the rotation speed of the cooling fan and the decrease in the intake air amount as much as possible. .

  According to a fourth invention, in any one of the first to third inventions, when the ignition means is turned off, a related value related to the exhaust pipe temperature immediately before turning off the ignition is the first predetermined value. It is configured to continue the operation of the cooling fan when it is larger.

  According to this, since the control means continues the operation of the cooling fan when the related value related to the exhaust pipe temperature immediately before turning off the ignition is larger than the first predetermined value, the ignition is turned off. Thereafter, the temperature of the exhaust pipe can be suppressed from becoming an abnormally high temperature.

  According to a fifth invention, in any one of the first to fourth inventions, storage means for storing in advance an exhaust gas temperature measured when the operating state of the engine is in a predetermined operating state; and operating the engine When the state becomes the predetermined operating state, the exhaust gas temperature predicted by the exhaust gas temperature predicting means is compared with the exhaust gas temperature stored by the storage means, and after the comparison, based on the comparison result And a correction means for correcting the exhaust gas temperature predicted by the exhaust gas temperature prediction means.

  According to this, the storage means stores in advance the exhaust gas temperature measured when the engine is in a predetermined operation state, and the correction means detects the exhaust gas temperature when the engine operation state becomes the predetermined operation state. Since the exhaust gas temperature predicted by the temperature prediction means and the exhaust gas temperature stored by the storage means are compared, and after this comparison, the exhaust gas temperature predicted by the exhaust gas temperature prediction means is corrected based on the comparison result, The prediction accuracy of the exhaust gas temperature prediction means can be improved.

  In a sixth aspect based on any one of the first to fifth aspects, the exhaust pipe temperature predicting means calculates a related value related to the wind speed based on a target rotational speed of the cooling fan and a vehicle speed. It is characterized by being configured to calculate.

  By the way, the wind speed increases as the rotational speed of the cooling fan and the vehicle speed increase. When the wind speed increases, the ambient temperature, and hence the exhaust pipe temperature, decreases.

  Here, according to the sixth aspect, the exhaust pipe temperature predicting means calculates the related value related to the wind speed based on the target rotational speed of the cooling fan and the vehicle speed, so that the prediction accuracy of the exhaust pipe temperature predicting means is calculated. Can be improved.

According to a seventh invention, in any one of the first to sixth inventions, the exhaust gas temperature predicting means is configured to predict the exhaust gas temperature higher as the ignition timing is retarded. To do.

In an eighth aspect based on any one of the first to seventh aspects, the exhaust gas temperature predicting means predicts the exhaust gas temperature higher as λ increases when λ <1, while λ> 1 In this case, the exhaust gas temperature is predicted to be higher as λ is smaller.

  According to the present invention, when the related value related to the predicted exhaust pipe temperature is larger than the predetermined value, the rotational speed increase control for increasing the rotational speed of the cooling fan is performed, so that the wind speed is increased and the exhaust pipe temperature is lowered. Therefore, the temperature of the exhaust pipe can be suppressed from becoming an abnormally high temperature.

It is a schematic plan view which shows arrangement | positioning of the engine to which the exhaust pipe temperature control apparatus which concerns on embodiment of this invention is applied. It is a block diagram which shows the exhaust pipe temperature control apparatus of an engine. It is a block diagram for demonstrating the calculation procedure of the prediction exhaust pipe heat quantity by a control apparatus. It is a figure which shows the map of the exhaust gas actual temperature which makes the driving | running state of an engine a parameter. It is a flowchart figure which shows the calculation procedure of the prediction exhaust pipe heat quantity by a control apparatus. It is a flowchart figure which shows the control procedure of the cooling fan by the control apparatus, a throttle valve, and an alarm device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is not intended to limit the invention, its application, or its use.

  FIG. 1 is a schematic plan view showing an arrangement of an engine 1 to which an exhaust pipe temperature control device according to an embodiment of the present invention is applied. The engine 1 is a horizontally placed engine disposed in an engine room 2 at the front of the vehicle. An exhaust pipe (exhaust system) 3 extends from the rear of the engine 1 to the rear of the vehicle. A brake hose (brake pipe) 4 is disposed near the upper portion of the exhaust pipe 3 so as to extend in the vehicle width direction. An electric cooling fan 5 is disposed in front of the engine 1 in the vehicle. A radiator 6 is disposed in front of the cooling fan 5 in the vehicle. Then, the cooling liquid of the radiator 6 is cooled by the air sucked by the cooling fan 5.

  FIG. 2 is a block diagram showing the exhaust pipe temperature control device 7 of the engine 1. The exhaust pipe temperature control device 7 suppresses the temperature rise of the exhaust pipe 3 of the engine 1. The exhaust pipe temperature control device 7 includes an oxygen sensor (λ sensor) 70, a crank angle sensor 71, an air flow meter 72, a vehicle speed sensor 73, an intake air temperature sensor 74, the cooling fan 5, a throttle valve 75, An alarm device 76 and a control device 77 are provided.

  The oxygen sensor 70 is attached to the exhaust pipe 3 of the engine 1. The oxygen sensor 70 detects the oxygen concentration in the exhaust gas. The crank angle sensor 71 is disposed to face the pulsar rotor of the crankshaft of the engine 1. The crank angle sensor 71 detects the engine rotation speed and the crank angular speed. The air flow meter 72 is attached in the vicinity of the downstream side of the air cleaner in the intake device (intake system) of the engine 1. The air flow meter 72 detects the intake air amount. The vehicle speed sensor 73 detects the vehicle speed. The intake air temperature sensor 74 is attached to the intake manifold of the intake device of the engine 1. The intake air temperature sensor 74 detects the intake air temperature. These detection devices 70 to 74 are electrically connected to the control device 77. The output signal, ignition timing signal, and cooling fan signal output from each of the detection devices 70 to 74 are input to the control device 77.

  The ignition timing signal is a signal including information indicating a target advance value (base advance value) of the engine 1. The target advance value is calculated based on the current operating state of the engine 1 according to a target advance value map (not shown) having the operating state of the engine as a parameter. The map of the target advance value is created using the relationship between the operating state of the engine 1 and the advance value obtained based on the experimental data, and is stored in advance in the storage unit 77f of the control device 77.

  The cooling fan signal is a signal including information indicating the target rotational speed of the cooling fan 5. The target rotational speed is calculated based on the current operating state of the engine 1 according to a map (not shown) of the target rotational speed with the operating state of the engine as a parameter. The target rotational speed map is created using the relationship between the operating state of the engine 1 and the rotational speed of the cooling fan obtained based on the experimental data, and is stored in advance in the storage unit 77f.

  The throttle valve 75 is disposed in the throttle body of the intake device of the engine 1. The throttle valve 75 adjusts the intake air amount. The alarm device 76 visually or audibly alerts the driver that the opening of the throttle valve 75 is smaller than the current opening (or target opening). The cooling fan 5, the throttle valve 75, and the alarm device 76 are electrically connected to the control device 77. The cooling fan 5, the throttle valve 75, and the alarm device 76 are controlled by the control device 77.

  The control device 77 performs various controls of the engine 1.

  By the way, when the engine 1 is operated, the temperature of the exhaust gas rises. Since the exhaust gas flows through the exhaust pipe 3, the temperature of the exhaust pipe 3 increases as the exhaust gas temperature increases. The temperature rise of the exhaust pipe 3 varies depending on the heat capacity of the exhaust pipe 3 (this heat capacity is based on the thickness and material of the exhaust pipe 3). The atmospheric temperature in the engine room 2 changes depending on the wind state in the engine room 2. The temperature of the brake hose 4 varies depending on the state of radiant heat from the exhaust pipe 3 and the ambient temperature in the engine room 2. When the temperature of the exhaust pipe 3 becomes abnormally high, the temperature of the brake hose 4 rises excessively, and bubbles are generated in the brake fluid in the brake hose 4 so that the brake is less effective.

  Therefore, in the present embodiment, the control device 77 predicts the temperature of the exhaust pipe 3, and sets the cooling fan 5, the throttle valve 75, and the alarm device 76 based on the predicted exhaust pipe heat quantity related to the predicted exhaust pipe temperature. Control.

  Hereinafter, the calculation procedure of the predicted exhaust pipe heat quantity by the control device 77 and the control procedure of the cooling fan 5, the throttle valve 75, and the alarm device 76 will be described in detail with reference to the block diagram shown in FIG.

  The control device 77 includes an exhaust gas temperature prediction section 77a (exhaust gas temperature prediction means), an exhaust pipe temperature prediction section 77b (exhaust pipe temperature prediction means), an exhaust pipe heat quantity prediction section 77c, a control section 77d (control means), The correction unit 77e (correction unit) and the storage unit 77f (storage unit) are included.

  The exhaust gas temperature prediction unit 77 a predicts the exhaust gas temperature Tex based on the operating state of the engine 1. In order to predict the exhaust gas temperature Tex, first, a predicted exhaust gas basic temperature Tex0, a predicted exhaust gas temperature coefficient Ka1 based on the ignition timing, and a predicted exhaust gas temperature coefficient Ka2 based on the air-fuel ratio are calculated.

  This predicted exhaust gas basic temperature Tex0 is calculated based on the current Ne / Ce (required torque) according to the map m1 of the predicted exhaust gas basic temperature Tex0 with Ne (engine speed) / Ce (engine load) as a parameter. Thus, the predicted exhaust gas basic temperature Tex0 is calculated.

  This map m1 is created using the relationship between Ne / Ce and exhaust gas temperature obtained based on experimental data, and is stored in advance in the storage unit 77f. Here, the higher the Ne / Ce, the higher the exhaust gas temperature. Therefore, in the map m1, the predicted exhaust gas basic temperature Tex0 increases in direct proportion as Ne / Ce increases.

  In order to calculate the predicted exhaust gas temperature coefficient Ka1, the actual advance value is calculated from the target advance value according to the map m2 of the predicted exhaust gas temperature coefficient Ka1 using the value obtained by subtracting the actual advance value from the target advance value as a parameter. Based on the subtracted current value, a predicted exhaust gas temperature coefficient Ka1 is calculated.

  The predicted exhaust gas temperature coefficient Ka1 is a coefficient for correcting the predicted exhaust gas basic temperature Tex0. The map m2 is created using the relationship between the ignition timing and the exhaust gas temperature obtained based on the experimental data, and is stored in advance in the storage unit 77f. Here, the exhaust gas temperature increases as the ignition timing is retarded. Therefore, in the map m2, the predicted exhaust gas temperature coefficient Ka1 increases in direct proportion as the value obtained by subtracting the actual advance value from the target advance value increases.

  When knocking of the engine 1 occurs, the predicted exhaust gas temperature coefficient Ka1 is increased by decreasing the actual advance value.

  In order to calculate the predicted exhaust gas temperature coefficient Ka2, the predicted exhaust gas temperature coefficient Ka2 is calculated based on the current actual λ according to the map m3 of the predicted exhaust gas temperature coefficient Ka2 using the actual λ (excess air ratio) as a parameter. .

  The predicted exhaust gas temperature coefficient Ka2 is a coefficient for correcting the predicted exhaust gas basic temperature Tex0. The map m3 is created using the relationship between λ determined based on experimental data and the exhaust gas temperature, and is stored in advance in the storage unit 77f. Here, when λ = 1 (the air-fuel ratio is the stoichiometric air-fuel ratio), the exhaust gas temperature becomes the highest temperature because oxygen and fuel in the air-fuel mixture burn most efficiently. On the other hand, when λ <1 (the air-fuel ratio is rich), the exhaust gas temperature increases as λ increases. When λ> 1 (the air-fuel ratio is lean), the exhaust gas temperature increases as λ decreases. Therefore, in the map m3, when the actual λ> 1, the predicted exhaust gas temperature coefficient Ka2 decreases in direct proportion as the actual λ increases because the intake air amount is excessive or the injector is clogged, and the actual λ = When the value is 1, the predicted exhaust gas temperature coefficient Ka2 has the highest value. When the actual λ <1, the predicted exhaust gas temperature coefficient Ka2 increases as the actual λ increases. In the map m3, the absolute value of the slope when the actual λ> 1 is smaller than the absolute value of the slope when the actual λ <1.

  When the air flow meter 72 fails, the predicted exhaust gas temperature coefficient Ka2 is set to the maximum value.

  Next, the predicted exhaust gas temperature Tex is calculated by multiplying the predicted exhaust gas basic temperature Tex0 by the predicted exhaust gas temperature coefficient Ka1 and the predicted exhaust gas temperature coefficient Ka2.

  The exhaust pipe temperature prediction unit 77b is a heat dissipation coefficient based on the exhaust gas temperature Tex predicted by the exhaust gas temperature prediction unit 77a, the exhaust pipe heat capacity coefficient Kc (related value related to the heat capacity of the exhaust pipe 3), and the wind speed in the engine room 2. The temperature Tp3 of the exhaust pipe 3 is predicted based on Kd (related value related to wind speed) and the like. In order to predict the exhaust pipe temperature Tp3, first, a predicted exhaust pipe temperature (instant) Tp0 is calculated. The predicted exhaust pipe temperature (instantaneous) Tp0 corresponds to the instantaneous predicted temperature of the exhaust pipe 3.

  In order to calculate the predicted exhaust pipe temperature (instantaneous) Tp0, the predicted exhaust pipe based on the current predicted exhaust gas temperature Tex according to the map m4 of the predicted exhaust pipe temperature (instant) Tp0 using the predicted exhaust gas temperature Tex as a parameter. Temperature (instantaneous) Tp0 is calculated.

  The map m4 is created using the relationship between the exhaust gas temperature and the exhaust pipe temperature obtained based on the experimental data, and is stored in advance in the storage unit 77f. Here, the higher the exhaust gas temperature, the higher the exhaust pipe temperature. Therefore, in the map m4, the predicted exhaust pipe temperature (instantaneous) Tp0 increases in direct proportion as the predicted exhaust gas temperature Tex increases.

  Next, the predicted exhaust pipe temperature (before heat dissipation) Tp1 is calculated by multiplying the predicted exhaust pipe temperature (instantaneous) Tp0 by the exhaust pipe heat capacity coefficient Kc. The exhaust pipe heat capacity coefficient Kc is an annealing coefficient (time constant) for correcting the predicted exhaust pipe temperature (instantaneous) Tp0. Here, as the exhaust gas temperature rises, the temperature of the exhaust pipe 3 rises, but the temperature rise varies depending on the heat capacity of the exhaust pipe 3. That is, as the heat capacity of the exhaust pipe 3 increases, the temperature rise of the exhaust pipe 3 becomes slower. Therefore, as the heat capacity of the exhaust pipe 3 increases, the exhaust pipe heat capacity coefficient Kc decreases in direct proportion. The predicted exhaust pipe temperature (before heat radiation) Tp1 corresponds to the predicted temperature of the exhaust pipe 3 before heat radiation into the engine room 2.

  Next, an exhaust pipe heat coefficient Kb1 based on the target rotational speed of the cooling fan 5 and an exhaust pipe heat coefficient Kb2 based on the vehicle speed are calculated.

  In order to calculate the exhaust pipe heat coefficient Kb1, the exhaust pipe heat is calculated based on the current target speed of the cooling fan 5 according to the map m5 of the exhaust pipe heat coefficient Kb1 using the target speed of the cooling fan 5 as a parameter. The coefficient Kb1 is calculated.

  The exhaust pipe heat coefficient Kb1 is a coefficient for correcting the predicted exhaust pipe temperature (before heat dissipation) Tp1. The map m5 is created using the relationship between the rotational speed of the cooling fan 5 and the wind speed in the engine room 2 obtained based on the experimental data, and is stored in advance in the storage unit 77f. Here, since the wind speed in the engine room 2 increases as the rotational speed of the cooling fan 5 increases, the ambient temperature in the engine room 2 and thus the temperature of the exhaust pipe 3 decreases. Therefore, in the map m5, the exhaust pipe heat coefficient Kb1 decreases in direct proportion as the target rotational speed of the cooling fan 5 increases.

  In order to calculate the exhaust pipe heat coefficient Kb2, the exhaust pipe heat coefficient Kb2 is calculated based on the current vehicle speed according to the map m6 of the exhaust pipe heat coefficient Kb2 with the vehicle speed as a parameter.

  The exhaust pipe heat coefficient Kb2 is a coefficient for correcting the predicted exhaust pipe temperature (before heat dissipation) Tp1. The map m6 is created using the relationship between the vehicle speed obtained based on the experimental data and the wind speed in the engine room 2, and is stored in advance in the storage unit 77f. Here, since the wind speed in the engine room 2 increases as the vehicle speed increases, the ambient temperature in the engine room 2 and thus the temperature of the exhaust pipe 3 decreases. Therefore, in the map m6, the exhaust pipe heat coefficient Kb1 decreases in inverse proportion as the vehicle speed increases.

  Next, a heat release coefficient Kd based on the wind speed in the engine room 2 is calculated by multiplying the exhaust pipe heat coefficient Kb1 by the exhaust pipe heat coefficient Kb2. This heat radiation coefficient Kd is an annealing coefficient for correcting the predicted exhaust pipe temperature (before heat radiation) Tp1.

  Next, the predicted exhaust pipe temperature (after heat radiation) Tp2 is calculated by multiplying the predicted exhaust pipe temperature (before heat radiation) Tp1 by the heat radiation coefficient Kd. This predicted exhaust pipe temperature (after heat dissipation) Tp2 corresponds to the predicted temperature of the exhaust pipe 3 after heat dissipation into the engine room 2.

  Finally, the predicted exhaust pipe temperature Tp3 is calculated by adding the value obtained by subtracting the intake air temperature when the experimental data is obtained from the current actual intake air temperature to the predicted exhaust pipe temperature (after heat radiation) Tp2. The intake air temperature corresponds to the outside air temperature.

  The exhaust pipe heat quantity prediction unit 77c is configured to calculate the exhaust pipe heat quantity Ap (related value related to the exhaust pipe temperature) based on the exhaust pipe temperature Tp3 predicted by the exhaust pipe temperature prediction unit 77b and the heat capacity Cp (constant) of the exhaust pipe 3. ). In order to predict the exhaust pipe heat amount Ap, specifically, the predicted exhaust pipe heat amount Ap is calculated by multiplying the predicted exhaust pipe temperature Tp3 by the exhaust pipe heat capacity Cp.

  When the exhaust pipe heat quantity Ap predicted by the exhaust pipe heat quantity prediction part 77c is larger than the first predetermined heat quantity A1 (first predetermined value), the control unit 77d sets the rotational speed of the cooling fan 5 to the current rotational speed ( Alternatively, a control for increasing the rotational speed that is higher than the target rotational speed) is performed.

  The first predetermined heat quantity A1 is obtained based on experimental data. If the predicted exhaust pipe heat quantity Ap is larger than the first predetermined heat quantity A1, the temperature of the exhaust pipe 3 may become abnormally high.

  In addition, after the start of the rotation speed increase control, the control unit 77d determines that the predicted exhaust pipe heat amount Ap is the second predetermined heat amount A2 (this second predetermined heat amount A2 is larger than the first predetermined heat amount A1. “Second predetermined value”) If the state larger than the predetermined amount continues for a predetermined time, the air amount reduction control for reducing the intake air amount from the current air amount (or the target air amount) is performed, and the alarm device 76 is activated. Specifically, the air amount reduction control is performed by making the opening of the throttle valve 75 smaller (throttle) than the current opening (or target opening). The second predetermined heat amount A2 and the predetermined time are obtained based on experimental data. When the predicted exhaust pipe heat amount Ap is larger than the second predetermined heat amount A2 for a predetermined time, the temperature of the exhaust pipe 3 is determined. May become abnormally hot.

  On the other hand, after the start of the rotation speed increase control, the control unit 77d has a predicted exhaust pipe heat amount Ap of a third predetermined heat amount A3 (this third predetermined heat amount A3 is smaller than the first predetermined heat amount A1. “Third predetermined value”) ), The rotational speed increase control is terminated and the rotational speed of the cooling fan 5 is returned to the original target rotational speed.

  Further, after the start of the air amount reduction control, when the predicted exhaust pipe heat amount Ap becomes smaller than the third predetermined heat amount A3, the control unit 77d ends the release of the air amount reduction control, and changes the intake air amount to the original amount. Return to the target air volume.

  Further, the control unit 77d continues the operation of the cooling fan 5 when the exhaust pipe heat amount Ap predicted by the exhaust pipe heat amount prediction unit 77c immediately before turning off the ignition is larger than the first predetermined heat amount A1. At the same time, when the predetermined time has elapsed after the ignition is turned off, the continuation of the operation of the cooling fan 5 is terminated. Note that the control device 77 does not calculate the predicted exhaust pipe heat amount Ap after the ignition is turned off.

  When the operating state of the engine 1 such as Ne, Ce, or the engine water temperature becomes a predetermined operating state, the correcting unit 77e is configured to display the current operating state of the engine 1 according to the exhaust gas actual temperature map (see FIG. 4). Based on the above, the actual exhaust gas temperature measured in the predetermined operating state is calculated. Then, the correction unit 77e compares the exhaust gas temperature Tex predicted by the exhaust gas temperature prediction unit 77a in the predetermined operation state with the actual exhaust gas temperature measured in the predetermined operation state, and this comparison Thereafter, when the operation state of the engine 1 becomes an operation state other than the predetermined operation state, the predicted exhaust gas temperature Tex is corrected based on the comparison result. In order to correct the predicted exhaust gas temperature Tex, specifically, when the predicted exhaust gas temperature Tex in a predetermined operation state is different from the actual exhaust gas temperature measured in the predetermined operation state, a predetermined When the operating state other than the operating state becomes, the predicted exhaust gas temperature Tex is corrected based on the deviation amount.

  The map shown in FIG. 4 is created using the relationship between the operating state of the engine 1 and the actual exhaust gas temperature obtained based on the experimental data, and is stored in advance in the storage unit 77f. In the map of FIG. 4, the exhaust gas actual temperature is measured in five predetermined operating states (see “***” in the range (OK region) to the left of the thick black line). In the map of FIG. 4, “***” in the range on the right side of the thick black line (NG region) indicates the actual exhaust gas temperature at which the temperature of the exhaust pipe 3 may become abnormally high.

  Hereinafter, the calculation procedure of the predicted exhaust pipe heat amount Ap by the control device 77 will be described with reference to the flowchart shown in FIG.

  In step SA1, an output signal, an ignition timing signal, and a cooling fan signal from each of the detection devices 70 to 74 are input. In the subsequent step SA2, the predicted exhaust gas basic temperature Tex0 is calculated from Ne and Ce. In the subsequent step SA3, a predicted exhaust gas temperature coefficient Ka1 based on the ignition timing is calculated from the target advance value and the actual advance value. In the subsequent step SA4, a predicted exhaust gas temperature coefficient Ka2 based on the air / fuel ratio is calculated from the actual λ. In the subsequent step SA5, the predicted exhaust gas temperature Tex is calculated and corrected from the predicted exhaust gas basic temperature Tex0, the predicted exhaust gas temperature coefficient Ka1, and the predicted exhaust gas temperature coefficient Ka2 (details of this correction have been described above).

  In the subsequent step SA6, a predicted exhaust pipe temperature (instantaneous) Tp0 is calculated from the predicted exhaust gas temperature Tex. In the subsequent step SA7, the predicted exhaust pipe temperature (before heat dissipation) Tp1 is calculated from the predicted exhaust pipe temperature (instantaneous) Tp0 and the exhaust pipe heat capacity coefficient Kc. In subsequent step SA8, the exhaust pipe heat coefficient Kb1 based on the target rotational speed of the cooling fan 5 is calculated from the target rotational speed of the cooling fan 5. In the subsequent step SA9, the exhaust pipe heat coefficient Kb2 based on the vehicle speed is calculated from the vehicle speed. In subsequent step SA10, a heat radiation coefficient Kd based on the wind speed in the engine room 2 is calculated from the exhaust pipe heat coefficient Kb1 and the exhaust pipe heat coefficient Kb2.

  In the subsequent step SA11, the predicted exhaust pipe temperature (after heat radiation) Tp2 is calculated from the predicted exhaust pipe temperature (before heat radiation) Tp1 and the heat radiation coefficient Kd. In subsequent step SA12, the predicted exhaust pipe temperature Tp3 is calculated from the predicted exhaust pipe temperature (after heat radiation) Tp2 and the intake air temperature. In subsequent step SA13, the predicted exhaust pipe heat amount Ap is calculated from the predicted exhaust pipe temperature Tp3 and the exhaust pipe heat capacity Cp. Thereafter, the process proceeds to step SB1 shown in FIG.

  Hereinafter, the control procedure of the cooling fan 5, the throttle valve 75, and the alarm device 76 by the control device 77 when the ignition is turned on will be described with reference to the flowchart shown in FIG.

  In step SB1, it is determined whether or not the rotation speed increase control for increasing the rotation speed of the cooling fan 5 is being performed. If the determination result in step SB1 is NO and the engine speed increase control is not being performed, the process proceeds to step SB2. On the other hand, if the determination result is YES and the engine speed increase control is being performed, the process proceeds to step SB6.

  In step SB2, it is determined whether the predicted exhaust pipe heat amount Ap is larger than the first predetermined heat amount A1. If the determination result in step SB2 is YES and greater than the first predetermined heat amount A1, the process proceeds to step SB3, while if the determination result is NO and is equal to or less than the first predetermined heat amount A1, the process returns to the start.

  In step SB3, rotation speed increase control is started. In subsequent step SB4, it is determined whether or not the state in which the predicted exhaust pipe heat amount Ap is larger than the second predetermined heat amount A2 (A2> A1) has continued for a predetermined time. If the determination result in step SB4 is YES and the state larger than the second predetermined heat amount A2 continues for a predetermined time, the process proceeds to step SB5, while the determination result is NO and the state larger than the second predetermined heat amount A2 continues for a predetermined time. If not, return to the start.

  In step SB5, the air amount reduction control for reducing the intake air amount is started by reducing the opening of the throttle valve 75, and the alarm device 76 is activated. Then return to the start.

  In step SB6, it is determined whether the predicted exhaust pipe heat amount Ap is smaller than a third predetermined heat amount A3 (A3 <A1). If the determination result in step SB6 is NO and the amount is equal to or greater than the third predetermined heat amount A3, the process proceeds to step SB7. If the determination result is YES and is smaller than the third predetermined heat amount A3, the process proceeds to step SB8.

  In step SB7, it is determined whether air amount reduction control is being performed. If the determination result in step SB7 is NO and the air amount reduction control is not being performed, the process proceeds to step SB4. If the determination result is YES and the air amount reduction control is being performed, the process returns to the start.

  In Step SB8, the rotation speed increase control is terminated when the rotation speed increase control is being performed, and the rotation speed increase control and the air volume decrease control are terminated when the rotation speed increase control and the air amount decrease control are being performed. Then return to the start.

-Effect-
As described above, according to the present embodiment, the control unit 77d performs cooling when the predicted exhaust pipe heat amount Ap related to the exhaust pipe temperature Tp3 predicted by the exhaust pipe temperature prediction unit 77a is larger than the first predetermined heat amount A1. Since the rotation speed increase control for increasing the rotation speed of the fan 5 is performed, the wind speed is increased and the temperature of the exhaust pipe 3 is decreased. For this reason, it can suppress that the temperature of the exhaust pipe 3 becomes abnormally high temperature.

  Moreover, when the brake hose 4 is arrange | positioned in the vicinity of the exhaust pipe 3, since an insulator is unnecessary for the brake hose 4, the number of members and cost can be reduced.

  In addition, after the controller 77d starts the rotation speed increase control, when the predicted exhaust pipe heat amount Ap is larger than the second predetermined heat amount A2 larger than the first predetermined heat amount A1, the intake air amount is continued for a predetermined time. Therefore, the engine output is suppressed and the temperature of the exhaust pipe 3 is lowered only when the temperature of the exhaust pipe 3 becomes high. For this reason, it can suppress that the temperature of the exhaust pipe 3 becomes abnormally high temperature, ensuring vehicle driveability as much as possible.

  Further, after the control unit 77d starts the rotation speed increase control or the air amount decrease control, when the predicted exhaust pipe heat amount Ap becomes smaller than the third predetermined heat amount A3 which is smaller than the first predetermined heat amount A1, the rotational speed is increased. Since the increase control or the air amount reduction control is finished, it is possible to suppress the temperature of the exhaust pipe 3 from becoming an abnormally high temperature while suppressing the increase in the rotation speed of the cooling fan 5 and the decrease in the intake air amount as much as possible.

  Further, when the control unit 77d turns off the ignition and the predicted exhaust pipe heat amount Ap immediately before it is larger than the first predetermined heat amount A1, the operation of the cooling fan 5 is continued. Therefore, after the ignition is turned off, the exhaust pipe 3 can be prevented from becoming an abnormally high temperature.

  Further, the storage unit 77f stores in advance the actual exhaust gas temperature measured when the engine 1 is in a predetermined operation state, and the correction unit 77e is when the operation state of the engine 1 becomes a predetermined operation state. The exhaust pipe temperature Tp3 predicted by the exhaust gas temperature prediction unit 77a is compared with the exhaust gas actual temperature corresponding to the predetermined operating state stored by the storage unit 77f, and after this comparison, based on the comparison result Since the exhaust pipe temperature Tp3 predicted by the exhaust gas temperature prediction unit 77a is corrected, the prediction accuracy of the exhaust gas temperature prediction unit 77a can be improved.

  By the way, the wind speed increases as the rotational speed of the cooling fan 5 and the vehicle speed increase. And if a wind speed becomes large, the atmospheric temperature in the engine room 2 and by extension, the temperature of the exhaust pipe 3 will fall.

  Here, according to the present embodiment, the exhaust pipe temperature predicting unit 77a calculates the heat radiation coefficient Kd based on the wind speed in the engine room 2 based on the target rotational speed of the cooling fan 5 and the vehicle speed. The prediction accuracy of the temperature prediction unit 77a can be improved.

(Other embodiments)
In the above embodiment, the related value according to the present invention is the predicted exhaust pipe heat amount Ap. However, the present invention is not limited to this, and may be the predicted exhaust pipe temperature Tp3, for example.

  In the above embodiment, the air amount reduction control is performed by reducing the opening of the throttle valve 75. However, the present invention is not limited to this. For example, the air amount reduction control is performed by changing the valve timing of the intake valve. You may go. However, the former is preferable from the viewpoint of suppressing the temperature rise of the exhaust pipe 3.

  As described above, the exhaust pipe temperature control device for an engine according to the present invention can be applied to an application that needs to suppress the temperature of the exhaust pipe from becoming an abnormally high temperature.

1 Engine 3 Exhaust pipe 4 Brake hose 5 Cooling fan 7 Exhaust pipe temperature control device 70 Oxygen sensor 71 Crank angle sensor 72 Air flow meter 73 Vehicle speed sensor 74 Intake temperature sensor 75 Throttle valve 76 Alarm device 77 Control device 77a Exhaust gas temperature prediction unit (exhaust gas Temperature prediction means)
77b Exhaust pipe temperature prediction unit (exhaust pipe temperature prediction means)
77c Exhaust pipe heat quantity prediction unit 77d Control unit (control means)
77e Correction part (correction means)
77f Storage unit (storage means)

Claims (8)

An engine exhaust pipe temperature control device that suppresses an increase in temperature of an engine exhaust pipe,
A brake pipe is provided in the vicinity of the exhaust pipe,
Exhaust gas temperature predicting means for predicting the temperature of the exhaust gas based on the operating state of the engine;
An exhaust pipe temperature predicting means for predicting the temperature of the exhaust pipe based on the exhaust gas temperature predicted by the exhaust gas temperature predicting means, a related value related to the heat capacity of the exhaust pipe and a related value related to the wind speed;
When a related value related to the exhaust pipe temperature predicted by the exhaust pipe temperature predicting means is larger than a first predetermined value , a cooling fan disposed in front of the engine and affecting the wind speed in the engine room An exhaust pipe temperature control device for an engine, comprising: control means for performing a rotation speed increase control for increasing the rotation speed. The exhaust pipe temperature control device for an engine according to claim 1,
When the state in which the related value related to the exhaust pipe temperature is greater than a second predetermined value that is greater than the first predetermined value continues for a predetermined time after the start of the rotation speed increase control, the control means An exhaust pipe temperature control device for an engine, characterized in that it is configured to perform air amount reduction control for reducing the amount. The exhaust pipe temperature control device for an engine according to claim 2 ,
When the related value related to the exhaust pipe temperature becomes smaller than a third predetermined value smaller than the first predetermined value after the start of the rotation speed increase control or the air amount decrease control, the control means The exhaust pipe temperature control device for an engine is configured to end the speed increase control or the air amount reduction control. The exhaust pipe temperature control device for an engine according to any one of claims 1 to 3,
The control means is configured to continue the operation of the cooling fan when a related value related to the exhaust pipe temperature immediately before the ignition is turned off is larger than the first predetermined value. An exhaust pipe temperature control device for an engine. In the exhaust pipe temperature control device for an engine according to any one of claims 1 to 4,
Storage means for storing in advance the exhaust gas temperature measured when the operating state of the engine is a predetermined operating state;
When the operation state of the engine becomes the predetermined operation state, the exhaust gas temperature predicted by the exhaust gas temperature prediction means is compared with the exhaust gas temperature stored by the storage means, and after the comparison, the comparison An exhaust pipe temperature control apparatus for an engine, further comprising: a correction unit that corrects the exhaust gas temperature predicted by the exhaust gas temperature prediction unit based on the result. In the exhaust pipe temperature control device for an engine according to any one of claims 1 to 5,
The exhaust pipe temperature control device for an engine is characterized in that the exhaust pipe temperature predicting means is configured to calculate a related value related to the wind speed based on a target rotational speed of the cooling fan and a vehicle speed. . In the exhaust pipe temperature control device for an engine according to any one of claims 1 to 6,
The exhaust pipe temperature control device for an engine is characterized in that the exhaust gas temperature predicting means is configured to predict the exhaust gas temperature higher as the ignition timing is retarded. In the exhaust pipe temperature control device for an engine according to any one of claims 1 to 7,
The exhaust gas temperature predicting means is configured to predict the exhaust gas temperature higher as λ increases when λ <1, while predicting the exhaust gas temperature higher as λ decreases when λ> 1. An exhaust pipe temperature control device for an engine.

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