WO2011055616A1 - エンジン停止判定装置およびエンジン停止判定方法 - Google Patents
エンジン停止判定装置およびエンジン停止判定方法 Download PDFInfo
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- WO2011055616A1 WO2011055616A1 PCT/JP2010/067964 JP2010067964W WO2011055616A1 WO 2011055616 A1 WO2011055616 A1 WO 2011055616A1 JP 2010067964 W JP2010067964 W JP 2010067964W WO 2011055616 A1 WO2011055616 A1 WO 2011055616A1
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- engine
- cooling water
- temperature sensor
- stop determination
- water temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
- F02G5/02—Profiting from waste heat of exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0829—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to special engine control, e.g. giving priority to engine warming-up or learning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0833—Vehicle conditions
- F02N11/084—State of vehicle accessories, e.g. air condition or power steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/445—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0676—Engine temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2050/00—Applications
- F01P2050/24—Hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/08—Cabin heater
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/023—Engine temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
- F02N2200/0811—Heating state
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to an engine stop determination device and an engine stop determination method for determining whether or not to stop the operation of a vehicle engine while traveling or stopping.
- a heater core for heating a vehicle interior (see, for example, Patent Document 1).
- This includes a first cooling water path through which cooling water circulates between the exhaust heat recovery unit and the heater core, and a second cooling water path through which cooling water circulates between the exhaust heat recovery unit and the water jacket of the engine. I have.
- the cooling water is not circulated in the second cooling water path, but cooled in the first cooling water path.
- the cooling water is also circulated in the second cooling water path.
- the cooling water in the water jacket is not circulated to the heater core when the cooling water is heated, so that excessive cooling of the engine can be prevented. Further, since a large amount of cooling water is not circulated through the heater core when the cooling water is heated, the heating effect of the heater unit including the heater core can be enhanced.
- a vehicle that stops the operation of an engine while traveling or stopping is put into practical use.
- This is represented by a hybrid vehicle that includes an electric motor that drives a wheel in addition to the engine, and that selectively operates the engine and the electric motor in order to drive the wheel during traveling.
- the engine is often stopped when traveling by an electric motor.
- a hybrid vehicle determines whether or not to stop the engine operation based on the vehicle state such as the vehicle speed or the presence or absence of an accelerator operation. In addition to such a vehicle state, the engine It is necessary to consider the state of the cooling system.
- the present invention has been made in view of the above circumstances, and an object thereof is to provide an engine stop determination device and an engine stop determination method that can optimize engine stop determination according to the state of a cooling system. There is.
- the structural feature of the invention of the engine stop determination device is that the cooling system is configured such that the cooling water circulates between the water jacket of the engine and the heater core.
- a second cooling water path that is formed so as to merge between the water jacket and the upstream side of the heater core with respect to the water path and the first cooling water path, and the cooling water circulates between the exhaust heat recovery device and the heater core.
- a first water temperature sensor provided between the water jacket and the on-off valve in the water jacket or on the first cooling water path, a confluence of the first cooling water path on the second cooling water path, and a heater core
- a second water temperature sensor provided between the first water temperature sensor and the second water temperature sensor.
- the coolant temperature detected by the first water temperature sensor and the second water temperature sensor depending on whether the heater unit including the heater core is in an operating state or a non-operating state. It is to use properly.
- the structural feature of the invention according to claim 2 is that, in the engine stop determination device according to claim 1, when the state of the vehicle satisfies a predetermined condition and the heater unit is in an inoperative state, the first water temperature sensor When the detected coolant temperature is equal to or higher than the first threshold value, the engine stoppage is permitted.
- the structural feature of the invention according to claim 3 is that, in the engine stop determination device according to claim 1 or 2, when the vehicle state satisfies a predetermined condition and the heater unit is in an operating state, the first water temperature sensor When the cooling water temperature detected by the second water temperature sensor is equal to or higher than the first threshold value and the cooling water temperature detected by the second water temperature sensor is equal to or higher than the second threshold value, the operation stop of the engine is permitted.
- the stop determination unit is configured such that when the vehicle state does not satisfy the predetermined condition, the heater unit Regardless of the operating state, the engine stoppage is prohibited.
- the on-off valve includes a cooling water temperature detected by the first water temperature sensor, and a second water temperature.
- the valve is closed and at least one of the cooling water temperature detected by the first water temperature sensor and the cooling water temperature detected by the second water temperature sensor. The valve is opened when is equal to or greater than a predetermined value.
- the structural feature of the invention according to claim 6 is the engine stop determination device according to any one of claims 1 to 5, wherein the cooling water pumping means is formed downstream of the heater core on the second cooling water path.
- the electric pump is shared between the junction point on the second cooling water path and the upstream side of the electric pump as a part of the first cooling water path, and the electric pump removes the sucked cooling water from the water jacket and Discharging toward both sides of the exhaust heat recovery unit.
- a structural feature of the invention according to claim 7 is the engine stop determination device according to any one of claims 1 to 6, further comprising an electric motor for driving the wheel, and the engine for driving the wheel during traveling. And applied to a hybrid vehicle that selectively operates an electric motor.
- the structural feature of the invention according to claim 8 is the engine stop determination device according to any one of claims 1 to 6, wherein the engine is automatically stopped when the vehicle is stopped, and the engine is stopped when the vehicle is restarted. This is applied to an idle stop vehicle that automatically restarts.
- the structural feature of the invention of the engine stop determination method according to claim 9 is that the cooling system includes a first cooling water path through which cooling water circulates between a water jacket and a heater core of the engine, and a first cooling water path.
- the second cooling water passage is formed so as to merge between the water jacket and the upstream side of the heater core, and the cooling water circulates between the exhaust heat recovery device and the heater core, and in the water jacket or the first cooling.
- a first water temperature sensor provided between the water jacket on the water path and the on-off valve, a junction between the first cooling water path on the second cooling water path, and a second provided between the heater core.
- a water temperature sensor determines whether or not to stop the engine based on the coolant temperature detected by the first water temperature sensor and the second water temperature sensor.
- the determination depending on whether a heater unit including a heater core is in the non-operating state or an actuated state, it is to selectively cooling water temperature detected by the first temperature sensor and the second temperature sensor.
- the heater unit when the engine stop determination is performed based on the coolant temperature detected by the first water temperature sensor and the second water temperature sensor, and the engine stop determination is performed, the heater unit is activated.
- the engine stop determination is optimized according to the state of the cooling system by properly using the cooling water temperature detected by the first water temperature sensor and the second water temperature sensor depending on whether the state is in the non-operating state or not. be able to. Thereby, while being able to prevent an engine temperature falling too much, the improvement of the heating effect by a heater unit can be aimed at.
- the coolant temperature detected by the first water temperature sensor is the first threshold value.
- the engine stoppage is determined based only on the cooling water temperature detected by the first water temperature sensor. ing. And when the cooling water temperature detected by the 1st water temperature sensor is less than a 1st threshold value, the excessive fall of the cooling water temperature in a water jacket is prevented by prohibiting an engine stop.
- the cooling water temperature detected by the first water temperature sensor is equal to or higher than the first threshold value.
- the cooling water temperature detected by the second water temperature sensor is equal to or higher than the second threshold, the engine is stopped to prevent the cooling water temperature in the water jacket from being excessively lowered. In addition, it is possible to prevent the heating effect from being lowered by the heater unit.
- the heater unit when the heater unit is in an operating state, it is necessary to supply high-temperature cooling water to the heater core. Therefore, in addition to the cooling water temperature detected by the first water temperature sensor, the cooling detected by the second water temperature sensor.
- the engine stoppage is determined based on the water temperature. When at least one of the cooling water temperature detected by the first water temperature sensor and the cooling water temperature detected by the second water temperature sensor is less than the threshold value, the water jacket is prohibited by prohibiting the engine from stopping. An excessive decrease in the temperature of the cooling water in the inside and a decrease in the heating effect by the heater unit are prevented.
- the engine stop determination device of the fourth aspect when the vehicle state does not satisfy the predetermined condition, the engine stoppage is prohibited regardless of the operation state of the heater unit. If the state does not satisfy the predetermined condition, it is possible to reliably prohibit the engine from being stopped.
- the on-off valve is configured such that the cooling water temperature detected by the first water temperature sensor and the cooling water temperature detected by the second water temperature sensor are both less than a predetermined value.
- the water jacket is opened when the valve is closed and at least one of the cooling water temperature detected by the first water temperature sensor and the cooling water temperature detected by the second water temperature sensor is equal to or higher than a predetermined value. While the inside cooling water can be heated early, the heating effect by the heater unit can be improved.
- the on-off valve is closed, so that the inside of the water jacket The cooling water is prevented from flowing into the heater core, and the cooling water in the water jacket can be warmed early by the combustion heat in the engine. Moreover, since the low-temperature cooling water in a water jacket does not reach a heater core, the heating effect by a heater unit can also be improved.
- the on-off valve is opened, the cooling water in the water jacket and the cooling water in the heater core are mixed, and the cooling water circulating through both can be heated quickly.
- the cooling water pumping means is an electric pump formed on the downstream side of the heater core on the second cooling water path, and the junction point on the second cooling water path and the electric pump The electric pump is shared as part of the first cooling water path, and the electric pump discharges the sucked cooling water toward both the water jacket and the exhaust heat recovery unit.
- the cooling water in the first cooling water path and the second cooling water path can be circulated. Further, since the electric pump is used as the cooling water pumping means, the cooling water can be circulated in the first cooling water path and the second cooling water path regardless of whether the engine is operating or not.
- the engine stop determination device according to the seventh aspect of the present invention, it is applied to a hybrid vehicle that includes an electric motor that drives a wheel and selectively operates the engine and the electric motor to drive the wheel during traveling.
- the engine stop determination can be optimized according to the state of the cooling system in the hybrid vehicle.
- the engine stop determination device of the eighth aspect of the present invention is applied to an idle stop vehicle that automatically stops the engine when the vehicle stops and automatically restarts the engine when the vehicle restarts.
- the engine stop determination can be optimized according to the state of the cooling system in the stop vehicle.
- the heater unit when the engine stop determination is performed and the engine stop determination is performed based on the coolant temperature detected by the first water temperature sensor and the second water temperature sensor, the heater unit Depending on the state of the cooling system, the engine stop judgment is optimal by using the cooling water temperature detected by the first water temperature sensor and the second water temperature sensor depending on whether the is in the operating state or in the non-operating state Can be
- the block diagram which showed the traveling system of the hybrid vehicle carrying the engine stop determination apparatus by one Embodiment of this invention.
- FIG. 1 shows an outline of a power train of a hybrid vehicle V (hereinafter referred to as a vehicle V) equipped with an engine stop determination device 200 according to the present embodiment.
- a thick line indicates mechanical connection of the vehicle V
- an arrow by a broken line indicates a control signal line.
- the engine 1 of the vehicle V (corresponding to the engine of the present invention) and the electric motor 2 are connected in series via a clutch device 3 that is a wet multi-plate clutch.
- a transmission 4 of the vehicle V is connected in series to the electric motor 2
- the right drive wheel 6R and the left drive wheel 6L of the vehicle V (both of the present invention are both connected to the transmission 4 via a differential device 5). (Corresponding to the wheel) is connected.
- the right driving wheel 6R and the left driving wheel 6L are collectively referred to as driving wheels 6R and 6L.
- the engine 1 is a normal internal combustion engine that generates an output from a hydrocarbon fuel, and includes a cooling system 100 described later.
- the electric motor 2 is not limited to this, but is a synchronous motor for driving wheels, and the transmission 4 is a normal automatic transmission.
- the clutch device 3 is a normally closed type clutch device that normally connects the engine 1 and the electric motor 2, and interrupts torque transmission between the engine 1 and the electric motor 2. .
- a power source 8 is connected to the electric motor 2 via an inverter 7.
- the power source 8 is formed of a secondary battery, and the electric power supplied from the power source 8 is converted into an alternating current by the inverter 7 to rotate the electric motor 2. Further, the electric power generated by the electric motor 2 is charged to the power source 8 via the inverter 7.
- a controller 9 (corresponding to the stop determination means of the present invention) is electrically connected to the inverter 7. As shown in FIG. 1, the controller 9 includes an engine control unit 91 and a motor control unit 92, and the operation of the electric motor 2 is controlled by the motor control unit 92.
- the vehicle V using the power train shown in FIG. 1 selectively operates the engine 1 and the electric motor 2 in order to drive the drive wheels 6R and 6L when traveling.
- the engine 1 rotates the drive wheels 6 ⁇ / b> R and 6 ⁇ / b> L via the transmission 4.
- the electric motor 2 rotates the drive wheels 6 ⁇ / b> R and 6 ⁇ / b> L via the transmission 4.
- the clutch device 3 is released, and the connection between the engine 1 and the electric motor 2 is released.
- the electric motor 2 is driven by the engine 1 via the clutch device 3 and also functions as a generator.
- an engine 1 is electrically connected to the controller 9, and a vehicle speed sensor D1 of the vehicle V, a shift switch D2 of the transmission 4, a throttle opening sensor D3 of the engine 1, an accelerator pedal switch D4, Detection signals from the brake pedal switch D5 and the voltage sensor D6 of the power source 8 (each of D1 to D6 corresponds to the vehicle state detection means of the present invention) are input (in FIG. 1, by S1 to S6, respectively). Show).
- the controller 9 detects the state of the vehicle V based on these detection signals.
- the engine control unit 91 of the controller 9 determines whether to stop the engine 1 based on these detection signals and determines whether or not to stop the operation of the engine 1. Further, in addition to the detected values, the stop determination of the engine 1 may be performed based on the exhaust system catalyst temperature and the oil temperature in the engine 1.
- FIG. 2 shows an engine body 11 constituting the engine 1, a cooling system 100 for the engine 1, and an engine control unit 91 for controlling them.
- the engine main body 11 is formed by a cylinder block, a cylinder head, a piston, and other auxiliary machines (all not shown), and has a water jacket 111 in which coolant as cooling water circulates.
- the engine body 11 is driven and controlled by the engine control unit 91 of the controller 9, and is rotated or stopped (indicated by S7 in FIG. 2).
- the heater core 12 is included in a heater unit 120 that is a heater that sends warm air into the vehicle interior.
- the heater core 12 is a heat exchanger, and a water passage through which coolant passes is formed.
- the heater unit 120 blows air around the water channel of the heater core 12 by a blower, and heats the air by exchanging heat between the air and the coolant.
- the heater unit 120 is provided with an operation switch provided in the passenger compartment, and an operation state or a non-operation state is selected by a passenger operating the operation switch.
- the heater unit 120 is electrically connected to the engine control unit 91, and a signal indicating the target hot air temperature is input to the engine control unit 91 (indicated by S8 in FIG. 2).
- the heater core 12 and the engine main body 11 are connected by a pipe line, and a loop-shaped first cooling water passage L1 (a first cooling according to the present invention) between the water jacket 111 of the engine main body 11 and the heater core 12 is circulated. (Corresponding to the water pathway) is formed.
- the exhaust heat recovery unit 13 is disposed on an exhaust gas passage from the engine body 11 and has a water passage through which coolant passes.
- the exhaust heat recovery device 13 heats the coolant by exchanging heat between the exhaust gas and the coolant.
- the exhaust heat recovery unit 13 and the heater core 12 are connected by a pipe line, and a loop-shaped second cooling water passage L2 in which coolant circulates between the exhaust heat recovery unit 13 and the heater core 12 (second cooling according to the present invention). (Corresponding to the water pathway) is formed.
- the second cooling water passage L ⁇ b> 2 is the first cooling water at the connection portion P ⁇ b> 1 (corresponding to the junction of the present invention) located between the water jacket 111 and the upstream side of the heater core 12. It merges with the passage L1.
- an electric pump 14 (corresponding to the cooling water pumping means of the present invention) is provided on the downstream side of the heater core 12.
- the electric pump 14 is a fluid pressure pump driven by an electric motor (not shown), and is configured to be operable regardless of the operation stop of the engine body 11.
- the operation of the electric pump 14 is controlled by the above-described engine control unit 91 (indicated by S9 in FIG. 2).
- connection portion P1 and the upstream side of the electric pump 14 are shared as a part of the first cooling water passage L1, and the electric pump 14 removes the sucked coolant from the engine body 11. It discharges toward both the water jacket 111 and the exhaust heat recovery device 13, and the coolant is circulated in the first cooling water passage L1 and the second cooling water passage L2.
- a shutoff valve 15 (corresponding to the on-off valve of the present invention) is provided in the connection path L11 located between the engine main body 11 and the connection portion P1 on the first coolant passage L1.
- the shut-off valve 15 is not particularly limited to a specific type, type, and operating principle, but a rotary valve, a needle valve, or the like is applicable.
- the shutoff valve 15 is controlled to be opened and closed by the engine control unit 91, and the water jacket 111 and the connection part P1 are intermittently connected (indicated by S10 in FIG. 2).
- a first temperature sensor D7 (corresponding to the first water temperature sensor of the present invention) is provided between the engine body 11 and the shutoff valve 15 on the connection path L11.
- the first temperature sensor D7 is a temperature sensor that detects the coolant temperature in the connection path L11, and a signal indicating the detected temperature is input to the engine control unit 91 (indicated by S11 in FIG. 2).
- the first temperature sensor D7 does not necessarily have to be provided on the connection path L11, and may be provided in the water jacket 111 of the engine body 11.
- a second temperature sensor D8 (first of the present invention) is provided in an introduction path L21 (located upstream of the heater core 12) formed between the connection portion P1 and the heater core 12 on the second cooling water passage L2. (Corresponding to 2 water temperature sensors).
- the second temperature sensor D8 is a temperature sensor that detects the coolant temperature in the introduction path L21.
- a signal indicating the detected temperature is input to the engine control unit 91 (S12 in FIG. 2). Show).
- the EGR (Exhaust Gas Recirculation) cooler 16 is provided in the engine main body 11, and an exhaust gas passage from the engine main body 11 is formed therein.
- the EGR cooler 16 cools the exhaust gas by exchanging heat between the exhaust gas and the coolant when the coolant passes around the exhaust gas passage.
- the cooled exhaust gas is introduced as intake into the intake side of the engine body 11 via an EGR valve (not shown).
- one end of the cooling path L3 is connected between the engine body 11 and the first temperature sensor D7 on the connection path L11.
- the other end of the cooling path L3 is connected to a common path L12 for the first cooling water passage L1 and the second cooling water passage L2.
- a known radiator 17 is provided on the cooling path L3.
- a known thermostat 18 is disposed at a connection portion between the cooling path L3 and the common path L12. The thermostat 18 is closed when the temperature of the coolant is low, and is opened when the coolant temperature reaches a predetermined value, thereby connecting the cooling path L3 and the common path L12.
- the cooling system 100 of the engine 1 does not necessarily require all of the above-described configurations, and may be formed by appropriately selecting the necessary configurations.
- the engine control unit 91 closes the shut-off valve 15.
- the coolant pumped by the electric pump 14 does not flow through the first cooling water passage L1, but circulates only through the second cooling water passage L2 (indicated by solid arrows in FIG. 2). Since the coolant in the water jacket 111 of the engine body 11 does not flow out of the engine body 11, it is heated early by the combustion heat in the engine body 11.
- the coolant circulating through the second cooling water passage L2 is discharged from the electric pump 14 and then cooled in the EGR cooler 16 while being heated and sent to the exhaust heat recovery unit 13.
- the coolant is further heated in the exhaust heat recovery device 13 and then reaches the heater core 12.
- the coolant that has heated the air for blowing in the heater core 12 (the coolant itself is cooled in the heater core 12) is sucked again by the electric pump 14 through the common path L12 and then discharged toward the EGR cooler 16. .
- the detected value of the coolant temperature by the first temperature sensor D7 becomes equal to or greater than the valve opening threshold. Further, since the coolant circulating in the second cooling water passage L2 is also heated by the EGR cooler 16 and the exhaust heat recovery device 13, the detected value of the coolant temperature by the second temperature sensor D8 becomes equal to or higher than the valve opening threshold.
- the engine control unit 91 opens the shutoff valve 15 and, as shown in FIG.
- the water jacket 111 of the main body 11 communicates with the heater core 12. Therefore, the coolant pumped by the electric pump 14 circulates from the engine body 11 through the first cooling water passage L1 in addition to the second cooling water passage L2 (indicated by a thick arrow in FIG. 3). ).
- a request signal for circulating the coolant from the first cooling water passage L1 to the second cooling water passage L2 in order to further increase the warm air temperature in the heater core 12 is output from the heater unit 120.
- the shut-off valve 15 may be opened.
- the coolant circulating in the first coolant passage L1 is heated in the water jacket 111 of the engine body 11 and then sent to the heater core 12 via the connection path L11 and the introduction path L21.
- the coolant cooled in the heater core 12 is sucked by the electric pump 14 through the common path L ⁇ b> 12 and discharged again toward the engine body 11 and the EGR cooler 16. Further, when the temperature of the coolant in the common path L12 rises and the thermostat 18 opens, the coolant flows out from the engine body 11 to the cooling path L3 and is cooled by the radiator 17 (in FIG. Show).
- step S401 the operation stop of the engine body 11 is prohibited. Therefore, the engine control unit 91 does not stop the operation of the engine body 11 except when the engine body 11 is stopped by an occupant's operation.
- the engine control unit 91 is based on all or part of the detection signals from the vehicle speed sensor D1, the shift switch D2, the throttle opening sensor D3, the accelerator pedal switch D4, the brake pedal switch D5, and the voltage sensor D6. It is determined whether or not the state of the vehicle V satisfies a predetermined condition (step S402).
- the predetermined condition is a condition indicating that the engine main body 11 may be stopped while the vehicle V is traveling or stopped.
- the process returns to step S401. That is, when the state of the vehicle V does not satisfy the predetermined condition, the engine control unit 91 prohibits the operation stop of the engine 1 regardless of the operation state of the heater unit 120.
- the detected value thw1 of the coolant temperature in the connection path L11 by the first temperature sensor D7 is a predetermined threshold value T1 (corresponding to the first threshold value of the present invention). It is determined whether or not this is the case (step S403).
- the controller 9 estimates the combustion chamber temperature of the engine body 11, the exhaust system catalyst temperature, and the like based on the detection value thw1. When the detection value thw1 is less than the threshold value T1, the process returns to step S401.
- step S404 it is determined whether or not the operation switch of the heater unit 120 in the vehicle compartment is turned on.
- the operation switch of the heater unit 120 is in the OFF state, the operation stop of the engine main body 11 is permitted (step S406). Therefore, the engine control unit 91 stops the fuel supply to the combustion chamber by the injection device of the engine 1 (not shown in the injection device and the combustion chamber), and stops the engine body 11.
- the operation switch of the heater unit 120 When the operation switch of the heater unit 120 is turned on, is the detected value thw2 of the coolant temperature in the introduction path L21 by the second temperature sensor D8 equal to or greater than a predetermined threshold value T2 (corresponding to the second threshold value of the present invention)? It is determined whether or not (step S405). When the detection value thw2 is less than the threshold value T2, the process returns to the beginning of the control flow. On the other hand, when the detection value thw2 is greater than or equal to the threshold value T2, the operation stop of the engine body 11 is permitted (step S406).
- the threshold value T2 is set to a temperature higher than the threshold value T1, but is not limited to this.
- the heater unit 120 when the engine body 11 is determined to be stopped based on the coolant temperature detected by the first temperature sensor D7 and the second temperature sensor D8, and the engine stop determination is performed, the heater unit 120 is in the operating state.
- the engine 1 is optimally determined to stop depending on the state of the cooling system 100 Can be Thereby, while being able to prevent the temperature of the engine main body 11 falling excessively, the heating effect of the heater unit 120 can be improved.
- the coolant temperature detection value thw1 detected by the first temperature sensor D7 is equal to or greater than the threshold value T1
- the coolant temperature in the water jacket 111 can be prevented from excessively decreasing.
- the engine 1 is determined to stop operating based only on the detection value thw1 detected by the first temperature sensor D7. ing. Then, when the detection value thw1 detected by the first temperature sensor D7 is less than the threshold value T1, the coolant temperature in the water jacket 111 is prevented from excessively decreasing by prohibiting the operation of the engine 1 from being stopped.
- the detected value thw1 of the coolant temperature detected by the first temperature sensor D7 is equal to or greater than the threshold value T1
- the first In addition to preventing an excessive decrease in the coolant temperature in the water jacket 111 by permitting the engine 1 to stop operating when the coolant temperature detection value thw2 detected by the two-temperature sensor D8 is equal to or greater than the threshold value T2, A reduction in the heating effect by the heater unit 120 can be prevented.
- the heater unit 120 when the heater unit 120 is in an operating state, it is necessary to supply a high-temperature coolant to the heater core 12, so that the detection value thw2 by the second temperature sensor D8 is added to the detection value thw2 by the first temperature sensor D7. Based on this, it is determined whether the operation of the engine 1 is stopped. When at least one of the detection value thw1 detected by the first temperature sensor D7 and the detection value thw2 detected by the second temperature sensor D8 is less than the threshold values T1 and T2, the water jacket is prohibited by prohibiting the operation of the engine 1 from stopping. The excessive drop of the coolant temperature in 111 and the fall of the heating effect by the heater unit 120 are prevented.
- the shutoff valve 15 is closed when both the coolant temperature detected by the first temperature sensor D7 and the coolant temperature detected by the second temperature sensor D8 are less than a predetermined value, and the first temperature sensor D7 By opening the valve when at least one of the detected coolant temperature and the coolant temperature detected by the second temperature sensor D8 is equal to or higher than a predetermined value, the coolant in the water jacket 111 can be heated early. At the same time, the heating effect of the heater unit 120 can be improved.
- the water jacket 111 is closed by closing the shutoff valve 15. It is possible to prevent the coolant in the water jacket 111 from flowing out to the heater core 12 and to quickly heat the coolant in the water jacket 111 by the combustion heat in the engine body 11. Moreover, since the low-temperature coolant in the water jacket 111 does not reach the heater core 12, the heating effect by the heater unit 120 can also be improved.
- the shutoff valve 15 is opened.
- the coolant in the water jacket 111 and the coolant in the heater core 12 are mixed, and the coolant circulating through both can be heated quickly.
- the electric pump 14 formed on the second cooling water passage L2 on the downstream side of the heater core 12 is used, and the first cooling water is provided between the connection portion P1 and the upstream side of the electric pump 14.
- the electric pump 14 is shared by the passage L1 and the second cooling water passage L2, and the electric pump 14 discharges the sucked coolant toward both the water jacket 111 and the exhaust heat recovery device 13 so that the first pump can perform the first operation.
- the coolant in the cooling water passage L1 and the second cooling water passage L2 can be circulated.
- the engine stop determination device 200 includes the electric motor 2 that drives the drive wheels 6R and 6L, and selectively drives the engine 1 and the electric motor 2 to drive the drive wheels 6R and 6L during traveling.
- the present invention is not limited to the above-described embodiments, and can be modified or expanded as follows.
- the engine stop determination device according to the present invention may be applied to an idle stop vehicle that automatically stops the engine when the vehicle stops and restarts the engine automatically when the vehicle restarts. Thereby, in an idle stop vehicle, the engine stop determination can be optimized according to the state of the cooling system.
- the means for circulating the coolant is not limited to the use of a single electric pump 14, and a water pump driven by the engine 1 and the electric pump 14 are used together.
- a water pump driven by the engine 1 may be operated, and the electric pump 14 may be operated when the engine 1 is stopped.
- the coolant temperature threshold T1 used to stop the engine body 11 may be set to a temperature higher than the threshold T2, or the threshold T1 and the threshold T2 may be set to the same temperature.
- the operation stop of the engine body 11 is permitted when the detected coolant temperature thw1 in the connection path L11 is higher than the threshold value T1 (not including the case where it is equal to the threshold value T1) May be. Further, when the heater unit 120 is in an operating state, the detected value thw1 of the coolant temperature in the connection path L11 is higher than the threshold value T1 (not including the case where it is equal to the threshold value T1), and the detected value of the coolant temperature in the introduction path L21. When thw2 is higher than the threshold value T2 (not including the case where it is equal to the threshold value T2), the operation stop of the engine body 11 may be permitted.
- the shutoff valve 15 is closed when the detection values by the first temperature sensor D7 and the second temperature sensor D8 are both less than the same valve opening threshold.
- the first temperature sensor The valve opening threshold values of D7 and second temperature sensor D8 may be set to different values.
- the shutoff valve 15 is opened when at least one of the detection values by the first temperature sensor D7 and the second temperature sensor D8 is equal to or greater than the valve opening threshold.
- the shutoff valve 15 is closed and detected by the first temperature sensor D7 and the second temperature sensor D8.
- the shutoff valve 15 may be opened when both values are equal to or greater than the valve opening threshold.
- the engine stop determination device and the engine stop determination method according to the present invention can be used for four-wheeled vehicles, two-wheeled vehicles, and other vehicles that are hybrid vehicles or idle stop vehicles.
- 1 is an engine
- 2 is an electric motor
- 6R is a right drive wheel (wheel)
- 6L is a left drive wheel (wheel)
- 9 is a controller (stop determination means)
- 12 is a heater core
- 13 is an exhaust heat recovery device
- 14 is an electric pump (cooling water pumping means)
- 15 is a shut-off valve (open / close valve)
- 100 is a cooling system
- 111 is a water jacket
- 120 is a heater unit
- 200 is an engine stop determination device
- D1 is a vehicle speed sensor (vehicle state) Detection means)
- D2 is a shift switch (vehicle state detection means)
- D3 is a throttle opening sensor (vehicle state detection means)
- D4 is an accelerator pedal switch (vehicle state detection means)
- D5 is a brake pedal switch (vehicle state detection means).
- D6 is a voltage sensor (vehicle state detection means)
- D7 is a first temperature sensor (first water temperature sensor)
- D8 is a second temperature sensor (first Water temperature sensor)
- L1 is a first cooling water passage (first cooling water passage)
- L2 is a second cooling water passage (second cooling water passage)
- P1 is a connecting portion (confluence)
- V is a vehicle. .
Abstract
Description
このようなハイブリッド車両においては、電動モータによって走行する場合に、エンジンは作動停止されていることが多い。通常、ハイブリッド車両は、車両速度あるいはアクセル操作の有無といった車両の状態に基づいて、エンジンの作動停止を許可するか禁止するかを判定しているが、このような車両の状態に加えて、エンジンの冷却系システムの状態を考慮する必要がある。
本発明は上記事情に鑑みてなされたものであり、その目的は、冷却系システムの状態に応じて、エンジンの停止判定を最適化することができるエンジン停止判定装置およびエンジン停止判定方法を提供することにある。
の特徴は、冷却系システムは、冷却水がエンジンのウォータジャケットとヒータコアとの間を循環する第1冷却水経路と、第1冷却水経路に対し、ウォータジャケットとヒータコアの上流側との間において合流するように形成され、冷却水が排熱回収器とヒータコアとの間を循環する第2冷却水経路と、ウォータジャケット内または第1冷却水経路上のウォータジャケットと開閉弁との間に設けられた第1水温センサーと、第2冷却水経路上における第1冷却水経路との合流点と、ヒータコアとの間に設けられた第2水温センサーとを具備しており、停止判定手段は、第1水温センサーおよび第2水温センサーによって検出された冷却水温度に基づいてエンジン停止判定を行い、エンジン停止判定を行う場合に、ヒータコアを含んだヒータユニットが作動状態にあるか非作動状態にあるかにより、第1水温センサーおよび第2水温センサーによって検出された冷却水温度を使い分けることである。
これにより、エンジン温度が過度に低下することを防止できるとともに、ヒータユニットによる暖房効果の向上を図ることができる。
そして、第1水温センサーによって検出された冷却水温度および第2水温センサーによって検出された冷却水温度のうちの、少なくとも一方が閾値未満であるときには、エンジンの作動停止を禁止することにより、ウォータジャケット内の冷却水温度の過度の低下と、ヒータユニットによる暖房効果の低下を防止している。
また、冷却水圧送手段として電動ポンプにしたことにより、エンジンの作動、非作動に拘わらず、第1冷却水経路および第2冷却水経路において冷却水を循環させることができる。
エンジン本体11は、シリンダブロック、シリンダヘッド、ピストンおよびその他の補機(いずれも図示せず)等により形成されており、内部に冷却水であるクーラントが循環するウォータジャケット111を有している。エンジン本体11はコントローラ9のエンジン制御部91により駆動制御され、回転作動あるいは作動停止される(図2においてS7により示す)。
ヒータコア12とエンジン本体11とは管路により接続され、エンジン本体11のウォータジャケット111とヒータコア12との間には、クーラントが循環するループ状の第1冷却水通路L1(本発明の第1冷却水経路に該当する)が形成されている。
また、図2に示すように、ウォータジャケット111とヒータコア12の上流側との間に位置する接続部P1(本発明の合流点に該当する)において、第2冷却水通路L2は第1冷却水通路L1に対し合流している。
また、共用路L12内のクーラントの温度が上昇してサーモスタット18が開弁すると、クーラントがエンジン本体11から冷却路L3に流出し、ラジエータ17により冷却される(図3において、破線の矢印にて示す)。
最初に、コントローラ9がイニシャライズされると、エンジン本体11の作動停止が禁止される(ステップS401)。したがって、乗員の操作によりエンジン本体11が停止される場合を除いて、エンジン制御部91がエンジン本体11の作動停止を行うことはない。
これにより、エンジン本体11の温度が過度に低下することを防止できるとともに、ヒータユニット120の暖房効果の向上を図ることができる。
そして、第1温度センサーD7による検出値thw1および第2温度センサーD8による検出値thw2のうちの、少なくとも一方が閾値T1、T2未満であるときには、エンジン1の作動停止を禁止することにより、ウォータジャケット111内のクーラント温度の過度の低下と、ヒータユニット120による暖房効果の低下を防止している。
また、本実施形態によるエンジン停止判定装置200は、駆動輪6R、6Lを駆動する電動モータ2を備え、走行時において駆動輪6R、6Lを駆動するために、エンジン1および電動モータ2を選択的に作動させるハイブリッド車両Vに適用されたことにより、ハイブリッド車両Vにおける冷却系システム100の状態に応じて、エンジン1の停止判定を最適化することができる。
本発明は、上述した実施形態に限定されるものではなく、次のように変形または拡張することができる。
本発明によるエンジン停止判定装置は、車両の停止時にエンジンを自動的に作動停止させ、車両の再発進時にエンジンを自動的に再始動させるアイドルストップ車両に適用してもよい。これにより、アイドルストップ車両において、冷却系システムの状態に応じて、エンジンの停止判定を最適化することができる。
また、エンジン本体11を停止させるために使用するクーラント温度の閾値T1を、閾値T2よりも高い温度に設定してもよいし、閾値T1および閾値T2を同じ温度に設定してもよい。
また、ヒータユニット120が作動状態の場合、接続路L11中のクーラント温度の検出値thw1が閾値T1より高く(閾値T1と等しい場合を含まない)、かつ、導入路L21中のクーラント温度の検出値thw2が閾値T2より高い(閾値T2と等しい場合を含まない)ときに、エンジン本体11の作動停止を許可してもよい。
Claims (9)
- 車輪駆動用のエンジンと、
車両の状態を検出する車両状態検出手段と、
検出された前記車両の状態に基づいてエンジン停止判定を行い、前記エンジンの作動停止を許可するか否かを決定する停止判定手段と、
を備え、
前記エンジンは、冷却系システムを有しており、
前記冷却系システムは、
冷却水が前記エンジンのウォータジャケットとヒータコアとの間を循環する第1冷却水経路と、
前記第1冷却水経路に対し、前記ウォータジャケットと前記ヒータコアの上流側との間において合流するように形成され、冷却水が排熱回収器と前記ヒータコアとの間を循環する第2冷却水経路と、
前記エンジンの作動停止時においても、前記第1冷却水経路および前記第2冷却水経路において、冷却水を循環させることが可能な冷却水圧送手段と、
前記第1冷却水経路上に設けられ、前記ウォータジャケットと前記第2冷却水経路への合流点との間を断続する開閉弁と、
前記ウォータジャケット内または前記第1冷却水経路上の前記ウォータジャケットと前記開閉弁との間に設けられた第1水温センサーと、
前記第2冷却水経路上における前記第1冷却水経路との合流点と、前記ヒータコアとの間に設けられた第2水温センサーと、
を具備しており、
前記停止判定手段は、
前記第1水温センサーおよび前記第2水温センサーによって検出された冷却水温度に基づいて、前記エンジン停止判定を行い、
前記エンジン停止判定を行う場合に、前記ヒータコアを含んだヒータユニットが作動状態にあるか非作動状態にあるかにより、前記第1水温センサーおよび前記第2水温センサーによって検出された冷却水温度を使い分けるエンジン停止判定装置。 - 前記停止判定手段は、
前記車両の状態が所定条件を満たしているとともに、前記ヒータユニットが非作動状態にある場合、前記第1水温センサーによって検出された冷却水温度が第1閾値以上であるときに、前記エンジンの作動停止を許可する請求項1記載のエンジン停止判定装置。 - 前記停止判定手段は、
前記車両の状態が所定条件を満たしているとともに、前記ヒータユニットが作動状態にある場合、前記第1水温センサーによって検出された冷却水温度が前記第1閾値以上であり、かつ、前記第2水温センサーによって検出された冷却水温度が第2閾値以上であるときに、前記エンジンの作動停止を許可する請求項1または2に記載のエンジン停止判定装置。 - 前記停止判定手段は、
前記車両の状態が所定条件を満たしていない場合、前記ヒータユニットの作動状態に拘わらず、前記エンジンの作動停止を禁止する請求項1乃至3のうちのいずれか一項に記載のエンジン停止判定装置。 - 前記開閉弁は、
前記第1水温センサーによって検出された冷却水温度、および前記第2水温センサーによって検出された冷却水温度がともに所定値未満であるときに閉弁され、
前記第1水温センサーによって検出された冷却水温度、および前記第2水温センサーによって検出された冷却水温度のうちの少なくとも一方が前記所定値以上であるときに開弁される請求項1乃至4のうちのいずれか一項に記載のエンジン停止判定装置。 - 前記冷却水圧送手段は、
前記第2冷却水経路上において、前記ヒータコアの下流側に形成された電動ポンプであり、
前記第2冷却水経路上の前記合流点と前記電動ポンプの上流側との間は、前記第1冷却水経路の一部として共用されており、
前記電動ポンプは、
吸引した冷却水を前記ウォータジャケットおよび前記排熱回収器の双方に向けて吐出する請求項1乃至5のうちのいずれか一項に記載のエンジン停止判定装置。 - 前記車輪を駆動する電動モータを備え、走行時において前記車輪を駆動するために、前記エンジンおよび前記電動モータを選択的に作動させるハイブリッド車両に適用された請求項1乃至6のうちのいずれか一項に記載のエンジン停止判定装置。
- 前記車両の停止時に前記エンジンを自動的に作動停止させ、前記車両の再発進時に前記エンジンを自動的に再始動させるアイドルストップ車両に適用された請求項1乃至6のうちのいずれか一項に記載のエンジン停止判定装置。
- 車両が、
車輪駆動用のエンジンと、
前記車両の状態を検出する車両状態検出手段と、
を備えており、
検出された前記車両の状態に基づいてエンジン停止判定を行い、前記エンジンの作動停止を許可するか否かを決定するエンジン停止判定方法であって、
前記エンジンは、冷却系システムを有し、
前記冷却系システムは、
冷却水が前記エンジンのウォータジャケットとヒータコアとの間を循環する第1冷却水経路と、
前記第1冷却水経路に対し、前記ウォータジャケットと前記ヒータコアの上流側との間において合流するように形成され、冷却水が排熱回収器と前記ヒータコアとの間を循環する第2冷却水経路と、
前記エンジンの作動停止時においても、前記第1冷却水経路および前記第2冷却水経路において、冷却水を循環させることが可能な冷却水圧送手段と、
前記第1冷却水経路上に設けられ、前記ウォータジャケットと前記第2冷却水経路への合流点との間を断続する開閉弁と、
前記ウォータジャケット内または前記第1冷却水経路上の前記ウォータジャケットと前記開閉弁との間に設けられた第1水温センサーと、
前記第2冷却水経路上における前記第1冷却水経路との合流点と、前記ヒータコアとの間に設けられた第2水温センサーと、
を具備しており、
前記第1水温センサーおよび前記第2水温センサーによって検出された冷却水温度に基づいて、前記エンジン停止判定を行うとともに、
前記エンジン停止判定を行う場合に、前記ヒータコアを含んだヒータユニットが作動状態にあるか非作動状態にあるかにより、前記第1水温センサーおよび前記第2水温センサーによって検出された冷却水温度を使い分けるエンジン停止判定方法。
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