WO2021006036A1 - Dispositif de commande d'une soupape de limitation du débit - Google Patents

Dispositif de commande d'une soupape de limitation du débit Download PDF

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Publication number
WO2021006036A1
WO2021006036A1 PCT/JP2020/024677 JP2020024677W WO2021006036A1 WO 2021006036 A1 WO2021006036 A1 WO 2021006036A1 JP 2020024677 W JP2020024677 W JP 2020024677W WO 2021006036 A1 WO2021006036 A1 WO 2021006036A1
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Prior art keywords
wall temperature
target
internal combustion
combustion engine
temperature
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PCT/JP2020/024677
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English (en)
Japanese (ja)
Inventor
大介 中西
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株式会社デンソー
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Publication of WO2021006036A1 publication Critical patent/WO2021006036A1/fr

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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
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the present disclosure relates to a control device for a flow control valve.
  • Patent Document 1 Conventionally, there is a control device for a flow control valve described in Patent Document 1 below.
  • the flow rate control valve described in Patent Document 1 is mounted on a vehicle and is provided in a cooling water circulation circuit that circulates cooling water between an internal combustion engine and a radiator.
  • the radiator cools the cooling water by exchanging heat between the cooling water and the outside air.
  • the flow control valve regulates the flow rate of the cooling water supplied to the internal combustion engine.
  • the control device described in Patent Document 1 controls the opening degree of the flow control valve according to the load of the internal combustion engine.
  • this control device increases the flow rate of the cooling water flowing through the radiator by opening the flow rate control valve when the internal combustion engine is in a high load state, and the temperature of the cooling water. To reduce. As a result, the cylinder wall temperature of the internal combustion engine can be lowered, so that the internal combustion engine can be appropriately cooled even when the combustion gas temperature of the internal combustion engine rises due to a high load state. Become.
  • this control device closes the flow rate control valve to reduce the flow rate of the cooling water flowing through the radiator and raise the temperature of the cooling water. ..
  • the cylinder wall temperature of the internal combustion engine can be raised, so that the temperature of the lubricating oil of the internal combustion engine rises due to the heat of the cooling water.
  • the viscosity of the lubricating oil is lowered, so that the friction generated between the piston and the cylinder of the internal combustion engine can be reduced.
  • the wall temperature of the cylinder can be raised, the cooling loss of the internal combustion engine can be reduced.
  • the cooling loss of the internal combustion engine is a loss of energy that cannot be taken out as power from the internal combustion engine as a result of the heat energy generated by the combustion of the internal combustion engine being absorbed by the cylinder.
  • the cylinder has a cylinder with respect to the target wall temperature, which is the target value of the cylinder wall temperature, due to various factors.
  • a response delay occurs in the actual wall temperature, which is the actual wall temperature.
  • Factors that cause such a response delay in the actual wall temperature of the internal combustion engine are, for example, the influence of the control response delay, the response delay of the actuator that drives the valve body of the flow control valve, the response delay of the radiator, and the heat capacity of the cooling water. And so on.
  • the actual wall temperature of the internal combustion engine deviates from the optimum temperature in each region of the load of the internal combustion engine. There is a risk of deteriorating the fuel efficiency of the internal combustion engine.
  • An object of the present disclosure is to provide a control device for a flow control valve capable of further improving the fuel efficiency of an internal combustion engine.
  • the flow control valve control device regulates the flow rate of the cooling water circulating between the internal combustion engine of the vehicle and the radiator.
  • the control device includes a target opening degree setting unit, an opening degree control unit, and a control parameter changing unit.
  • the target opening degree setting unit sets the target opening degree of the flow control valve for making the actual wall temperature, which is the actual temperature of the cylinder wall temperature of the internal combustion engine, follow the target wall temperature.
  • the opening degree control unit controls the actual opening degree, which is the actual opening degree of the flow control valve, to the target opening degree.
  • the control parameter changing unit changes the control parameter that controls the operation of the flow control valve.
  • the target opening setting unit sets the target wall temperature to the first target wall temperature set value when the internal combustion engine is in a high load state, and sets the target wall temperature when the internal combustion engine is in a low load state. Set to the second target wall temperature set value, which is higher than the first target wall temperature set value.
  • the control parameter changing unit is more than when the absolute value of the deviation between the actual wall temperature and the target wall temperature is less than or equal to the predetermined value. Change the control parameters so that the response speed of the actual wall temperature becomes faster.
  • the target wall temperature of the internal combustion engine can be switched according to the load state of the internal combustion engine, so that the fuel efficiency of the internal combustion engine can be improved.
  • the absolute value of the deviation between the actual wall temperature of the internal combustion engine and the target wall temperature becomes larger than the predetermined value
  • the response speed of the actual wall temperature of the internal combustion engine becomes faster by changing the control parameter of the flow control valve. Therefore, the actual wall temperature of the internal combustion engine changes rapidly toward the target wall temperature.
  • the period in which the actual wall temperature of the internal combustion engine deviates significantly from the target wall temperature can be shortened, and therefore, deterioration of fuel efficiency of the internal combustion engine caused by such dissociation can be suppressed. In other words, the fuel efficiency of the internal combustion engine can be further improved.
  • FIG. 1 is a block diagram showing a schematic configuration of a vehicle cooling water circulation system according to the first embodiment.
  • FIG. 2 is a perspective view showing a perspective structure of the flow control valve of the first embodiment.
  • FIG. 3 is a diagram schematically showing the positional relationship between the inner wall surface of the main body and the valve body in the flow control valve of the first embodiment.
  • 4 (A) to 4 (C) are graphs showing the relationship between the rotational position of the valve body of the flow control valve and the opening ratio of the first to third outflow ports.
  • FIG. 5 is a block diagram showing an electrical configuration of the flow control valve of the first embodiment.
  • FIG. 6 is a flowchart showing a procedure of processing executed by the ECU of the first embodiment.
  • FIG. 7 is a control block diagram showing a procedure of control processing of the ECU of the first embodiment.
  • FIG. 8 is a map for calculating the calorific value from the rotation speed and load of the internal combustion engine used by the ECU of the first embodiment.
  • FIG. 9 is a map for calculating the target outlet water temperature from the rotation speed and load of the internal combustion engine used by the ECU of the first embodiment.
  • FIG. 10 is a map for calculating the flow rate when the valve is fully opened from the rotation speed of the internal combustion engine used by the ECU of the first embodiment.
  • FIG. 11 is a map for obtaining the flow rate ratio from the rotation position of the valve body of the flow rate control valve used by the ECU of the first embodiment.
  • FIG. 12 is a control block diagram showing a procedure of control processing of the ECU of the first embodiment.
  • FIG. 13 is a graph showing the relationship between the duty ratio and the displacement speed of the valve body in the flow control valve of the first embodiment.
  • FIG. 14 is a graph showing an example of changes in the temperature of the cooling water.
  • FIG. 15 is a diagram schematically showing the factors of response delay in the cooling water circulation system.
  • FIG. 16 is a map for calculating the target outlet water temperature from the rotation speed and load of the internal combustion engine used by the ECU of the first embodiment.
  • FIG. 17 is a flowchart showing a procedure of processing executed by the control parameter changing unit of the first embodiment.
  • FIG. 18 is a graph schematically showing a mode of changing the wall temperature of the internal combustion engine by the flow rate control valve of the first embodiment.
  • 19 (A) to 19 (G) are graphs showing changes in the intake air amount, outlet water temperature, outlet water temperature deviation, duty ratio, valve position, flow rate, and internal combustion engine wall temperature in the cooling water circulation system of the first embodiment.
  • FIG. 20 is a control block diagram showing a procedure of control processing of the ECU of the second embodiment.
  • FIG. 21 is a flowchart showing a procedure of processing executed by the ECU of the second embodiment.
  • FIG. 22 is a flowchart showing a procedure of processing executed by the control parameter changing unit of the second embodiment.
  • FIG. 23 (A) to 23 (D) are graphs showing changes in the valve position, the displacement speed of the valve body, the integrated value displacement amount, and the operation frequency in the flow control valve of the cooling water circulation system of the second embodiment.
  • FIG. 24 is a graph showing the relationship between the absolute value of the outlet water temperature deviation of the second embodiment and the duty ratio.
  • FIG. 25 is a control block diagram showing a procedure of control processing of the filtering unit of the third embodiment.
  • FIG. 26 is a control block diagram showing a procedure of control processing of the ECU of the third embodiment.
  • FIG. 27 is a flowchart showing a procedure of processing executed by the control parameter changing unit of the third embodiment.
  • FIG. 28 is a graph showing the relationship between the absolute value of the outlet water temperature deviation used by the control parameter changing unit of the third embodiment and the smoothing time constant.
  • FIGS. 29 (A) to 29 (G) show changes in the intake air amount, outlet water temperature, outlet water temperature deviation, valve position, smoothing time constant, flow rate, and internal combustion engine wall temperature in the cooling water circulation system of the third embodiment. It is a graph which shows.
  • FIG. 30 is a control block diagram showing a procedure of control processing of the ECU of the fourth embodiment.
  • FIG. 31 is a diagram schematically showing the relationship between the control executed by the control parameter changing unit of the fourth embodiment and the outlet water temperature deviation.
  • FIG. 32 is a flowchart showing a procedure of processing executed by the control parameter changing unit of the fourth embodiment.
  • FIG. 33 (A) to 33 (G) are graphs showing changes in intake air amount, outlet water temperature, outlet water temperature deviation, valve position, control state, flow rate, and internal combustion engine wall temperature in the cooling water circulation system of the fourth embodiment.
  • Is. 34 (A) to 34 (C) are graphs showing the relationship between the rotational position of the valve body of the flow control valve of the fifth embodiment and the opening ratio of the first to third outflow ports.
  • FIG. 35 is a diagram schematically showing the relationship between the control executed by the control parameter changing unit of the fifth embodiment and the outlet water temperature deviation.
  • FIG. 36 is a flowchart showing a procedure of processing executed by the control parameter changing unit of the fifth embodiment.
  • FIG. 37 (A) to 37 (G) are graphs showing changes in intake air amount, outlet water temperature, outlet water temperature deviation, valve position, control state, flow rate, and internal combustion engine wall temperature in the cooling water circulation system of the fifth embodiment.
  • Is. 38 (A) to 38 (C) are graphs showing the relationship between the rotational position of the valve body of the flow control valve of the sixth embodiment and the opening ratio of the first to third outflow ports.
  • FIG. 39 is a flowchart showing a part of the processing procedure executed by the control parameter changing unit of the fifth embodiment.
  • FIG. 40 is a flowchart showing a part of the processing procedure executed by the control parameter changing unit of the fifth embodiment.
  • the cooling water circulation system 10 is a system that circulates cooling water to an internal combustion engine 20, a radiator 21, a heater core 22, an EGR (Exhaust Gas Recirculation) cooler 23, and an oil cooler 24 mounted on a vehicle.
  • the internal combustion engine 20 and the radiator 21 are connected in an annular shape by the flow path W10.
  • the cooling water circulation system 10 includes a pump 11 and a flow rate control valve 12 in the annular flow path W10.
  • the pump 11 is provided on the upstream side of the internal combustion engine 20 in the annular flow path W10.
  • the flow rate control valve 12 is provided on the downstream side of the internal combustion engine 20 in the annular flow path W10.
  • the pump 11 sucks the cooling water flowing through the annular flow path W10 and pumps the sucked cooling water to the internal combustion engine 20.
  • the cooling water circulates in the annular flow path W10.
  • the pump 11 is a mechanical pump driven by the power of the internal combustion engine 20.
  • the cooling water pumped from the pump 11 passes through the cylinder block 201 and the cylinder head 202 in this order.
  • heat exchange is performed between them and the cooling water to cool the cylinder block 201 and the cylinder head 202.
  • the cooling water discharged from the cylinder head 202 flows into the flow rate control valve 12 through the annular flow path W10.
  • the flow rate control valve 12 includes an inflow port P10 and first to third outflow ports P11 to P13.
  • the internal combustion engine 20 is connected to the inflow port P10 via the annular flow path W10.
  • a radiator 21 is connected to the first outflow port P11 via an annular flow path W10.
  • the first bypass flow path W11 is connected to the second outflow port P12.
  • the first bypass flow path W11 is a flow path that connects the second outflow port P12 of the flow control valve 12 to the intermediate portion between the radiator 21 and the pump 11 in the annular flow path W10.
  • a second bypass flow path W12 is connected to the third outflow port P13.
  • the second bypass flow path W12 is a flow path that connects the third outflow port P13 of the flow control valve to the intermediate portion between the radiator 21 and the pump 11 in the annular flow path W10.
  • the flow rate control valve 12 controls the open / closed state of each outflow port P11 to P13 to control the flow rate of the cooling water flowing through the radiator 21, the flow rate of the cooling water flowing through the first bypass flow path W11, and the second bypass flow path W12. Control the flow rate of cooling water flowing through.
  • Cooling water flows into the radiator 21 from the flow control valve 12 via the annular flow path W10.
  • the radiator 21 cools the cooling water by exchanging heat between the cooling water flowing inside the radiator 21 and the outside air blown by the radiator fan 21a.
  • the outside air is the air outside the vehicle.
  • the cooling water cooled in the radiator 21 is returned to the pump 11 through the annular flow path W10.
  • a heater core 22 and an EGR cooler 23 are arranged in the first bypass flow path W11.
  • the heater core 22 is arranged in an air conditioning duct of an air conditioner mounted on a vehicle.
  • the heater core 22 heats the air by exchanging heat between the cooling water flowing inside the heater core 22 and the air in the air conditioning duct blown by the heating blower 22a.
  • the heated air is blown into the vehicle interior through the air conditioning duct to heat the vehicle interior.
  • the EGR cooler 23 is arranged in an EGR passage that returns a part of the exhaust gas flowing through the exhaust pipe of the internal combustion engine 20 to the intake pipe of the internal combustion engine 20.
  • the EGR cooler 23 cools the exhaust gas returned to the intake pipe by exchanging heat between the cooling water flowing inside the EGR cooler 23 and the exhaust gas flowing through the EGR passage.
  • the cooling water that has passed through the heater core 22 and the EGR cooler 23 is returned to the pump 11 through the first bypass flow path W11 and the annular flow path W10.
  • An oil cooler 24 is arranged in the second bypass flow path W12.
  • the oil cooler 24 cools the lubricating oil by exchanging heat between the cooling water flowing inside the oil cooler 24 and the lubricating oil that lubricates each part of the internal combustion engine 20.
  • the cooling water that has passed through the oil cooler 24 is returned to the pump 11 through the second bypass flow path W12 and the annular flow path W10.
  • the heater core 22, the EGR cooler 23, and the oil cooler 24 correspond to the in-vehicle device.
  • the first outflow port P11 of the flow control valve 12 corresponds to the radiator port
  • the second outflow port P12 and the third outflow port P13 of the flow control valve 12 correspond to the in-vehicle device port
  • the second outflow port P12 corresponds to the heater core port
  • the third outflow port P13 corresponds to the oil cooler port.
  • the flow rate control valve 12 includes a main body 120 and an actuator device 121.
  • First to third outflow ports P11 to P13 are provided on the side surface of the main body 120.
  • An inflow port P10 (not shown) is provided on the bottom surface of the main body 120.
  • a cylindrical valve body for switching the open / closed state of the first to third outflow ports P11 to P13 is provided inside the main body 120.
  • FIG. 3 is a developed view of a cylindrical valve body 122 provided inside the main body 120.
  • the X direction shown in FIG. 3 indicates the circumferential direction of the valve body 122, and the Y direction indicates a direction parallel to the axial direction of the valve body 122.
  • the X1 direction which is one of the X directions
  • the X2 direction which is the opposite direction
  • the valve body 122 is formed with three openings 123a to 123c so as to be arranged in a direction parallel to the axial direction Y.
  • the openings 123a to 123c are formed in a slit shape so as to extend in the circumferential direction X of the valve body 122.
  • the rotation positions in which the openings 123a to 123c are not formed in the circumferential direction X of the valve body 122 are indicated by “P0”, and the rotations are sequentially arranged at positions deviated from the rotation position P0 in the normal rotation direction X1.
  • the positions are indicated by "P1", “P2", “P3", and "P4".
  • the opening 123a is formed so as to extend from the rotation position P3 to the rotation position P4.
  • the opening 123b is formed so as to extend from the rotation position P2 to the rotation position P4.
  • the opening 123c is formed so as to extend from the rotation position P1 to the rotation position P4.
  • three communication holes 124a to 124c are formed side by side in the axial direction Y. The communication holes 124a to 124c are communicated with the first to third outflow ports P11 to P13 shown in FIG. 2, respectively.
  • the actuator device 121 shown in FIG. 2 has a motor, and applies torque to the valve body 122 based on energization of the motor to rotate the valve body 122 in the circumferential direction X.
  • the position of the reference line DL1 in the valve body 122 changes with the rotation of the valve body 122.
  • the position of the reference line DL1 on the valve body 122 will be referred to as “communication position DL1”.
  • the valve body 122 rotates relative to the main body 120 within a range in which the communication position DL1 is displaced from the rotation position P0 to the rotation position P5.
  • the rotation position P5 is set between the rotation position P3 and the rotation position P4.
  • the communication position DL1 of the valve body 122 when the communication position DL1 of the valve body 122 is located between the rotation position P0 and the rotation position P3, the communication hole 124a of the main body 120 is not communicated with the opening 123a of the valve body 122. 1
  • the outflow port P11 is in a closed state.
  • the communication position DL1 of the valve body 122 reaches the rotation position P3, the communication position DL1 of the valve body 122 changes to the forward rotation direction X1 so that the communication hole 124a of the main body 120 and the opening 123a of the valve body 122 The area where and overlaps gradually increases. Therefore, the opening degree of the first outflow port P11 gradually increases.
  • the opening degree of the first outflow port P11 is fully opened. After that, the opening degree of the first outflow port P11 is maintained in the fully open state until the communication position DL1 of the valve body 122 reaches the rotation position P5.
  • the opening degree of the second outflow port P12 changes according to the relative positional relationship between the communication hole 124b of the main body 120 and the opening 123b of the valve body 122, and the communication hole 124c and the valve of the main body 120 change.
  • the opening degree of the third outflow port P13 changes according to the relative positional relationship of the body 122 with the opening 123c.
  • FIGS. 4 (A) to 4 (C) show the aperture ratios of the outflow ports P11 to P13 with respect to the communication position DL1 of the valve body 122.
  • the aperture ratio is defined as "0 [%]” when the outflow port is fully closed, "100 [%]” when the outflow port is fully open, and the opening of the outflow port is "0 [%]”. ] ”To“ 100 [%] ”.
  • the communication position DL1 of the valve body 122 will be referred to as "the valve position of the flow control valve 12."
  • the electrical configuration of the cooling water circulation system 10 will be described.
  • the cooling water circulation system 10 includes a first water temperature sensor 30, a second water temperature sensor 31, a crank angle sensor 32, an air flow meter 33, and an ECU (Electronic Control Unit) 40.
  • the first water temperature sensor 30 is provided in a portion of the annular flow path W10 on the upstream side of the internal combustion engine 20.
  • the first water temperature sensor 30 detects the inlet water temperature TWin, which is the temperature of the cooling water flowing into the internal combustion engine 20, and outputs a signal corresponding to the detected inlet water temperature TWin.
  • the second water temperature sensor 31 is provided in a portion of the annular flow path W10 on the downstream side of the internal combustion engine 20.
  • the second water temperature sensor 31 detects the outlet water temperature TWout, which is the temperature of the cooling water discharged from the internal combustion engine 20, and outputs a signal corresponding to the detected outlet water temperature TWout.
  • the crank angle sensor 32 shown in FIG. 5 detects the crank angle ⁇ c, which is the output shaft of the internal combustion engine 20, and outputs a signal corresponding to the detected crank angle ⁇ c.
  • the air flow meter 33 is provided in the intake pipe of the internal combustion engine 20, detects the flow rate GA of the air sucked into the internal combustion engine 20, and outputs a signal corresponding to the detected intake air amount GA.
  • the ECU 40 is mainly composed of a microcomputer having a CPU, a memory, and the like.
  • the ECU 40 controls the drive of the flow control valve 12 by executing a program stored in advance in the memory. Specifically, the output signals of the sensors 30 to 33 are taken into the ECU 40.
  • the ECU 40 acquires information on the inlet water temperature TWin, the outlet water temperature TWout, the crank angle ⁇ c, and the intake air amount GA based on the output signals of the sensors 30 to 33.
  • the flow rate control valve 12 is provided with a position sensor 125 for detecting the valve position.
  • the ECU 40 also acquires information on the valve position of the flow control valve 12 detected by the position sensor 125.
  • the ECU 40 sets the target rotation position of the valve body 122 of the flow rate control valve 12 based on the inlet water temperature TWin, the outlet water temperature TWout, the crank angle ⁇ c, and the intake air amount GA, and the valve position of the flow rate control valve 12 is the target rotation.
  • the flow control valve 12 is controlled so as to be in the position.
  • the ECU 40 corresponds to the control device.
  • the control for making the valve position of the flow rate control valve 12 follow the target rotation position corresponds to the control for making the actual opening degree of the flow rate control valve 12 follow the target opening degree.
  • the ECU 40 executes the process shown in FIG. 6 based on the outlet water temperature TWout.
  • the ECU 40 starts the process shown in FIG. 6 when the internal combustion engine 20 starts.
  • the ECU 40 first executes the water stop control as the process of step S10.
  • the valve position of the flow rate control valve 12 is set in the range from the rotation position P0 to the rotation position P1 shown in FIG. That is, in the water stop control, all the outflow ports P11 to P13 of the flow rate control valve 12 are set to the closed state.
  • the cooling water circulation system 10 shown in FIG. 1 since the cooling water does not circulate, heat dissipation from the cooling water in the flow paths W10 to W12 other than the internal combustion engine 20, that is, heat loss is suppressed.
  • the heat generated from the internal combustion engine 20 can be effectively used for warming up the internal combustion engine 20.
  • the internal combustion engine 20 can be warmed up at an early stage even at the time of cold start of the internal combustion engine 20.
  • the ECU 40 determines whether or not the outlet water temperature TWout becomes larger than the first temperature threshold value TWth1 as the process of step S11 following step S10.
  • the ECU 40 makes a negative determination in the process of step S11 and continues the water stop control in step S10.
  • the ECU 40 makes an affirmative judgment in the process of step S11 and executes heat distribution control as the process of step S12.
  • the valve position of the flow control valve 12 is set in the range from the rotation position P1 to the rotation position P3 shown in FIG. That is, in the heat distribution control, the second outflow port P12 of the flow control valve 12 is set to the open state or the closed state, and the third outflow port P13 is also set to the open state or the closed state. Further, the first outflow port P11 is maintained in the closed state. In this case, in the cooling water circulation system 10 shown in FIG.
  • the ECU 40 determines whether or not the outlet water temperature TWout becomes larger than the second temperature threshold value TWth2 as the process of step S13 following step S12.
  • the second temperature threshold value TWth2 is set to a value larger than the first temperature threshold value TWth1.
  • the ECU 40 makes a negative determination in the process of step S13 and continues the heat distribution control in step S12.
  • the ECU 40 makes an affirmative judgment in the process of step S13, and executes wall temperature switching control as the process of step S14.
  • the valve position of the flow rate control valve 12 is set in the range from the rotation position P6 to the rotation position P5 shown in FIG.
  • the rotation position P6 is set at a position slightly deviated from the rotation position P3 in the reverse direction X2.
  • the first outflow port P11 of the flow control valve 12 is set to the valve open state or the valve closed state.
  • the second outflow port P12 and the third outflow port P13 are maintained in the fully open state.
  • the cooling water that has absorbed the heat of the internal combustion engine 20 is supplied to the radiator 21 through the first outflow port P11 of the flow control valve 12, so that the cooling water is supplied to the radiator 21.
  • the ECU 40 adjusts the temperature of the cooling water flowing through the internal combustion engine 20 by changing the open / closed state of the first outflow port P11 according to the load state of the internal combustion engine 20.
  • the ECU 40 changes the flow rate of the cooling water supplied to the radiator 21 by changing the first outflow port P11 in the valve opening direction. increase. As a result, the cooling water is easily cooled in the radiator 21, so that the temperature of the cooling water supplied to the internal combustion engine 20 is lowered. Therefore, since the wall temperature of the cylinders 201 and 202 of the internal combustion engine 20 is lowered, knocking is less likely to occur in the internal combustion engine 20. Therefore, it is not necessary to execute the control of shifting the ignition timing of the internal combustion engine 20 to the retard side in order to suppress knocking.
  • the actual wall temperature of the cylinders 201 and 202 of the internal combustion engine 20 is simply referred to as "the wall temperature of the internal combustion engine 20".
  • the ECU 40 reduces the flow rate of the cooling water supplied to the radiator 21 by changing the first outflow port P11 in the valve closing direction. As a result, it becomes difficult for the cooling water to be cooled, so that the temperature of the cooling water flowing through the internal combustion engine 20 rises. Therefore, since the actual wall temperature of the internal combustion engine 20 rises, the cooling loss of the internal combustion engine 20 is reduced and the friction of the internal combustion engine 20 is reduced. Therefore, the fuel efficiency of the internal combustion engine 20 can be improved.
  • the ECU 40 of the present embodiment utilizes the fact that there is a correlation between the wall temperature of the internal combustion engine 20 and the outlet water temperature TWout of the internal combustion engine 20 as a parameter indicating the wall temperature of the internal combustion engine 20.
  • the outlet water temperature TWout of 20 is used.
  • the ECU 40 includes a target opening degree setting unit 50 and an opening degree control unit 60 for executing wall temperature switching control.
  • the target opening degree setting unit 50 sets the target outlet water temperature according to the load state of the internal combustion engine 20, and of the valve body of the flow rate control valve 12 for making the actual outlet water temperature TWout follow the set target outlet water temperature.
  • the control to make the outlet water temperature TWout follow the target outlet water temperature corresponds to the control to make the actual wall temperature of the internal combustion engine 20 follow the target wall temperature.
  • the target opening degree setting unit 50 includes a feedforward control unit 51, a feedback control unit 52, and a multiplication unit 53.
  • the feedforward control unit 51 sets a target outlet water temperature according to the load of the internal combustion engine 20, and then calculates a target rotation position Pv * for feedforward controlling the outlet water temperature TWout of the internal combustion engine 20 to the target outlet water temperature. It is a part.
  • the feed forward control unit 51 includes a rotation speed calculation unit 510, an intake air amount calculation unit 511, an inlet water temperature calculation unit 512, a calorific value calculation unit 513, a target outlet water temperature calculation unit 514, and a flow rate calculation unit 515. It has a subtraction unit 516, a division units 517a and 517b, a reference target opening degree calculation unit 518, and a filtering unit 519.
  • the output signal of the crank angle sensor 32 is input to the rotation speed calculation unit 510.
  • the rotation speed calculation unit 510 calculates the rotation speed Np of the internal combustion engine 20 by calculating the crank angle ⁇ c based on the output signal of the crank angle sensor 32 and calculating the amount of time change of the calculated crank angle ⁇ c. To do.
  • the output signal of the air flow meter 33 is input to the intake air amount calculation unit 511.
  • the intake air amount calculation unit 511 calculates the intake air amount GA based on the output signal of the air flow meter 33. Since there is a correlation between the intake air amount GA and the load of the internal combustion engine 20, in the present embodiment, the intake air amount GA is used as a parameter representing the load state of the internal combustion engine 20.
  • the output signal of the first water temperature sensor 30 is input to the inlet water temperature calculation unit 512.
  • the inlet water temperature calculation unit 512 calculates the inlet water temperature TWin of the internal combustion engine 20 based on the output signal of the first water temperature sensor 30.
  • the rotation speed Np of the internal combustion engine 20 calculated by the rotation speed calculation unit 510 and the intake air amount GA calculated by the intake air amount calculation unit 511 are input to the calorific value calculation unit 513.
  • the calorific value calculation unit 513 calculates the calorific value Q based on the rotation speed Np of the internal combustion engine 20 and the intake air amount GA by using the map shown in FIG.
  • the calorific value Q is the amount of heat transferred from the internal combustion engine 20 to the cooling water. In the map shown in FIG. 8, the calorific value Q increases as the rotational speed Np of the internal combustion engine 20 increases and the intake air amount GA increases.
  • the target outlet water temperature calculation unit 514 includes a rotation speed Np of the internal combustion engine 20 calculated by the rotation speed calculation unit 510 and an intake air amount GA calculated by the intake air amount calculation unit 511. Is entered.
  • the target outlet water temperature calculation unit 514 calculates the target outlet water temperature TWout * based on the rotation speed Np of the internal combustion engine 20 and the intake air amount GA by using the map shown in FIG. In the map shown in FIG. 9, in the region where the rotation speed Np of the internal combustion engine 20 is slow and the intake air amount GA is large, that is, in the region where the internal combustion engine 20 is in a high load state, the target outlet water temperature TWout * is the first low temperature.
  • the target water temperature set value TWa1 is set.
  • the target outlet water temperature TWout * is higher than the first target water temperature set value TWa1. It is set to the high temperature second target water temperature set value TWa2.
  • the first target water temperature set value TWa1 corresponds to the first target wall temperature set value
  • the second target water temperature set value TWa2 corresponds to the second target wall temperature set value.
  • the rotation speed Np of the internal combustion engine 20 calculated by the rotation speed calculation unit 510 is input to the flow rate calculation unit 515.
  • the flow rate calculation unit 515 calculates the flow rate m when the valve is fully opened based on the rotation speed Np of the internal combustion engine 20 by using the map shown in FIG.
  • the flow rate m when the valve is fully open is the flow rate of the cooling water that passes through the internal combustion engine 20 when all the outflow ports P11 to P13 are in the fully open state.
  • the pump 11 shown in FIG. 1 is a mechanical pump driven based on the power of the internal combustion engine 20
  • the flow rate m when the valve is fully opened is basically as shown in FIG. , Is proportional to the rotation speed Np of the internal combustion engine 20.
  • the target outlet water temperature TWout * calculated by the target outlet water temperature calculation unit 514 and the inlet water temperature TWin calculated by the inlet water temperature calculation unit 512 are input to the subtraction unit 516.
  • the calorific value Q of the internal combustion engine 20 calculated by the calorific value calculation unit 513 and the target water inlet / outlet temperature difference ⁇ T calculated by the subtraction unit 516 are input.
  • the division unit 517a calculates the target flow rate m * of the cooling water based on the following equation f1.
  • "c" in formula f1 shows the specific heat of cooling water.
  • the mass of the cooling water is approximated by the flow rate of the cooling water.
  • the target flow rate m * calculated by the division unit 517a and the valve fully open flow rate m calculated by the flow rate calculation unit 515 are input to the division unit 517b.
  • the target flow rate ratio Rf calculated by the division unit 517b is input to the reference target opening calculation unit 518.
  • the reference target opening degree calculation unit 518 calculates the target rotation position Pvb * of the valve body 122 of the flow rate control valve 12 from the target flow rate ratio Rf by using the map shown in FIG.
  • the map shown in FIG. 11 is a map for converting the flow rate ratio into the rotation position of the valve body of the flow rate control valve 12. This map is prepared in advance based on the opening ratio characteristic of the first outflow port P11 according to the valve position of the flow control valve 12.
  • the target rotation position Pvb * calculated by the reference target opening degree calculation unit 518 is input to the filtering unit 519.
  • the filtering unit 519 smoothes the target rotation position Pvb * by performing a filtering process based on the low-pass filter on the target rotation position Pvb * calculated by the reference target opening degree calculation unit 518.
  • the target rotation position Pvb * that has been filtered by the filtering unit 519 is input to the multiplication unit 53 as a calculated value of the feedforward control unit 51.
  • the feedback control unit 52 is a part that calculates a target rotation position Pvb * for feedback controlling the outlet water temperature TWout of the internal combustion engine 20 to the target outlet water temperature.
  • the feedback control unit 52 includes an outlet water temperature calculation unit 520, a subtraction unit 521, and a PI control unit 522.
  • the output signal of the second water temperature sensor 31 is input to the outlet water temperature calculation unit 520.
  • the outlet water temperature calculation unit 520 calculates the outlet water temperature TWout of the internal combustion engine 20 based on the output signal of the second water temperature sensor 31.
  • the outlet water temperature TWout of the internal combustion engine 20 calculated by the outlet water temperature calculation unit 520 and the target outlet water temperature TWout * calculated by the target outlet water temperature calculation unit 514 of the feedforward control unit 51 are input to the subtraction unit 521. ..
  • the subtraction unit 521 calculates the outlet water temperature deviation ⁇ TWout, which is a deviation thereof, by subtracting the outlet water temperature TWout from the target outlet water temperature TWout *.
  • the outlet water temperature deviation ⁇ TWout calculated by the subtraction unit 521 is input to the PI control unit 522.
  • the PI control unit 522 calculates the feedback correction amount ⁇ for making the outlet water temperature TWout follow the target outlet water temperature TWout * by executing the PI control based on the outlet water temperature deviation ⁇ TWout.
  • the feedback correction amount ⁇ calculated by the PI control unit 522 is input to the multiplication unit 53 as a calculated value of the feedback control unit 52.
  • the multiplication unit 53 calculates the final target rotation position Pv * by multiplying the target rotation position Pvb *, which is the calculated value of the feedforward control unit 51, by the feedback correction amount ⁇ , which is the calculated value of the feedback control unit 52. ..
  • the final target rotation position Pv * calculated by the multiplication unit 53 is output to the opening degree control unit 60 shown in FIG. 5 as a calculated value of the target opening degree setting unit 50.
  • the opening degree control unit 60 includes a subtraction unit 61, a proportional control unit 62, an integration unit 63, an integration control unit 64, an addition unit 65, and a restriction unit 66. ..
  • the final target rotation position Pv * calculated by the target opening degree setting unit 50 and the valve position Pv of the flow rate control valve 12 detected by the position sensor 125 of the flow rate control valve 12 are input to the subtraction unit 61. ..
  • the rotation position deviation ⁇ P calculated by the subtraction unit 61 is input to the proportional control unit 62.
  • the proportional control unit 62 calculates the proportional term Dp of the duty ratio D by executing the proportional control based on the rotation position deviation ⁇ P.
  • the duty ratio D indicates the ratio of the energization time of the actuator device 121 of the flow control valve 12.
  • the duty ratio D of this embodiment is set in the range of "-100 [%] ⁇ D ⁇ 100 [%]". When the duty ratio D is set to a positive value, the actuator device 121 is energized so that the valve body 122 rotates in the forward rotation direction X1.
  • the actuator device 121 When the duty ratio D is set to a negative value, the actuator device 121 is energized so that the valve body 122 rotates in the reverse direction X2. Further, the larger the absolute value of the duty ratio D, the longer the energization time of the actuator device 121. Therefore, a substantially proportional relationship as shown in FIG. 13 is established between the duty ratio D and the displacement speed of the valve body 122 of the flow control valve 12.
  • the rotation position deviation ⁇ P calculated by the subtraction unit 61 is input to the integration unit 63.
  • the integrating unit 63 calculates a temporal integrated value of the rotation position deviation ⁇ P.
  • the integral value of the rotation position deviation ⁇ P calculated by the integral unit 63 is input to the integral control unit 64.
  • the integration control unit 64 calculates the integration term Di of the duty ratio D by executing the integration control based on the integration value of the rotation position deviation ⁇ P.
  • the proportional term Dp of the duty ratio D calculated by the proportional control unit 62 and the integral term Di of the duty ratio D calculated by the integral control unit 64 are input to the addition unit 65.
  • the addition unit 65 calculates the final duty ratio D by adding the proportional term Dp of the duty ratio D and the integral term Di of the duty ratio D.
  • the duty ratio D calculated by the addition unit 65 is input to the restriction unit 66.
  • the limiting unit 66 limits the value of the duty ratio D to "-40 [%] ⁇ D ⁇ 40 [%]". For example, when the duty ratio D calculated by the addition unit 65 is "60 [%]", the duty ratio D is limited to "40 [%]”. Further, for example, when the duty ratio D calculated by the addition unit 65 is "-60 [%]", the duty ratio D is limited to "-40 [%]”.
  • the duty ratio D calculated by the limiting unit 66 is input to the flow control valve 12 as an output signal of the ECU 40.
  • the valve position Pv of the valve body 122 of the flow control valve 12 is controlled to follow the final target rotation position Pv *.
  • the target outlet water temperature TWout * is set at time t10 as shown by the alternate long and short dash line in the figure. 2
  • the target water temperature set value TWa2 is changed to the first target water temperature set value TWa1.
  • the actual outlet water temperature TWout reaches the first target water temperature set value TWa1 at the time t11 when the predetermined time T11 has elapsed from the time t10.
  • the delay time T11 at this time is about 5 to 20 seconds.
  • the target outlet water temperature TWout * increases from the first target water temperature set value TWa1 to the second target water temperature set value TWa2.
  • the actual outlet water temperature TWout reaches the second target water temperature set value TWa2 at the time t13 when the predetermined time T12 has elapsed from the time t12.
  • the delay time T12 at this time is about 10 to 20 seconds.
  • Factors that cause such a response delay of about several tens of seconds include, for example, a delay in control instructions in the ECU 40, a delay in response to the valve body 122 of the flow rate control valve 12, a delay in response to the flow rate of cooling water in the cooling water circulation system 10, and cooling.
  • the temperature of the cooling water flowing through the internal combustion engine 20 changes in the flow as shown in FIG.
  • the intake air amount GA of the internal combustion engine 20 increases.
  • the target rotation position Pvb * is changed so as to correspond to the changed target outlet water temperature TWout *.
  • the valve position Pv of the flow control valve 12 is changed.
  • the opening degrees of the outflow ports P11 to P13 of the flow rate control valve 12 are changed, so that the flow rate of the cooling water flowing through the cooling water circulation system 10 changes.
  • the amount of heat radiated from the radiator 21 and the amount of heat received by the internal combustion engine 20 change based on the change in the flow rate of the cooling water, resulting in a change in the temperature of the cooling water.
  • various response delays occur in the change of each parameter. Specifically, when the amount of depression of the accelerator pedal changes, the response of the intake air amount GA to the change is delayed. This first response delay is due to a delay in the operation of the internal combustion engine 20 and the like. Further, after the intake air amount GA changes, the response of the valve position Pv of the flow rate control valve 12 and the response of the flow rate of the cooling water of the cooling water circulation system 10 to the change are delayed. This second response delay is due to a response delay of the control logic of the flow control valve 12, a mechanical response delay of the flow control valve 12, and the like.
  • the wall temperature of the internal combustion engine 20 may deviate from an appropriate temperature for a long period of time.
  • the wall temperature switching control when the internal combustion engine 20 shifts from the low load state to the high load state, the outlet water temperature TWout is lowered to the first target water temperature set value TWa1.
  • the response of the cooling water temperature is delayed, the state in which the outlet water temperature TWout deviates from the first target water temperature set value TWa1 to the high temperature side may continue. That is, there is a possibility that the wall temperature of the internal combustion engine 20 will continue to be high. In this case, knocking is likely to occur in the internal combustion engine 20, so that the ignition timing control or the like for avoiding knocking is executed in the internal combustion engine 20, which may deteriorate the fuel consumption of the internal combustion engine 20.
  • the outlet water temperature TWout is raised to the second target water temperature set value TWa2.
  • the state in which the outlet water temperature TWout deviates to the low temperature side with respect to the second target water temperature set value TWa2 may continue. That is, there is a possibility that the wall temperature of the internal combustion engine 20 will continue to be low. In this case, the cooling loss of the internal combustion engine 20 increases and the friction increases, so that the fuel consumption of the internal combustion engine 20 may deteriorate.
  • the region that the rotation speed Np of the internal combustion engine 20 and the intake air amount GA can take is, for example, the region surrounded by the alternate long and short dash line L20 in FIG.
  • the boundary line between the first target water temperature set value TWa1 and the second target water temperature set value TWa2 is set to the first boundary line L11, the area surrounded by the alternate long and short dash line L20. Most of them are in the setting area of the second target water temperature set value TWa2. Therefore, the target outlet water temperature TWout * is rarely switched between the first target water temperature set value TWa1 and the second target water temperature set value TWa2.
  • the boundary line between the first target water temperature set value TWa1 and the second target water temperature set value TWa2 is set to the second boundary line L12
  • the region surrounded by the alternate long and short dash line L20 is the first. It is located so as to straddle the setting area of the target water temperature set value TWa1 and the setting area of the second target water temperature set value TWa2. Therefore, the target outlet water temperature TWout * is frequently switched between the first target water temperature set value TWa1 and the second target water temperature set value TWa2. Therefore, the deterioration of the fuel efficiency of the internal combustion engine due to the delay in the response of the temperature of the cooling water described above becomes remarkable.
  • the response speed of the temperature of the cooling water should be increased.
  • the factors that deteriorate the responsiveness of the temperature of the cooling water include the factors corresponding to the first to fourth response delays as shown in FIG.
  • the factor corresponding to the second response delay that is, the response delay of the flow rate control valve 12 is improved to respond to the temperature of the cooling water. Increase the speed.
  • the ECU 40 further includes a control parameter changing unit 70.
  • the control parameter changing unit 70 increases the response speed of the temperature of the cooling water by changing the control parameter of the flow rate control valve 12.
  • the control parameter changing unit 70 of the present embodiment changes the limit value of the duty ratio D set in the limiting unit 66 as a change of the control parameter of the flow rate control valve 12.
  • FIG. 17 is a flowchart showing a procedure of a process in which the control parameter changing unit 70 changes the limit value of the duty ratio D.
  • the control parameter changing unit 70 repeatedly executes the process shown in FIG. 17 at a predetermined cycle during the period during which the wall temperature switching control is being executed in the ECU 40.
  • the control parameter changing unit 70 sets the absolute value
  • the outlet water temperature deviation ⁇ TWout the calculated value of the subtraction unit 521 shown in FIG. 7 is used.
  • the outlet water temperature TWout is set to the actual wall of the internal combustion engine 20 by utilizing the correlation between the outlet water temperature TWout of the cooling water discharged from the internal combustion engine 20 and the actual wall temperature of the internal combustion engine 20. It is used as warm.
  • the outlet water temperature TWout also corresponds to the temperature of the cooling water flowing through the internal combustion engine 20.
  • the target outlet water temperature TWout * corresponds to the target wall temperature, which is the target value of the actual wall temperature of the internal combustion engine.
  • the control parameter changing unit 70 processes in step S20 when the absolute value
  • the normal control is a process of limiting the value of the duty ratio D to a normal range, that is, a range of “
  • the control parameter changing unit 70 is in step S20 when the absolute value
  • the control parameter changing unit 70 executes the response speed improvement control as the process of step S21.
  • the response speed improvement control is a process of setting the value of the duty ratio D in the range of “
  • the target outlet water temperature TWout * changes from the second target water temperature set value TWa2 to the first target water temperature.
  • the set value is changed to TWa1. Therefore, as shown in FIG. 19C, the outlet water temperature deviation ⁇ TWout, which is the deviation between the target outlet water temperature TWout * and the outlet water temperature TWout, changes to a negative value.
  • the response speed improvement control is executed, and the duty ratio D is limited to “
  • the valve position Pv of the flow control valve 12 changes as shown by the alternate long and short dash line in FIG. 19 (E). To do. That is, the valve position Pv of the flow control valve 12 changes steeperly to the final target rotation position Pv * when the duty ratio D limitation is relaxed than when the duty ratio D is limited. Therefore, as shown in FIG. 19F, the flow rate of the cooling water changes significantly when the duty ratio D limitation is relaxed than when the duty ratio D is limited. As a result, as shown in FIG. 19 (G), the initial wall temperature of the internal combustion engine 20 is higher when the duty ratio D limitation is relaxed than when the duty ratio D is limited. The change becomes steep.
  • FIG. 19 (E) when the valve position Pv of the flow control valve 12 reaches the final target rotation position Pv * after the time t20, the flow rate of the cooling water is changed as shown in FIG. 19 (F). Converges to a predetermined flow rate. As the flow rate of the cooling water increases, as shown in FIG. 19B, the outlet water temperature TWout of the internal combustion engine 20 begins to decrease toward the target outlet water temperature TWout * after time t20. As a result, as shown in FIG. 19C, the outlet water temperature deviation ⁇ TWout changes toward zero. When the outlet water temperature deviation ⁇ TWout reaches “ ⁇ Tth10” at time t21, normal control is executed.
  • FIGS. 19 (A) when the intake air amount GA decreases at time t22, that is, when the internal combustion engine 20 becomes a low load state
  • FIGS. 19 (B) to 19 (G) show.
  • the outlet water temperature TWout of the internal combustion engine 20 As shown, the outlet water temperature deviation ⁇ TWout, the duty ratio D, the valve position Pv of the flow rate control valve 12, the flow rate of the cooling water, and the actual wall temperature of the internal combustion engine 20 change.
  • the actual wall temperature of the internal combustion engine 20 is higher when the duty ratio D limitation is relaxed than when the duty ratio D is limited. Can be changed sharply.
  • the target opening degree setting unit 50 of the present embodiment sets the target outlet water temperature TWout * to the first target water temperature set value TWa1 when the internal combustion engine 20 is in a high load state, and the internal combustion engine 20. Is in a low load state, the target outlet water temperature TWout * is set to the second target water temperature set value TWa2.
  • the control parameter changing unit 70 is an internal combustion engine when the absolute value
  • the limitation of the duty ratio D is relaxed so that the response speed of the temperature of the cooling water flowing through 20 is increased. As described above, in the present embodiment, the duty ratio D corresponds to the control parameter changed according to the absolute value
  • the temperature of the cooling water flowing through the internal combustion engine 20 is switched according to the load state of the internal combustion engine 20, so that the fuel consumption of the internal combustion engine 20 can be improved.
  • the outlet water temperature TWout changes rapidly toward the target outlet water temperature TWout *. That is, the actual wall temperature of the internal combustion engine 20 rapidly changes toward the target wall temperature. Therefore, since the time during which the actual wall temperature of the internal combustion engine 20 deviates significantly from the target wall temperature can be shortened, deterioration of fuel efficiency of the internal combustion engine 20 caused by such dissociation can be suppressed. In other words, the fuel efficiency of the internal combustion engine 20 can be improved.
  • step S20 when the control parameter changing unit 70 makes an affirmative judgment in the process of step S20, that is, when the absolute value
  • the operation frequency Fv of the actuator device 121 and the outlet water temperature TWout of the internal combustion engine 20 are acquired.
  • the outlet water temperature TWout of the internal combustion engine 20 is used as a parameter representing the temperature of the cooling water flowing through the flow control valve 12.
  • control parameter changing unit 70 acquires the operation frequency of the actuator device 121 by repeatedly executing the process shown in FIG. 22 at a predetermined calculation cycle. As shown in FIG. 22, the control parameter changing unit 70 first acquires the valve position Pv from the flow rate control valve 12 as the process of step S30. The control parameter changing unit 70 acquires the valve position Pv of the flow control valve 12 at a predetermined calculation cycle by executing the process of step S30 each time the process shown in FIG. 22 is repeatedly executed at a predetermined calculation cycle. doing.
  • the control parameter changing unit 70 calculates the differential value of the valve position Pv based on the time-series data of the valve position Pv of the flow rate control valve 12 repeatedly acquired in a predetermined calculation cycle as the process of step S31 following step S30. By doing so, the displacement speed Vv of the valve body 122 of the flow control valve 12 is calculated. Further, as the process of step S32 following step S31, the control parameter changing unit 70 calculates the integrated value of the absolute value
  • control parameter changing unit 70 executes the processes of steps S33 and S34 in parallel with the processes of steps S31 and S32.
  • the control parameter changing unit 70 reads the maximum displacement speed Vvmax of the valve body 122 of the flow control valve 12 when the duty ratio D is “100 [%]” from the memory.
  • the maximum displacement speed Vvmax of the valve body 122 of the flow control valve 12 is stored in the memory as a predetermined default value.
  • the control parameter changing unit 70 calculates the integrated value of the maximum displacement speed Vvmax of the valve body 122 of the flow control valve 12 in a predetermined period from the present to a predetermined time before, thereby causing the flow control valve 12 to change.
  • the maximum integrated displacement amount IDvmax of the valve body 122 is calculated.
  • the control parameter changing unit 70 calculates the operation frequency Fv of the valve body 122 of the flow control valve 12 based on the following equation f2 as the processing of step S35.
  • Fv IDv / IDvmax (f2)
  • FIG. 23 shows the valve position Pv of the flow control valve 12, the displacement speed Vv of the valve body 122 of the flow control valve 12, the actual integrated displacement amount IDv, and the operation calculated by the control parameter changing unit 70 through the process shown in FIG. It shows the transition of the frequency Fv.
  • the valve position Pv of the flow control valve 12 changes as shown in FIG. 23 (A)
  • the displacement velocity Vv of the valve body 122 of the flow control valve 12 changes as shown in FIG. 23 (B).
  • the actual integrated displacement amount IDv of the valve body 122 of the flow control valve 12 changes as shown in FIG. 23 (C).
  • the control parameter changing unit 70 has an operation frequency Fv smaller than a predetermined frequency Fth20 and a cooling water temperature Tv of the flow rate control valve 12 as the process of step S24 following the process of step S23. It is determined whether or not the temperature is lower than the predetermined temperature Tth20.
  • the control parameter changing unit 70 makes an affirmative judgment in the process of step S24, and the subsequent step As the process of S21, the response speed improvement control is executed.
  • the control parameter changing unit 70 uses a map as shown in FIG. 24 in the response speed improvement control to limit the upper limit value DLmax and the lower limit value of the duty ratio D according to the absolute value
  • the control parameter changing unit 70 sets the upper limit DLmax from “40 [%]” to "100 [%] as the absolute value
  • control parameter changing unit 70 steps when the operation frequency Fv is a predetermined frequency Fth20 or more, or when the cooling water temperature Tv of the flow rate control valve 12 is a predetermined temperature Tth20 or more. A negative determination is made in the process of S24, and normal control is executed as the process of the following step S22.
  • the operation frequency Fv is a predetermined frequency Fth20 or more
  • the temperature of the actuator device 121 may rise due to heat generated by the actuator device 121 of the flow control valve 12. Further, when the cooling water temperature Tv of the flow control valve 12 is equal to or higher than the predetermined temperature Tth20, the temperature of the actuator device 121 may rise in the same manner. In a situation where the temperature of the actuator device 121 is rising, if the limitation of the duty ratio D of the flow control valve 12 is relaxed by further executing the response speed improvement control, the actuator device 121 is more likely to generate heat. The temperature of 121 may rise excessively. An excessive rise in the temperature of the actuator device 121 is not preferable because it may adversely affect the durability of the actuator device 121.
  • the operation frequency Fv is a predetermined frequency Fth20 or more, or when the cooling water temperature Tv of the flow rate control valve 12 is a predetermined temperature Tth20 or more, that is, the durability of the actuator device 121
  • the normal control is executed without executing the response speed improvement control. Therefore, deterioration of the durability of the actuator device 121 can be avoided.
  • the filtering unit 519 shown in FIG. 7 performs filtering processing on the target rotation position Pvb * as shown in FIG. 25.
  • the filtering unit 519 includes a subtraction unit 5190, a division unit 5191, and an addition unit 5192.
  • target rotation position Pvb * input to the filtering unit 519 that is, the target rotation position Pvb * before the filtering process is performed is referred to as “target rotation position Pvb * _in before the filter”.
  • target rotation position Pvb * output from the filtering unit 519 that is, the target rotation position Pvb * after the filtering process is performed is referred to as “target rotation position Pvb * _out after filtering”.
  • the subtraction unit 5190 calculates the deviation ⁇ Pvb * by subtracting the target rotation position Pvb * _out after the filter from the target rotation position Pvb * _in before the filter.
  • the division unit 5191 calculates the amount of change DPvb * by dividing the multiplication value of the deviation ⁇ Pvb * calculated by the subtraction unit 5190 and the calculation cycle dT by a predetermined smoothing time constant ⁇ .
  • the addition unit 5192 calculates the next target rotation position Pvb * _out by adding the change amount DPvb * to the target rotation position Pvb * _out one calculation cycle before.
  • the process executed by the filtering unit 519 shown in FIG. 25 can be expressed by the following equation f3.
  • target rotation position Pvb * _out (n-1) indicates the target rotation position Pvb * _out calculated one calculation cycle before.
  • the control parameter changing unit 70 of the present embodiment replaces the method of relaxing the limit value of the duty ratio D in the response speed improvement control, and the smoothing time constant of the filtering unit 519.
  • the response delay of the flow control valve 12 is improved, and the response speed of the temperature of the cooling water is increased.
  • the output signals of the outside air temperature sensor 34 and the vehicle speed sensor 35 mounted on the vehicle are captured in the ECU 40 of the present embodiment.
  • the outside air temperature sensor 34 detects the outside air temperature Tout, which is the outside air temperature of the vehicle, and outputs a signal according to the detected outside air temperature Tout.
  • the vehicle speed sensor 35 detects the vehicle speed Vc, which is the traveling speed of the vehicle, and outputs a signal corresponding to the detected vehicle speed Vc.
  • the control parameter changing unit 70 further uses the outside air temperature Tout and the vehicle speed Vc to execute the process shown in FIG. 27.
  • the control parameter changing unit 70 repeatedly executes the process shown in FIG. 27 at a predetermined cycle during the period when the wall temperature switching control is being executed in the ECU 40.
  • the control parameter changing unit 70 determines whether or not the absolute value
  • the control parameter changing unit 70 makes a negative determination in the process of step S40, and executes normal control as the process of step S44.
  • the normal control is a control using a predetermined first time constant ⁇ 1 as the smoothing time constant ⁇ .
  • the control parameter changing unit 70 acquires the outside air temperature Tout and the vehicle speed Vc as the process of step S41, and then the process of step S42. As a result, it is determined whether or not the outside air temperature Tout is larger than the predetermined temperature Tth30 and the vehicle speed Vc is smaller than the predetermined speed Vth30.
  • the control parameter changing unit 70 makes an affirmative judgment in the process of step S42, and determines the response speed as the subsequent process of step S43. Perform improvement control.
  • the control parameter changing unit 70 changes the smoothing time constant ⁇ according to the absolute value
  • the control parameter changing unit 70 makes a negative determination in the process of step S42. To do. In this case, the control parameter changing unit 70 executes normal control as the process of step S44. That is, the control parameter changing unit 70 sets the smoothing time constant ⁇ to the first time constant ⁇ 1.
  • the smoothing time constant ⁇ corresponds to the control parameter changed according to the absolute value
  • the response speed of the target rotation position Pvb * _out changes when the intake air amount GA of the internal combustion engine 20 changes. As a result, the response speed of the actual wall temperature of the internal combustion engine 20 may decrease.
  • FIG. 29 (A) when the intake air amount GA increases at time t40, that is, when the internal combustion engine 20 is in a high load state, it is shown by a alternate long and short dash line in FIG. 29 (B).
  • the target outlet water temperature TWout * is changed from the second target water temperature set value TWa2 to the first target water temperature set value TWa1. Therefore, as shown in FIG. 29 (C), the outlet water temperature deviation ⁇ TWout changes to a negative value. Due to this, as shown in FIG. 29C, the outlet water temperature deviation ⁇ TWout changes in the negative direction at time t40.
  • the outlet water temperature TWout changes in the negative direction at the time t40, so that the outlet water temperature deviation ⁇ TWout is smaller than “ ⁇ Tth10”.
  • the smoothing time constant ⁇ decreases from the first time constant ⁇ 1 to the second time constant ⁇ 2.
  • the response speed of the target rotation position Pvb * _out is higher than that in the case where the smoothing time constant ⁇ remains fixed to the first time constant ⁇ 1. Will respond faster.
  • the outlet water temperature TWout of the internal combustion engine 20 the flow rate of the cooling water, and the wall temperature of the internal combustion engine 20 have a smoothing time constant ⁇ . Will respond faster than if it remains fixed at the first time constant ⁇ 1.
  • the smoothing time constant ⁇ is larger than the second time constant ⁇ 2 at the first hour. Since the constant ⁇ 1 is set, the stability of the calculated value of the target rotation position Pvb * _out can be ensured.
  • the outside air temperature Tout is the predetermined temperature Tth30 or less and the vehicle speed Vc.
  • the normal control is executed without executing the response speed improvement control. That is, since the smoothing time constant ⁇ is still set to the first time constant ⁇ 1 which is larger than the second time constant ⁇ 2, the stability of the calculated value of the target rotation position Pvb * _out can be ensured. As a result, it is possible to appropriately control the wall temperature of the internal combustion engine 20.
  • the ECU 40 of the flow rate control valve 12 of the fourth embodiment will be described.
  • the ECU 40 of the present embodiment has factors corresponding to the third response delay and the fourth response delay among the factors corresponding to the first to fourth response delays shown in FIG. 15, that is, the performance of the radiator 21 and the internal combustion engine.
  • the response speed of the temperature of the cooling water is increased.
  • the configurations of the flow rate control valve 12 and the ECU 40 of the present embodiment will be described.
  • the target rotation position calculation value Pv * calculated by the multiplication unit 53 and the outlet water temperature deviation ⁇ TWout calculated by the subtraction unit 521 are input to the control parameter change unit 70 of the ECU 40. There is.
  • the control parameter changing unit 70 sets the final target rotation position Pv ** as shown in FIG. 31 based on the outlet water temperature deviation ⁇ TWout.
  • the control parameter changing unit 70 executes the first response speed improvement control.
  • the first response speed improvement control is a control for setting the aperture ratio of the first outflow port P11 to "100 [%]". Specifically, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P5 shown in FIG.
  • the control parameter changing unit 70 executes normal control when the outlet water temperature deviation ⁇ TWout is in the range of “ ⁇ Tth10” to “Tth10”.
  • the normal control is a control in which the aperture ratio of the first outflow port P11 is variably set in the range of "0 [%]” to "100 [%]”.
  • the control parameter changing unit 70 uses the target rotation position calculation value Pv * that is variably set according to the outlet water temperature deviation ⁇ TWout as the final target rotation position Pv **.
  • the control parameter changing unit 70 executes the second response speed improvement control when the outlet water temperature deviation ⁇ TWout is larger than “Tth10”.
  • the second response speed improvement control is a control for setting the aperture ratio of the first outflow port P11 to "0 [%]”. Specifically, the control parameter changing unit 70 sets the final target rotation position Pv ** to the rotation position P0 shown in FIG.
  • FIG. 32 is a flowchart showing a procedure of processing executed by the control parameter changing unit 70.
  • the control parameter changing unit 70 repeatedly executes the process shown in FIG. 32 at a predetermined calculation cycle.
  • the control parameter changing unit 70 first determines, as the process of step S40, whether or not the outlet water temperature deviation ⁇ TWout is larger than “ ⁇ Tth10”.
  • the control parameter changing unit 70 makes an affirmative determination in the process of step S40, and executes the second response speed improvement control as the subsequent process of step S41. That is, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P0 shown in FIG. As a result, the aperture ratio of the first outflow port P11 is set to "0 [%]".
  • the control parameter changing unit 70 makes a negative determination in the process of step S40, and determines that the outlet water temperature deviation ⁇ TWout is the subsequent process of step S42. Judges whether or not is smaller than "-Tth10".
  • the control parameter changing unit 70 makes an affirmative determination in the process of step S42, and executes the first response speed improvement control as the subsequent process of step S43. That is, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P5 shown in FIG. As a result, the aperture ratio of the first outflow port P11 is set to "100 [%]".
  • step S42 when the control parameter changing unit 70 makes a negative judgment in the process of step S42, that is, when the outlet water temperature deviation ⁇ TWout is “ ⁇ Tth10” or more and “Tth10” or less.
  • Normal control is executed as the process of step S44. That is, the control parameter changing unit 70 uses the target rotation position calculation value Pv * that is variably set according to the outlet water temperature deviation ⁇ TWout as the final target rotation position Pv **.
  • the target rotation position of the flow rate control valve 12 corresponds to the control parameter changed according to the absolute value
  • the target outlet water temperature is shown by the alternate long and short dash line in FIG. 33 (B).
  • TWout * is changed from the second target water temperature set value TWa2 to the first target water temperature set value TWa1. Therefore, as shown in FIG. 33C, the outlet water temperature deviation ⁇ TWout changes to a negative value.
  • the alternate long and short dash line in FIG. 33 (E) when the control parameter changing unit 70 is executing the normal control, it is indicated by the alternate long and short dash line in FIG. 33 (D).
  • the final target rotation position Pv ** gradually changes to the rotation position P6 with the passage of time. Therefore, as shown by the alternate long and short dash line in FIGS. 33 (B), (F), and (G), the outlet water temperature TWout, the flow rate of the cooling water, and the wall temperature of the internal combustion engine 20 also change with the passage of time after time t50. It changes gradually.
  • the flow rate of the cooling water flowing through the radiator 21 is immediately increased, so that the responsiveness of the heat radiation amount in the radiator 21 can be improved.
  • the response speed of the outlet water temperature TWout is improved as compared with the case where the normal control is executed, and as a result, it is shown by the solid line in FIG. 33 (G).
  • the response speed of the wall temperature of the internal combustion engine 20 can be improved. Therefore, the fuel efficiency of the internal combustion engine 20 can be improved.
  • FIG. 33 (A) when the intake air amount GA decreases at time t51, that is, when the internal combustion engine 20 is in a low load state, the target is shown by the alternate long and short dash line in FIG. 33 (B).
  • the outlet water temperature TWout * is changed from the first target water temperature set value TWa1 to the second target water temperature set value TWa2. Therefore, as shown by the solid line in FIG. 33C, the outlet water temperature deviation ⁇ TWout changes to a positive value.
  • the control parameter changing unit 70 is executing the normal control as shown by the alternate long and short dash line in FIG. 33 (E), FIGS. 33 (B), (D), (F), As shown by the alternate long and short dash line in (G), the outlet water temperature TWout, the final target rotation position Pv **, the flow rate of the cooling water, and the wall temperature of the internal combustion engine 20 gradually change.
  • the wall temperature of the internal combustion engine 20 changes rapidly toward the target wall temperature. ..
  • the time during which the wall temperature of the internal combustion engine 20 deviates significantly from the target wall temperature can be shortened, so that deterioration of fuel efficiency of the internal combustion engine 20 caused by such dissociation can be suppressed. That is, the fuel efficiency of the internal combustion engine 20 can be improved.
  • the threshold value used when switching between the normal control and the first response speed improvement control, and when switching between the normal control and the second response speed improvement control is provided at the threshold used. According to such a configuration, it is possible to avoid a situation in which control is frequently switched when the outlet water temperature deviation ⁇ TWout changes near the threshold value.
  • the ECU 40 of the flow rate control valve 12 of the fifth embodiment will be described.
  • the differences from the ECU 40 of the fourth embodiment will be mainly described.
  • the output signal of the oil temperature sensor 36 mounted on the vehicle is captured in the ECU 40 of the present embodiment.
  • the oil temperature sensor 36 detects the oil temperature Toil, which is the temperature of the lubricating oil that lubricates the internal combustion engine 20, and outputs a signal corresponding to the detected oil temperature Toil.
  • the ECU 40 can communicate with the air conditioning ECU 37 mounted on the vehicle.
  • the air-conditioning ECU 37 heats and cools the interior of the vehicle by comprehensively controlling the air-conditioning device 38 mounted on the vehicle.
  • the air conditioning ECU 37 controls the air conditioning device 38 so that the air flowing through the air conditioning duct flows through the heater core 22 shown in FIG. 1 when heating the interior of the vehicle.
  • the air heated in the heater core 22 is blown into the vehicle interior through the air conditioning duct to heat the vehicle interior.
  • the ECU 40 can acquire information on whether or not heating or cooling of the vehicle interior is being performed, for example.
  • the opening ratios of the outflow ports P11 to P13 with respect to the position of the valve body 122 are set as shown in FIGS. 34 (A) to 34 (C).
  • the rotation position P7 is further set as the valve position.
  • the rotation position P7 is a position set in the normal rotation direction X1 with respect to the rotation position P5.
  • control parameter changing unit 70 of the present embodiment also has the target rotation position calculation value Pv * calculated by the multiplication unit 53 and the subtracting unit 521.
  • the calculated outlet water temperature deviation ⁇ TWout is input.
  • the control parameter changing unit 70 sets the final target rotation position Pv ** as shown in FIG. 35 based on the outlet water temperature deviation ⁇ TWout.
  • the first response speed improvement control is a control in which the aperture ratio of the first outflow port P11 is set to "100 [%] and the aperture ratios of the other outflow ports P12 and P13 are set to" 0 [%] ". is there. Specifically, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P7 shown in FIG. 34.
  • the control parameter changing unit 70 executes normal control when the outlet water temperature deviation ⁇ TWout is in the range of “ ⁇ Tth10” to “Tth10”.
  • the normal control is a control using the target rotation position calculation value Pv * that is variably set according to the outlet water temperature deviation ⁇ TWout as the final target rotation position Pv **.
  • the control parameter changing unit 70 executes the second response speed improvement control when the outlet water temperature deviation ⁇ TWout is larger than “Tth10”.
  • the second response speed improvement control is a control for setting the aperture ratios of all the outflow ports P11 to P13 to "0 [%]". Specifically, the control parameter changing unit 70 sets the final target rotation position Pv ** to the rotation position P0 shown in FIG. 34.
  • FIG. 36 is a flowchart showing a procedure of processing executed by the control parameter changing unit 70.
  • the control parameter changing unit 70 repeatedly executes the process shown in FIG. 36 at a predetermined calculation cycle.
  • the control parameter changing unit 70 first determines whether or not the outlet water temperature deviation ⁇ TWout is larger than “Tth10” as the process of step S50.
  • the control parameter changing unit 70 makes an affirmative decision in the process of step S50, and acquires the operating state of the air conditioner 38 from the air conditioner ECU 37 as the subsequent process of step S51.
  • information on the oil temperature Tool is acquired through the oil temperature sensor 36.
  • the operating state of the air conditioner 38 includes information on whether cooling or heating is performed when the air conditioner 38 is operating. include.
  • the control parameter changing unit 70 determines whether or not the air conditioner 38 is not heated and the oil temperature Tool is smaller than the predetermined temperature Tth50 as the process of step S52 following step S51. When the air conditioner 38 is not heated and the oil temperature Tool is smaller than the predetermined temperature Tth50, the control parameter changing unit 70 makes an affirmative judgment in the process of step S52, and as the subsequent process of step S53, determines affirmatively.
  • the second response speed improvement control is executed. That is, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P0 shown in FIG. 34. As a result, the aperture ratios of all the outflow ports P11 to P13 are set to "0 [%]".
  • control parameter changing unit 70 determines whether or not the outlet water temperature deviation ⁇ TWout is smaller than “ ⁇ Tth10” as the process of step S54.
  • the control parameter changing unit 70 makes an affirmative judgment in the process of step S54, and acquires the operating state of the air conditioner 38 from the air conditioner ECU 37 as the subsequent process of step S55.
  • the oil temperature Tool information is acquired through the oil temperature sensor 36.
  • the control parameter changing unit 70 determines whether or not the air conditioner 38 is not heated and the oil temperature Tool is smaller than the predetermined temperature Tth50 as the process of step S56 following step S55. When the air conditioner 38 is not heated and the oil temperature Tool is smaller than the predetermined temperature Tth50, the control parameter changing unit 70 makes an affirmative judgment in the process of step S56, and as the subsequent process of step S57, determines affirmatively.
  • the first response speed improvement control is executed. That is, the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P7 shown in FIG. 34. As a result, the opening ratio of the first outflow port P11 is set to "100 [%]", and the opening ratios of the other outflow ports P12 and P13 are set to "0 [%]".
  • step S58 When the control parameter changing unit 70 makes a negative determination in the process of step S54, that is, when the outlet water temperature deviation ⁇ TWout is “ ⁇ Tth10” or more and “Tth10” or less, the process of step S58 is usually performed. Take control. That is, the control parameter changing unit 70 uses the target rotation position calculation value Pv * that is variably set according to the outlet water temperature deviation ⁇ TWout as the final target rotation position Pv **. Further, when the control parameter changing unit 70 makes a negative determination in the process of step S52, or when a negative determination is made in the process of step S56, that is, when heating is performed in the air conditioner 38, or when the oil temperature Tool is set. When the predetermined temperature is Tth50 or higher, normal control is executed as the process of step S58.
  • FIG. 37 (A) when the intake air amount GA increases at time t60, that is, when the internal combustion engine 20 is in a high load state, the target outlet water temperature is shown by the alternate long and short dash line in FIG. 37 (B). TWout * is changed from the second target water temperature set value TWa2 to the first target water temperature set value TWa1. Therefore, as shown in FIG. 37 (C), the outlet water temperature deviation ⁇ TWout changes to a negative value. At this time, if the normal control is executed as shown by the alternate long and short dash line in FIG.
  • the final target rotation position Pv is shown by the alternate long and short dash line in FIG. 37 (D). ** gradually changes to the rotation position P6 with the passage of time. Therefore, as shown by the alternate long and short dash line in FIGS. 37 (B), (F), and (G), the outlet water temperature TWout, the flow rate of the cooling water, and the wall temperature of the internal combustion engine 20 also change with the passage of time after time t60. It changes gradually with it.
  • the solid line in FIG. 37 (C) when the outlet water temperature deviation ⁇ TWout becomes smaller than “ ⁇ Tth10” at time t60, the solid line is shown in FIG. 37 (E).
  • the first response speed improvement control is executed.
  • the final target rotation position Pv ** is immediately set to the rotation position P7, so that the aperture ratio of the first outflow port P11 is "100 [%]".
  • the aperture ratios of the other outflow ports P12 and P3 are set to "0 [%]". Therefore, as shown by the solid line in FIG. 37 (F), the flow rate of the cooling water increases beyond the flow rate feasible by normal control.
  • the flow rate of the cooling water flowing through the radiator 21 increases sharply, so that the responsiveness of the heat radiation amount in the radiator 21 can be improved. Therefore, as shown by the solid line in FIG. 37 (B), the response speed of the outlet water temperature TWout is improved as compared with the case where the normal control is executed, and as a result, as shown in FIG. 37 (G). , The response speed of the wall temperature of the internal combustion engine 20 can be improved. Therefore, the fuel efficiency of the internal combustion engine 20 can be improved.
  • FIG. 37 (A) when the intake air amount GA decreases at time t61, that is, when the internal combustion engine 20 is in a low load state, the final chain line is shown in FIG. 37 (B).
  • the target rotation position Pv ** is changed from the first target water temperature set value TWa1 to the second target water temperature set value TWa2. Therefore, as shown by the solid line in FIG. 37 (C), the outlet water temperature deviation ⁇ TWout changes to a positive value.
  • the alternate long and short dash line in FIG. 33 (E) when the normal control is executed, the two points are shown in FIGS. 33 (B), (D), (F), and (G).
  • the outlet water temperature TWout, the final target rotation position Pv **, the flow rate of the cooling water, and the wall temperature of the internal combustion engine 20 gradually change.
  • the second response speed improvement control is executed as shown in FIG. 37 (E). Will be done. Therefore, the aperture ratios of all the outflow ports P11 to P13 are set to "0 [%]". As a result, as shown by solid lines in FIGS. 33 (B), (D), (F), and (G), the outlet water temperature TWout, the final target rotation position Pv **, the flow rate of the cooling water, and the internal combustion engine 20. The wall temperature will respond faster than when performing normal control.
  • the wall temperature of the internal combustion engine 20 changes rapidly toward the target wall temperature. ..
  • the time during which the wall temperature of the internal combustion engine 20 deviates significantly from the target wall temperature can be shortened, so that deterioration of fuel efficiency of the internal combustion engine 20 caused by such dissociation can be suppressed. That is, the fuel efficiency of the internal combustion engine 20 can be improved.
  • the aperture ratios of the second outflow port P12 and the third outflow port P13 are set to "0 [%]". Cooling water does not flow to the heater core 22 and the oil cooler 24. Therefore, during the period when the first response speed improvement control and the second response speed improvement control are being executed, the air conditioner 38 may not be able to properly perform heating, or the oil temperature Toil may be appropriately managed. It gets harder. In this respect, in the ECU 40 of the present embodiment, even when the absolute value
  • the threshold value used when switching between the normal control and the first response speed improvement control, and the normal control and the second response speed improvement are also performed. Hysteresis may be provided in the threshold value used when switching to the control.
  • the ECU 40 of the flow rate control valve 12 of the sixth embodiment will be described.
  • the differences between the flow control valve 12 of the fifth embodiment and the ECU 40 will be mainly described.
  • the opening ratios of the outflow ports P11 to P13 with respect to the position of the valve body 122 are set as shown in FIGS. 38 (A) to 38 (C).
  • the rotation position P8 is further set as the valve position of the flow control valve 12.
  • the rotation position P8 is a position set between the rotation position P5 and the rotation position P7.
  • control parameter changing unit 70 of the present embodiment executes the processes shown in FIGS. 39 and 40.
  • the same processes as those shown in FIG. 36 are designated by the same reference numerals, so that overlapping description is omitted.
  • the processing of steps S58a and 58b shown in FIGS. 39 and 40 is the same processing as the processing of step S58 shown in FIG. 36.
  • the control parameter changing unit 70 determines whether or not the oil temperature Tool is lower than the predetermined temperature Tth50 as the process of step S60.
  • the control parameter changing unit 70 determines that the air conditioner 38 is performing the heating operation when the affirmative determination is made in the process of step S60, that is, when the oil temperature Tool is lower than the predetermined temperature Tth50. To do.
  • the control parameter changing unit 70 executes the third response speed improvement control as the process of step S61.
  • the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P2 shown in FIG. 38 as the third response speed improvement control.
  • the opening ratios of the first outflow port P11 and the second outflow port P12 are set to "0 [%]"
  • the opening ratio of the third outflow port P13 is set to "100 [%]".
  • step S58a As normal control is executed.
  • the control parameter changing unit 70 determines whether or not the oil temperature Tool is lower than the predetermined temperature Tth50 as the process of step S62.
  • the control parameter changing unit 70 executes the fourth response speed improvement control as the process of step S63 when affirmative determination is made in the process of step S62, that is, when the oil temperature Tool is lower than the predetermined temperature Tth50.
  • the control parameter changing unit 70 sets the final target rotation position Pv ** at the rotation position P8 shown in FIG. 38 as the fourth response speed improvement control.
  • the opening ratios of the first outflow port P11 and the third outflow port P13 are set to "100 [%]"
  • the opening ratio of the second outflow port P12 is set to "0 [%]”.
  • step S62 When the control parameter changing unit 70 makes a negative determination in the process of step S62, that is, when the oil temperature Tool is at a predetermined temperature Tth50 or higher and the air conditioner 38 is heating, the process of step S58b As normal control is executed. Next, the operations and effects of the flow control valve 12 and the ECU 40 of the present embodiment will be described.
  • the control parameter changing unit 70 makes an affirmative decision in the process of step S50 and makes a negative decision in the process of step S52
  • the normal control is performed. Will be executed. Therefore, in a situation where the target outlet water temperature TWout * is larger than the predetermined value Tth10 with respect to the outlet water temperature TWout, heating is performed in the air conditioner 38, and normal control is performed even in a situation where the oil temperature Tool is lower than the predetermined temperature Tth50. Will be executed. However, when the oil temperature Tool is lower than the predetermined temperature Tth50, it is not necessary to flow the cooling water to the oil cooler 24, so that the circulation of the cooling water to the oil cooler 24 can be stopped.
  • the target outlet water temperature TWout * is larger than the predetermined value Tth10 with respect to the outlet water temperature TWout, it is not necessary to circulate the cooling water in the radiator 21. Further, if the circulation of the cooling water to the radiator 21 and the oil cooler 24 can be stopped, the flow rate of the cooling water can be increased by that amount, so that the responsiveness of the wall temperature of the internal combustion engine 20 can be improved. It is possible.
  • the third response speed improvement control is executed.
  • the opening ratio of the third outflow port P13 is set to "100 [%]", so that the cooling water can be circulated in the heater core 22. Therefore, it is possible to perform heating of the air conditioner 38.
  • the opening ratios of the first outflow port P11 and the second outflow port P12 are set to "0 [%]"
  • the circulation of the cooling water to the radiator 21 and the oil cooler 24 is stopped.
  • the flow rate of the cooling water can be increased, so that the responsiveness of the wall temperature of the internal combustion engine 20 can be improved.
  • the oil temperature Tool when the oil temperature Tool is lower than the predetermined temperature Tth50, it is not necessary to flow the cooling water to the oil cooler 24 as described above, so that the circulation of the cooling water to the oil cooler 24 can be stopped. .. Further, if the circulation of the cooling water to the oil cooler 24 can be stopped, the flow rate of the cooling water can be increased by that amount, so that the responsiveness of the outlet water temperature TWout to the target outlet water temperature TWout * can be improved. It is possible. However, since the target outlet water temperature TWout * is smaller than the predetermined value Tth10 with respect to the outlet water temperature TWout, it is necessary to circulate the cooling water in the radiator 21.
  • the control parameter changing unit 70 makes a positive judgment in the process of step S62, that is, the oil temperature Tool is lower than the predetermined temperature Tth50, and the air conditioner 38 is heated.
  • the fourth response speed improvement control is executed.
  • the opening ratio of the third outflow port P13 is set to "100 [%]", so that the cooling water can be circulated in the heater core 22. Therefore, it is possible to perform heating of the air conditioner 38.
  • the opening ratio of the first outflow port P11 is set to "100 [%]", it is possible to circulate the cooling water to the radiator 21.
  • the circulation of the cooling water to the oil cooler 24 is stopped.
  • the flow rate of the cooling water can be increased, so that the responsiveness of the wall temperature of the internal combustion engine 20 can be improved.
  • each embodiment can also be implemented in the following embodiments.
  • the control parameter changing unit 70 of the second embodiment determines whether or not the operation frequency Fv is smaller than the predetermined frequency Fth20, and determines whether the cooling water temperature Tv of the flow rate control valve 12 is determined. Either one of the determinations as to whether or not the temperature is lower than the predetermined temperature Tth20 may be performed.
  • control parameter changing unit 70 of the third embodiment determines whether or not the outside air temperature Tout is larger than the predetermined temperature Tth30, and the vehicle speed Vc is smaller than the predetermined speed Vth30. Either one of the judgments may be made.
  • the control parameter changing unit 70 of the fifth embodiment determines whether or not heating is being performed in the air conditioner 38 in the processes of steps S52 and S56 shown in FIG. 36, and the oil temperature Tool is set from the predetermined temperature Tth50. You may make one of the judgments as to whether or not the temperature is small. The same applies to the control parameter changing unit 70 of the sixth embodiment.
  • the ECU 40 of the fifth embodiment may determine whether or not it is necessary to further operate the EGR cooler 23 in the processes of steps S52 and S56 shown in FIG. The same applies to the processes of step S52 shown in FIG. 39 and step S56 shown in FIG. 40, which are executed by the ECU 40 of the sixth embodiment.
  • the devices arranged in the first bypass flow path W11 and the second bypass flow path W12 can be changed as appropriate.
  • the ECU 40 and its control methods described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a dedicated computer.
  • the ECU 40 and its control method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor including one or more dedicated hardware logic circuits.
  • the ECU 40 and its control method described in the present disclosure are configured by a combination of a processor and memory programmed to perform one or more functions and a processor including one or more hardware logic circuits. It may be realized by one or more dedicated computers.
  • the computer program may be stored on a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.
  • the dedicated hardware logic circuit and the hardware logic circuit may be realized by a digital circuit including a plurality of logic circuits or an analog circuit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dispositif de commande (40) d'une soupape de limitation du débit (12) comprenant une unité de réglage de degré cible d'ouverture (50), une unité de commande de degré d'ouverture (60) et une unité de modification de paramètre de commande (70). L'unité de réglage de degré cible d'ouverture règle un degré cible d'ouverture de la soupape de limitation du débit. L'unité de commande de degré d'ouverture commande un degré réel d'ouverture de la soupape de limitation du débit pour correspondre au degré cible d'ouverture. L'unité de modification de paramètre de commande modifie un paramètre de commande pour commander le fonctionnement de la soupape de limitation du débit. L'unité de réglage de degré cible d'ouverture règle une température cible de paroi en fonction d'un état de charge d'un moteur à combustion interne. Lorsque la valeur absolue d'une différence entre une température réelle de paroi et la température cible de paroi est supérieure à une valeur prescrite, l'unité de modification de paramètre de commande modifie le paramètre de commande de telle sorte qu'une vitesse de réponse de la température réelle de paroi est plus rapide que lorsque la valeur absolue de la différence n'est pas supérieure à la valeur prescrite.
PCT/JP2020/024677 2019-07-08 2020-06-23 Dispositif de commande d'une soupape de limitation du débit WO2021006036A1 (fr)

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