JP3843866B2 - Vehicle-mounted internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an in-vehicle internal combustion engine that has a heat storage device that stores heat, and that is warmed up by supplying heat stored in the device through a predetermined heat medium.
[0002]
[Prior art]
In general, for an internal combustion engine mounted on a vehicle such as an automobile, when the engine is operated in a state where the temperature around the combustion chamber does not reach a predetermined temperature (cold state), the fuel supplied to the combustion chamber is sufficiently atomized. This is not preferable because it causes problems such as not being performed and deteriorates exhaust characteristics (emission) and fuel efficiency.
[0003]
However, as a matter of fact, in the case of a restart after a temporary engine stop, the period from the start of the engine to the completion of warm-up is cold as every time the engine is started. The engine must be operated in the state.
[0004]
In order to solve such a problem, a heat storage device having a function of storing heat generated during operation of the internal combustion engine in a predetermined heat storage container and discharging it to the engine in a cold state is known.
[0005]
For example, in a heat storage device for an internal combustion engine described in JP-A-6-185359, a part of cooling water heated by heat radiation of the engine is stored in a warm state even after the engine is stopped, and the next time the engine is started. The engine is warmed early by being released to the cooling system (cooling passage of the engine).
[0006]
[Problems to be solved by the invention]
By the way, from the viewpoint of increasing the utilization opportunity of the warm-up effect by the heat storage device in order to shorten the time required for warm-up performed by the internal combustion engine by itself, the internal combustion engine performed by using the heat storage device as described above. Most preferably, the warm-up process is started before the engine is started, and is completed when the engine is started. If the warm-up process is performed too early, the engine temperature once increased will decrease again before the engine starts, and if the process is too late, the warm-up will not be completed after all. This is because the engine is operated in the state and the heat stored in the heat storage device is not fully utilized.
[0007]
However, it is difficult to accurately predict the timing of engine start based on the driver's will by the control device of the engine. In addition, if the operation timing of the warm-up process is left to the driver, not only will the driver's operation be complicated when the engine is started, but the period during which the heat stored in the heat storage device will be utilized to the maximum will be grasped. Therefore, it is difficult to perform warm-up by accurately selecting such a period.
[0008]
The present invention has been made in view of such circumstances, and an object thereof is to provide an in-vehicle internal combustion engine having a function of temporarily storing heat using a heat storage device and using the stored heat. Then, it is providing the vehicle-mounted internal combustion engine which can optimize the engine starting condition by supplying the stored heat to the engine at an appropriate time.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, the present invention has (1) a heat storage device that stores heat, and the vehicle is warmed up by supplying the heat stored in the heat storage device through a predetermined heat medium. A first detection means for detecting the occurrence of a first event that is predicted to occur prior to the start of the engine, and an internal combustion engine, synchronized with the timing at which the occurrence of the first event is detected. The first control means for starting the heat supply through the heat medium prior to the start of the engine, and the second event that is expected to occur after the occurrence of the first event and is related to the start of the engine. Second detection means for detecting occurrence, and second control means for starting heat supply through the heat medium under a predetermined condition in synchronization with the timing at which occurrence of the second event is detected. This is the gist.
[0010]
Here, “synchronized with the timing when the occurrence of the first event is detected” includes the meaning “at the timing when the occurrence of the first event is detected” and “the occurrence of the first event is detected”. It means “to timing having some relation to timing”. For example, “one second after the timing at which the occurrence of the first event is detected” is included in the meaning of “in synchronization with the timing at which the occurrence of the first event is detected”.
[0011]
In addition, the second control means, as a predetermined condition, for example, “when there is room to further improve the startability of the engine by supplying heat again”, “synchronized with the detection timing of the occurrence of the first event It is preferable to adopt a condition such as “when a predetermined time has elapsed after the heat supply” or “when the temperature of the engine is below a predetermined value”.
[0012]
Note that the necessity of actually starting the engine subsequent to the second event related to the start of the engine is generally due to the necessity of the engine actually starting after the occurrence of the first event. Becomes higher.
[0013]
According to this configuration, after the heat supply based on the first control means is once completed, for example, the temperature of the engine decreases again, and reaches a level at which good exhaust characteristics cannot be ensured at the start of the engine. Even in such a case, by starting the warm-up process immediately before starting the engine, the combustion state of the engine at the time of starting is optimized as much as possible. Therefore, the combustion state of the engine at the time of starting is stabilized, and the exhaust characteristics are improved and the uncomfortable feeling given to the driver is reduced.
(2) In addition, the second control means is synchronized with a timing at which the occurrence of the second event is detected regardless of whether or not the occurrence of the first event is detected. It is preferable to start the heat supply through the heat medium.
[0014]
Here, the predetermined condition is, for example, a condition such as “when there is room to improve startability of the engine by supplying heat through the heat medium” or “when the temperature of the engine is below a predetermined value”. Is preferably adopted.
[0015]
According to this configuration, even if the first event that is relatively unlikely to occur after the start of the engine is not detected for some reason, at least immediately before the start of the engine based on the occurrence of the second event. Therefore, optimization of the combustion state (exhaust characteristics) of the engine at the time of start-up is ensured with a higher probability.
(3) Further, the second event is an event related to an operation act performed by a driver of the engine prior to starting the engine, and the first event is the driver prior to the operation act. It is preferable that the event be related to the operation.
[0016]
Here, as the first event, for example, an event (event) that can occur before starting the engine with certain certainty, such as a timing at which the opening of the door of the driver's seat of the vehicle on which the engine is mounted is detected. Is preferably adopted. Further, the second event occurs after the first event with a certain certainty, for example, operation of an ignition key, a pedal, a handle, etc. by an operator of the engine or the like, and occurs before the engine is started. It is preferable to employ an event to be obtained.
[0017]
According to this configuration, it is possible to trigger (trigger) a plurality of events having different periods from the occurrence timing of each event to the start timing of the engine and the probability (inevitability) that the engine is started after the occurrence of each event. As a result, a stepwise warm-up process using the function of the heat storage device is performed. Therefore, optimization of the combustion state (exhaust characteristics) of the engine at the time of starting can be ensured with a higher probability.
(4) Another invention is an in-vehicle internal combustion engine that has a heat storage device that stores heat, and is warmed up by supplying heat stored in the heat storage device through a predetermined heat medium, Detection means for detecting the occurrence of a predetermined event that is predicted to occur prior to the start of the engine and related to the start of the engine, temperature detection means for detecting the temperature of the engine, and occurrence of the predetermined event If the temperature detected before the detection is equal to or higher than a predetermined value, heat supply through the heat medium is performed before the occurrence of the predetermined event is detected, while the occurrence of the predetermined event is Heat supply control means for supplying heat through the heat medium after the timing at which the occurrence of the predetermined event is detected when the temperature detected before the detected timing is below a predetermined value; With the gist and That.
[0018]
Here, as the predetermined event, it is preferable to adopt an event that can occur before starting the engine with a certain certainty, such as an operation of an ignition key, a pedal, or a handle by a driver of the engine.
[0019]
According to this configuration, an aspect in which heat can be efficiently supplied or an aspect in which re-cooling of the engine that has been warmed up is suppressed is selected according to the temperature condition before starting the engine. Therefore, the warm-up function of the heat storage device can be effectively utilized regardless of the temperature condition before starting the engine.
[0020]
For example, when the temperature of the engine before the occurrence of the predetermined event is detected is relatively high, heat supply is started at an early stage, and it takes until the warm-up is completed after the occurrence of the predetermined event. Time can be preferentially reduced. Incidentally, even if the time until the engine starts after the predetermined event has occurred, the engine temperature as the initial condition is relatively high, so the engine once warmed up is cooled again. There is little concern that it will be done.
(5) In addition, a detection means for detecting the occurrence of another event predicted to occur further prior to the predetermined event predicted to occur prior to the start of the engine, In addition, when the detected temperature is equal to or higher than a predetermined value when the occurrence of the other event is detected, the heat supply control unit is configured to detect the occurrence of the predetermined event before the occurrence of the predetermined event. The timing at which the occurrence of the predetermined event is detected if the detected temperature is below a predetermined value when the occurrence of the other event is detected while the heat supply is performed through the heat medium. Thereafter, it is preferable to supply heat through the heat medium.
[0021]
Here, as the other event (hereinafter referred to as a preceding event) that is predicted to occur before the predetermined event (hereinafter referred to as a subsequent event), for example, driving of a vehicle on which the engine is mounted It is preferable to employ a timing at which the opening of the seat door is detected.
[0022]
Since the subsequent event is an event related to the start of the engine, in general, the necessity for the engine to actually start following the subsequent event is that the engine actually starts following the preceding event. It becomes higher than the necessity of starting. Further, the subsequent event occurs immediately before starting the engine, compared to the preceding event.
[0023]
According to such a configuration, for example, when the temperature of the engine before the occurrence of the preceding event is detected is relatively high (non-low temperature state), heat supply is started early, and After the occurrence, it is possible to preferentially shorten the time required until the warm-up is completed. Further, when such an early heat supply is started, even if the time from the occurrence of the preceding event to the occurrence of the subsequent event is long, the engine temperature as an initial condition is relatively high. Before the occurrence of the subsequent event, the heat storage device consumes a relatively small amount of heat (for example, by exchanging heat with the engine). For this reason, the said heat storage apparatus can hold | maintain sufficient calorie | heat amount, and can perform a warming-up process again after generation | occurrence | production of the said subsequent event.
[0024]
On the other hand, if the engine is left unstarted after supplying heat through the heat medium while the engine is stopped, the temperature of the engine will rapidly decrease, and the warm-up process will be performed. Under the condition that the heat storage device consumes a relatively large amount of heat (low temperature state), it waits until detecting a subsequent event closest to the engine start compared to the preceding event, and when the subsequent event is detected, the heat medium Heat supply through can be started. Therefore, the heat stored in the heat storage device can be used efficiently without waste.
[0025]
The internal combustion engine configured as described above preferably further includes permission means for permitting starting of the engine after the period for supplying the heat has elapsed.
[0026]
Here, regarding “allowing start of the engine”, for example, a control mode may be adopted in which the driver perceives through voice, sound, or lighting of the lamp, or the engine is automatically started. . Further, a control mode is adopted in which the engine start operation by the driver is invalidated until the period for supplying the heat has elapsed, and the invalidation process is canceled when the period has elapsed. May be.
[0027]
According to this configuration, the combustion state (exhaust characteristics) of the engine at the time of start-up and the operability (comfort feeling) and convenience felt by the driver can be achieved at the same time.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
Hereinafter, a first embodiment in which an internal combustion engine according to the present invention is applied to an in-vehicle engine system will be described with reference to the drawings.
[0029]
FIG. 1 is a schematic diagram showing a part of a vehicle on which an in-vehicle engine system (internal combustion engine) according to the present embodiment is mounted.
[0030]
A vehicle 1 equipped with an in-vehicle engine system (hereinafter referred to as an engine system) 100 as a drive system is a so-called automatic transmission type passenger car that does not require a clutch operation for its operation. As shown in FIG. 1, a driver's seat 1a occupying a part of the interior of the vehicle 1 is provided with a passenger door (driver's seat side door) 3 and a seat belt (not shown) around the driver's seat 2. The inner buckle 4 to be attached and detached, the key cylinder 5 for starting the engine body (not shown) provided in the engine system 100, the accelerator pedal 6 for adjusting the engine output of the engine body, and the vehicle 1 are braked. A brake pedal 7 for switching, a shift lever 8 for switching the function of a transmission (not shown), a display device 9 that displays image information such as road information on the screen, and an input operation by a touch operation, a driver's voice A microphone 9a and the like for detection are provided. The various members 2 to 9 and 9a provided in the driver's seat 1a are electrically connected to the electronic control unit (ECU) 30 directly or via devices (sensors) that detect the operation of the members. It is connected.
[0031]
FIG. 2 shows an outline of an electrical configuration of the engine system 100 centering on the ECU 30.
[0032]
As shown in FIG. 2, the external input circuit 36 of the ECU 30 includes a key cylinder 5, a seating sensor 2a, a door opening / closing sensor 3a, a door lock sensor 3b, a seat belt sensor 4a, a brake sensor 7a, a shift position sensor 8a, a microphone. (Acoustic sensor) Various devices, such as 9a and water temperature sensor 25, that output information on each part of the vehicle 1 and the driver as electrical signals are electrically connected.
[0033]
The key cylinder 5 (see also FIG. 1) has a function as a so-called ignition switch that switches the operation mode of each member related to the start of the engine 10 in accordance with the operation of the ignition key 5A inserted in the key cylinder 5. . That is, the operation of the engine 10 is controlled by the main power supply of peripheral devices such as the display device 9 (see FIG. 1), room lamps (not shown), audio (not shown), or display lamps, and the ECU 30. In addition to performing “ON” and “OFF” of the main relay for activating the function, commands to the starter 26, the ignition control device 19, the fuel injection valve 18, etc. for starting the engine 10 through the ECU 30 Output a signal.
[0034]
The key cylinder 5 constitutes a known anti-theft device together with the ignition key 5A. That is, the ignition key 5A has a built-in communication chip 5B in which a specific code is recorded. When the ignition key 5A is inserted into the key cylinder 5, the key cylinder 5 reads the specific code recorded on the communication chip 5B and transmits it to the ECU 30. The ECU 30 collates the registration code stored in advance with the specific code transmitted from the key cylinder 5 and permits the engine 10 to start only when both match. In other words, the engine 10 cannot be started without using the ignition key 5A having a built-in communication chip in which a normal code is recorded. In addition, collation with the said specific code and registration code by ECU30 is called cancellation | release operation | movement of an antitheft device.
[0035]
The door opening / closing sensor 3a and the door lock sensor 3b are attached to the driver's seat side door 3 (see FIG. 1). The door opening / closing sensor 3a identifies the open / closed state of the driver's seat side door 3, and outputs a signal corresponding to this identification. The door lock sensor 3b identifies whether or not the driver's seat side door 3 is locked, and outputs a signal corresponding to this identification. A seating sensor 2a built in the driver's seat 2 (see FIG. 1) identifies the presence / absence of the driver's seating and outputs a signal corresponding to this identification. The seat belt sensor 4a attached to the inner buckle 4 identifies whether the seat belt (not shown) is attached to or detached from the inner buckle 4, and outputs a signal corresponding to this identification. The brake sensor 7a attached to the brake pedal 7 outputs a signal corresponding to the depression amount of the brake pedal 7. The shift position sensor 8a attached to the shift lever 8 outputs a signal corresponding to the position (shift position) of the shift lever 8 selected by the driver.
[0036]
On the other hand, the external output circuit 37 of the ECU 30 includes a fuel injection valve 18, an ignition control device 19, an electric water pump (electric pump) EP, electric blower fans (electric fans) 22a and 23a, a starter 26, etc. In addition to members that control the operating state of the engine system 100), a lighting lamp 28, a speaker 29, and the like that are attached to the interior of the vehicle 1 (for example, in the vicinity of the display device 9) are electrically connected.
[0037]
As described above, the display device 9 that can display (output) image information such as road information on the screen and can perform an input operation by a touch operation is provided in both the external input circuit 36 and the external output circuit 37. Electrically connected.
[0038]
The ECU 30 includes a central processing unit (CPU) 31, a read only memory (ROM) 32, a random access memory (RAM) 33, a backup RAM 34, a timer counter 35, and the like. A logic operation circuit is configured by connecting the output circuit 37 to the bus 38. Here, the ROM 32 stores in advance various programs for controlling the operating state of the engine 10 such as the fuel injection amount, the ignition timing, the behavior of the cooling water in the cooling system 20, and the like. The RAM 33 temporarily stores the result of calculation by the CPU 52 and the like. The backup RAM 34 is a non-volatile memory that stores data even after the operation of the engine 10 is stopped. The timer counter 35 performs a time counting operation. The external input circuit 36 includes a buffer, a waveform circuit, a hard filter, an A / D converter, and the like. The external output circuit includes a drive circuit and the like.
[0039]
The ECU 30 configured in this way is based on signals from the various sensors 2a, 3a, 3b, 4a, 7a, 8a, 9a, the key cylinder 5, the display device 9 and the like that are taken in via the external input circuit 36. Various controls of the engine system 100 relating to the start of the engine 10, fuel injection, ignition, or the behavior of cooling water are executed.
[0040]
FIG. 3 shows a schematic configuration of the engine system 100 according to the present embodiment.
[0041]
As shown in FIG. 3, the engine system 100 is mainly composed of an engine body (engine) 10, a cooling system 20, and an electronic control unit (ECU) 30.
[0042]
The outer shell of the engine 10 is formed in such a manner that the cylinder block 10a is in the lower stage and the cylinder head 10b is in the upper stage, and both the members 10a and 10b are closed together. Inside the engine 10, four combustion chambers (not shown) and intake / exhaust ports (not shown) for communicating each combustion chamber with the outside are formed. The engine 10 explodes and burns an air-fuel mixture (a mixture gas of outside air and fuel) supplied through an intake port, thereby obtaining a rotational driving force on an output shaft (not shown).
[0043]
The cooling system 20 circulates cooling water between a circulation passage (water jacket) A formed so as to surround the outer periphery of each combustion chamber and intake / exhaust port in the engine 10, and the engine 10 and the heat storage container 21. A circulation path B, a circulation path C for circulating cooling water between the engine 10 and the radiator 22, and a circulation path D for circulating cooling water between the engine 10 and the heater core 23 for heating are configured. A part of the circulation passage A is shared as a part of each circulation passage B, C, D. Further, the circulation passage A is roughly divided into a circulation passage A1 formed in the cylinder block 10a, a passage A2 formed in the cylinder head 10b, and a bypass passage A3 connecting between the circulation passage A1 and the passage A2. Can do.
[0044]
That is, the cooling system 20 is a composite system constructed by combining a plurality of cooling water circulation paths, and the cooling water circulating in the cooling system 20 exchanges heat with the engine 10 as a heat medium. Thus, each part of the engine 10 is cooled or heated.
[0045]
Each of the circulation passages A, B, C and D constituting the cooling system 20 is provided with various members for controlling or detecting the behavior and temperature of the cooling water.
[0046]
The electric water pump (electric pump) EP operates based on a command signal from the ECU 30 and causes the cooling water in the circulation passage B to flow in the direction of the arrow.
[0047]
A heat storage container 21 is provided downstream of the electric pump EP. The heat storage container 21 has a function of storing a predetermined amount of cooling water in a state of being thermally insulated from the outside. That is, as shown in a schematic internal structure in FIG. 3, the heat storage container 21 has a double structure including a housing 21a and a cooling water storage portion 21b stored in the housing 21a. The gap between the housing 21a and the cooling water storage portion 21b is maintained in a substantially vacuum state, and the internal space and the outside of the cooling water storage portion 21b are maintained in a heat insulating state. In the cooling water storage portion 21b, an introduction pipe 21c for introducing the cooling water sent from the circulation passage B (pump side passage B1) into the vessel 21b, and the cooling water in the vessel 21b are circulated through the circulation passage. A discharge pipe 21d for discharging to B (engine side passage B2) is provided. The cooling water discharged to the engine side passage B2 through the discharge pipe 21d is introduced into the cylinder head 10b of the engine 10 and preferentially flows through a path formed near the intake port of each cylinder in the cylinder head 10b.
[0048]
Note that the check valves 21e and 21f provided in the middle of the pump side passage B1 and the engine side passage B2 only flow the cooling water from the pump side passage B1 to the engine side passage B2 via the heat storage container 21. Allow and regulate backflow.
[0049]
The mechanical water pump (mechanical pump) MP uses the driving force transmitted from the output shaft of the engine 10 to draw cooling water from the external passage P1 into the cylinder block 10a during the operation of the engine 10. When the mechanical pump MP is activated along with the operation of the engine 10, the cooling water in the circulation passage C and the circulation passage D is urged to generate a flow in the direction of the arrows.
[0050]
The radiator 22 provided in the circulation path C radiates the heat of the heated cooling water to the outside. The electric fan 22a is driven based on a command signal from the ECU 30, and enhances the cooling water radiating action by the radiator 22. A thermostat 24 is provided in the middle of the circulation passage C and downstream of the radiator 22. The thermostat 24 is a known control valve that opens and closes in response to a high temperature. When the temperature of the cooling water in the circulation passage C in the vicinity of the thermostat 24 exceeds a predetermined temperature (for example, 80 ° C.), the thermostat 24 opens and cools. The flow of water is allowed, and when the temperature falls below the predetermined temperature, the valve is closed to restrict the flow of cooling water.
[0051]
That is, when the engine 10 is in operation (when the mechanical pump MP is in operation), if the temperature of the cooling water exceeds 80 ° C., the flow of the cooling water in the circulation passage C is allowed, and the cooling water (engine 10 ) Forced cooling is performed. For the engine 10, a state in which the temperature (approximately the same as the cooling water temperature in the cooling system 20) is higher than 80 ° C or approximately in the vicinity of 80 ° C is referred to as a warm state, and a state in which the temperature is lower than 80 ° C. Let's call it a cold state.
[0052]
The heater core 23 for heating provided in the circulation passage D uses the heat of the cooling water heated in the engine 10 to heat the vehicle compartment (not shown) as necessary. The electric fan 23a driven based on a command signal from the ECU 30 promotes heat dissipation of the cooling water passing through the heater core 23 for heating, and warms air generated by the heat dissipation of the cooling water through the air passage (not shown). To send.
[0053]
For the cooling water circulating in each circulation passage B, C, D, the water temperature sensor 25 provided in the middle of the common flow path from the engine 10 to the outside is set to the temperature (cooling water temperature) THW of the cooling water in the flow path. A corresponding detection signal is output to the ECU 30.
[0054]
Next, the structure around each combustion chamber formed in the engine 10 will be described in detail focusing on the cooling water passage.
[0055]
FIG. 4 is a schematic diagram (side view) showing a partially enlarged cross-sectional structure around the combustion chamber as a part of the internal structure of the engine 10.
[0056]
As shown in FIG. 4, the combustion chamber 11 is located at the boundary between the cylinder block 10 a and the cylinder head 10 b, and is located above the piston 13 that moves up and down in the cylinder 12 in conjunction with the rotation of the output shaft of the engine 10. It is formed. The space in the combustion chamber 11 communicates with an intake port 16 and an exhaust port 17 via an intake valve 14 and an exhaust valve 15, respectively. During engine operation, introduction of an air-fuel mixture through the intake port 16 and an exhaust port 17 The exhaust gas is discharged through A fuel injection valve 18 attached to the intake port 16 injects and supplies fuel based on a command signal from the ECU 30. The fuel injected and supplied by the fuel injection valve 18 is atomized in the intake port 16 and taken into the combustion chamber 11 while forming an air-fuel mixture with fresh air. The ignition control device 19 that is also driven based on the command signal of the ECU 30 energizes the ignition plug 19a at an appropriate timing, whereby the air-fuel mixture taken into the combustion chamber 11 is used for combustion.
[0057]
A cooling water passage (corresponding to a part of the circulation passage A1 shown in FIG. 3) Pc is formed in the cylinder block 10a so as to surround the outer periphery of the cylinder 12. Further, in the cylinder head 10b, in the vicinity of the intake port 16 and the exhaust port 17, an intake port side cooling water passage Pa (corresponding to a part of the circulation passage A2 shown in FIG. 3) and an exhaust port side cooling water passage, respectively. Pb (also corresponding to the circulation passage A2 shown in FIG. 3) is formed. The behavior of the cooling water circulating in the cooling system 20 including these cooling water passages Pa, Pb, Pc (circulation passages A1, A2) is basically the mechanical pump MP, the electric pump EP, and the thermostat. As described above, it is controlled by 24 operations.
[0058]
Next, the outline of the cooling system control related to the behavior of the cooling water executed by the engine system 100 according to the present embodiment through the command signal of the ECU 30 will be described. Note that the cooling system control by the engine system 100 is based on the difference in execution timing and execution conditions, so that “control during cold after engine start”, “control during warm after start”, and “control before engine start”. (Preheat control) ”.
[0059]
FIG. 5 schematically shows the engine system 100 in order to explain how the flow of cooling water circulating through the cooling system 20 of the engine system 100 (see FIG. 3) changes according to the operating state and temperature distribution of the engine 10. It is a schematic diagram shown in FIG. In the figure, the passage (including various members provided in the middle of the passage) where the flow of the cooling water is shown by a solid line, and the passage where the flow of the cooling water is little or not (in the middle of the passage). (Including various members provided) is indicated by a one-dot chain line.
[0060]
First, FIGS. 5A and 5B show the engine system 100 when the engine 10 is in an operating state and the electric pump EP is in a stopped state. However, FIG. 5A shows a state in which the cooling water temperature in the vicinity of the thermostat 24 is 80 ° C. or less in the cooling system 20, and FIG. 5B similarly shows the cooling in the vicinity of the thermostat 24 in the cooling system 20. The water temperature is above 80 ° C.
[0061]
As shown in FIGS. 5 (a) and 5 (b), when the electric pump EP is in a stopped state, the circulation passage A, the circulation passage C, or a part of the circulation passage D in the cylinder head 10b. Except for A2, the flow of the cooling water along the circulation path B is almost stopped.
[0062]
At this time, if the cooling water temperature in the vicinity of the thermostat 24 in the cooling system 20 is 80 ° C. or less, the thermostat (control valve) 24 is closed, and the flow of the cooling water from the control valve 24 toward the radiator 22 is restricted. To do. Therefore, in the engine system 100, only the cooling water in the circulation passage A and the circulation passage D flows due to the action of the mechanical pump MP (FIG. 5A).
[0063]
On the other hand, if the cooling water temperature in the vicinity of the thermostat 24 in the cooling system 20 exceeds 80 ° C., the thermostat (control valve) 24 is opened, and the flow of cooling water from the control valve 24 toward the radiator 22 is allowed. The Therefore, in the engine system 100, the cooling water in the circulation passages A, C, and D flows due to the action of the mechanical pump MP (FIG. 5B).
[0064]
In the present embodiment, while the engine 10 is operating, the cooling system 20 basically holds the state shown in FIG. 5A or 5B. . Further, the state of the cooling system 20 shown in each figure is embodied by “control during cold after engine start” (FIG. 5A) or “control during warm after start” (FIG. 5B). The Rukoto.
[0065]
FIG. 5C shows the engine system 100 when the engine 10 is in a stopped state and the electric pump EP is in an operating state.
[0066]
As shown in FIG. 5C, when the electric pump EP is operated, the cooling water flows along the circulation passage B. At this time, since the engine 10 is in a stopped state, the mechanical pump MP interlocking with the output shaft of the engine 10 is also stopped, and the circulation passage A1, the bypass passage A3, the circulation passage C, and the circulation passage D are in There is almost no flow of cooling water. Incidentally, the state of the cooling system 20 shown in FIG. 5C corresponds to the state immediately before the engine 10 starts the engine, and is realized by the “preheat control”.
[0067]
Here, the content and execution procedure of the “preheat control” will be described in more detail.
[0068]
FIG. 6 shows a change in the temperature transition of the cylinder head 10b as a result of experimentally changing the operating mode of the electric pump EP when the engine 10 is started in the engine system 100 shown in FIGS. It is a time chart which shows that it becomes. In each figure, the time tst corresponds to the start timing of the engine 10.
[0069]
First, in FIG. 6A, a temperature transition pattern α (hereinafter referred to as a transition pattern) α indicated by a two-dot chain line indicates a temperature transition when the electric pump EP is not operated when the engine is started, and a transition pattern indicated by a one-dot chain line. β represents a temperature transition when the operation of the electric pump EP is started simultaneously with the engine start. A transition pattern γ indicated by a solid line indicates a temperature transition when the operation of the electric pump EP is started a predetermined time (time t0) before the engine start. In each transition pattern α, β, γ, it is assumed that the engine 10 is in a warm state immediately before the end of the previous engine operation (when the engine is stopped).
[0070]
As shown in FIG. 6A, in the transition pattern α, after the engine is started (after time t1), the temperature of the cylinder head 10b gradually increases due to the heat generation action of the engine 10 itself accompanying the engine operation. Although it depends on environmental conditions such as the outside temperature, the temperature of the cylinder head 10b (substantially equal to the cooling water temperature) reaches a predetermined value Tstd (80 ° C.) at time t2 after about ten to several tens of seconds have elapsed from time tst. When the temperature reaches, the thermostat 24 repeats the on-off valve in the vicinity of the temperature, so that the cooling water temperature (temperature of the cylinder head 10b) is maintained at a substantially constant temperature (80 ° C.).
[0071]
In the transition pattern β, simultaneously with the engine start of the engine 10, cooling water (hot water) stored in the heat storage container 21 in a temperature state of approximately 80 ° C. or higher is supplied into the cylinder head 10b. In this case, after the engine 10 is started (after time t1), after about 10 seconds have elapsed, at time t1, the temperature of the cylinder head 10b (approximately the same as the cooling water temperature) reaches 80 ° C., and then the cooling water temperature (cylinder head). 10b) is maintained at a substantially constant temperature (80 ° C.).
[0072]
In the transition pattern γ, the hot water in the heat storage container 21 is supplied into the cylinder head 10b before the engine 10 is started. Here, the inventors have confirmed that the temperature of the cylinder head 10b reaches the same temperature (60 to 80 ° C.) as the cooling water temperature in the heat storage container 21 in about 5 to 10 seconds from the start of the operation of the electric pump EP. It was done. In the transition pattern γ in FIG. 6A, the engine 10 is set to start after 5 seconds (time tst) after the operation of the electric pump EP at time t0 has started. For this reason, after the temperature of the cylinder head 10b rises and reaches approximately 80 ° C., the engine 10 starts the engine. Incidentally, with the engine operation of the engine 10, cooling water having a lower temperature (than the cooling water temperature in the circulation passage B) flows into the cylinder head 10b from the passage space other than the circulation passage B in the cooling system 20. For this reason, after the time tst, the temperature of the cylinder head 10b temporarily drops slightly, but the continuous supply of hot water from the heat storage container 21 and the heat generation action of the engine 10 itself accompanying the engine operation. It rises again by cooperation and stays around 80 ° C.
[0073]
Next, in FIG. 6B, the transition pattern δ indicated by the alternate long and short dash line starts the operation of the electric pump EP at time t0, temporarily stops the operation when the temperature reaches 80 ° C. (t11), and thereafter A temperature transition when the engine start is started after a lapse of a predetermined time (tst) is shown. On the other hand, the transition pattern δ indicated by the solid line starts the operation of the electric pump EP at time t0 and temporarily stops the operation when the temperature reaches 80 ° C. (t11), but at a predetermined time before the engine start tst. The temperature transition when the electric pump EP is restarted at tig is shown.
[0074]
In the transition pattern δ, the temperature of the cylinder head that once reached 80 ° C. before the engine start gradually decreases after time t11, and it takes a considerable time (from time tst to (period t12). On the other hand, the transition pattern ε is the same as the transition pattern δ in that the temperature of the cylinder head gradually decreases after time t11. However, the electric pump EP is restarted before the engine is started, so that the engine head is started by tst. Since the temperature rises again, the temperature of the cylinder head reaches 80 ° C. in a short time after the engine is started.
[0075]
In FIG. 6C, the transition pattern ζ starts the operation of the electric pump EP at time t0, temporarily stops the operation when the temperature reaches 80 ° C. (t21), and then after a relatively short period of time. The temperature transition when the engine start is started is shown. In such a case, the temperature of the cylinder head is sufficiently high at the time tst when the engine is started without restarting the electric pump EP, so that the temperature rapidly rises to 80 ° C. due to the heat generated during engine operation.
[0076]
In the engine system 100 according to the present embodiment, the fuel injected and supplied to the engine 10 through the fuel injection valve 18 is atomized in the intake port 16 and taken into the combustion chamber 11 while forming a mixture with fresh air. As described with reference to FIG. 4, the air-fuel mixture is used for combustion.
[0077]
For this reason, from the viewpoint of promptly atomizing the injected fuel in the intake port 16 and suitably maintaining the atomized state, the intake air formed in the engine 10, particularly in the cylinder head 10b. The temperature of the inner wall of the port 16 is preferably higher than a predetermined temperature (60 ° C., preferably about 80 ° C.). When the temperature of the inner wall of the intake port 16 decreases, the fuel tends to adhere to the inner wall, and it is difficult to efficiently atomize (vaporize) the fuel and to keep the atomized (vaporized) fuel in that state. Because it becomes. The disadvantages related to fuel vaporization make it difficult to optimize combustion efficiency and air-fuel ratio, and reduce exhaust characteristics and fuel consumption.
[0078]
When the engine 10 is in a cold state and the engine is started under the condition that no external heat supply is performed, the temperature of the cylinder head 10b (intake port 16) becomes sufficiently high (time tst). .About.t2) are required as shown by the transition pattern .alpha. In FIG. Also, as indicated by the transition pattern β in FIG. 6A, hot water is supplied from the heat storage container 21 at the same time as or immediately after the engine start, and the warm-up completion timing after the engine start is advanced as much as possible. However, deterioration of exhaust characteristics and fuel consumption during warm-up (time tst to t2) is inevitable.
[0079]
Therefore, as shown by the transition pattern γ in FIG. 6A, cooling water is supplied from the heat storage container 21 to the cylinder head 10b prior to the start of the engine 10, and the engine 10 is warmed up before the start of the engine 10. Ideally, the engine system 100 is controlled (preheat control) to be completed (the engine 10 is shifted from the cold state to the warm state).
[0080]
However, it takes several seconds for the engine 10 to complete the transition from the cold state to the warm state by supplying hot water from the heat storage container 21. If the engine start timing of the engine 10 intended by the driver is too early compared to the timing of completion of the transition, the engine 10 is started before the transition to the warm state, and sufficient atomization of fuel is caused. I can't figure it out.
[0081]
On the other hand, when the engine start timing of the engine 10 intended by the driver is too late as compared with the timing of completion of the transition, the hot water stored in the heat storage container 21 is consumed unnecessarily.
[0082]
Therefore, in the engine system 100 according to the present embodiment, it is an inevitable operation prior to the start of the engine 10, and a specific operation whose operation timing is almost the same every time is performed by operating the electric pump EP (preheating). It is detected as the first trigger (trigger) to be started. Then, the operation of the electric pump EP is started in synchronization with the timing at which the first trigger is detected.
[0083]
The operation of the electric pump EP is temporarily stopped when the temperature of the cylinder head 10b reaches 80 ° C. After that, an event that comes closer to the start timing tst of the engine 10 than the first trigger is used as the second trigger. If the detection timing tig is after the predetermined period Δtx has elapsed since the stop of the electric pump EP, the electric pump EP is restarted prior to engine start (see FIG. 6B). On the other hand, when the detection timing tig of the second trigger is before the predetermined period Δtx has elapsed since the stop of the electric pump EP, the electric pump EP is not reactivated (see FIG. 6C).
[0084]
FIG. 7 shows a specific procedure of “preheat control” according to the present embodiment. That is, the heat supply (preheating) from the heat storage container 21 to the engine 10 prior to the start of the engine 10 is performed according to the following processing procedure. This routine is repeatedly executed every predetermined time while the engine 10 is stopped through the ECU 30.
[0085]
When the process shifts to this routine, the ECU 30 first determines in step S101 whether or not a specific operation (first trigger) has occurred after the engine 10 is stopped and prior to the restart. If this first trigger is an event that is necessary to some extent with respect to what occurs prior to the start of the engine 10, even if it is artificial due to the actions of the driver, it is not artificial. It doesn't matter. For example, door opening operation (output signal of door opening / closing sensor 3a), door lock releasing operation (output signal of door lock sensor 3b), driver's seating operation (output signal of seating sensor 2a), antitheft device It is preferable to adopt the release operation or the like as the first trigger. If the determination in step S101 is affirmative, the ECU 30 proceeds to step S102, and if the determination in step S101 is negative, the ECU 30 once exits this routine.
[0086]
In the subsequent step S102, it is determined whether or not a second trigger that is recognized as an event closer to the start of the engine 10 than the first trigger has occurred as a specific operation prior to the start of the engine 10. Similarly to the first trigger, if the second trigger is an event that has some degree of inevitability (certainty) that occurs prior to the start of the engine 10, it is an artifact caused by the actions of the driver or the like. However, it does not have to be artificial. For example, as shown in FIG. 8, when the key cylinder 5 is viewed in the direction of insertion of the ignition key 5A, a circular rotor 5c having a slit 5b for inserting the ignition key 5A and an outer periphery of the circular rotor 5c are provided. And an annular case 5d surrounded by its own inner periphery. The case 5d forms an outline of the main body of the key cylinder 5 and is fixed to, for example, an operation panel (not shown) of the driver's seat. The rotor 5c is configured to be able to rotate within a limited range with respect to the case 5d by twisting the ignition key 5A inserted into the slit 5b. As shown by the solid line in FIG. 8, the ignition key 5A can be inserted into the slit 5b in a state where the end in the long axis direction of the slit 5b coincides with the position SW1 indicated as “LOCK” of the case 5d. it can.
[0087]
When the engine 10 is started, first, the driver (operator) inserts the ignition key 5A into the slit 5b and rotates the position SW1 from which “LOCK” is displayed to the position SW2 from which “ACC” is displayed. Then, the main power supply of peripheral devices such as a room lamp (not shown), audio (not shown), or navigator (not shown) is turned on. Further, when the ignition key 5A is rotated to the position SW3 displayed as “ON” (indicated by a two-dot chain line in FIG. 8), the ECU 30 activates a function for performing the operation control of the engine 10. The main relay is in the “ON” state. Further, when the ignition key 5A is rotated to the position SW4 displayed as “START”, the starter 26 is operated to crank the engine 10 and the fuel by the fuel injection valve 18 is synchronized with the cranking operation. And the ignition of the vaporized fuel by the ignition control device 19 is started.
[0088]
In other words, the rotation of the ignition key 5A to the position SW3 indicated as “ON” (switching operation of the ignition switch to “ON”) inevitably occurs immediately before the engine 10 is started. You can say that.
[0089]
Therefore, as the second trigger, for example, insertion of the ignition key 5A into the key cylinder 5, rotation operation of the ignition key 5A after insertion into the key cylinder 5, and the like can be employed as the second trigger.
[0090]
The ECU 30 proceeds to step S103 if the determination in step S102 is negative, and proceeds to step S104 if the determination in step S102 is affirmative.
[0091]
In step S103, a process for starting, continuing, or completing the first preheat is performed. That is, the ECU 30 appropriately performs processing such as starting operation of the electric pump EP, accepting continuation of operation, and stopping operation according to the situation when the processing proceeds to step S103. Here, the first preheating is performed for a predetermined period after the first trigger is detected. In addition, there is a request for preheating (for example, the cooling water temperature THW, which is a parameter representative of the temperature of the engine 10, is lower than a predetermined value), and preheating can be performed (for example, the heat storage container 21). The temperature of the cooling water stored in (1) exceeds the predetermined value). As the duration of the preheating, a period estimated to be required for the temperature of the cylinder head 10b to exceed 80 ° C. by performing the preheating may be set in advance, or the cooling water stored in the heat storage container 21 It may be determined as appropriate based on the temperature of the engine 10 or the coolant temperature THW of the engine 10. Further, instead of setting the preheating duration, for example, the preheating is completed when the temperature increase amount of the engine 10 or the supply amount of hot water supplied from the heat storage container 21 to the engine 10 reaches a predetermined value. Also good. After finishing the process in step S103 once, the ECU 30 stores the fact that the first preheating is completed, and then exits this routine once. If a negative determination is made in step S102 next time, the routine is immediately exited without performing the processing (preheating) in step S103.
[0092]
In step S104, it is determined whether or not a predetermined period Δtx (see FIGS. 6B and 6C) has elapsed after completion of the first preheating (after the electric pump EP is stopped). If the determination in step S104 is affirmative, the ECU 30 proceeds to step S105, and if the determination in step S104 is negative, the ECU 30 once exits this routine.
[0093]
In step S105, a process for starting, continuing or completing the second preheat is performed. That is, the ECU 30 appropriately performs processing such as starting operation of the electric pump EP, accepting continuation of operation, and stopping operation according to the situation when the processing proceeds to step S105. Here, the second preheating is executed only when the second trigger is detected after the reference period Δtx has elapsed after the completion of the first preheating, until the engine 10 is started, or the engine It is preferable to continue until a predetermined period of time elapses after 10 starts. After completing the processing in step S105, the ECU 30 once exits this routine.
[0094]
As described above, in the preheat control according to the present embodiment, after the completion of the first preheat, the second trigger (the rotation operation of the ignition key 5A inserted into the key cylinder 5 or the like) that occurs immediately before the engine 10 is started. ), And whether or not to execute the second preheating is determined based on the time required from the completion of the first preheating to the occurrence of the second trigger. That is, even when the cylinder head 10b is sufficiently warmed when the first preheating is completed, after that, a long time (exceeding the reference period Δtx) passes and the temperature of the cylinder head 10b decreases again. In such a case, preheating is performed again immediately before starting the engine, thereby improving warm-up efficiency and exhaust characteristics at the time of starting the engine.
[0095]
As a result, the effect of preheating based on the detection of the first trigger is reliably ensured. Further, for the driver, the engine 10 can be started in a state where the warm-up is surely completed, so that the uncomfortable feeling at the time of starting the engine is eliminated, and the engine system 100 is comfortable regardless of the conditions at the time of starting the engine. Will be able to operate.
[0096]
In the “preheat control” (see FIG. 7) in the present embodiment, the occurrence of the second trigger is detected under the condition that the occurrence of the first trigger is detected (the determination in step S101 is affirmative). It was decided whether or not it was done (step S102). On the other hand, control logic such as “when the occurrence of the second trigger is detected without detecting the occurrence of the first trigger, preheating is executed in synchronization with the detection timing” is added. It is good. By adding such a control logic, even if the first trigger, which is relatively low in necessity before starting the engine 10, is not detected for some reason as compared to the second trigger, at least the second trigger is detected. Since the warm-up process immediately before the start of the engine 10 based on the generation of the trigger is performed, the optimization of the combustion state (exhaust characteristics) of the engine 10 at the start is ensured with a high probability.
[0097]
(Second Embodiment)
Hereinafter, a second embodiment in which the internal combustion engine according to the present invention is applied to an in-vehicle engine system will be described focusing on differences from the first embodiment. In the second embodiment, the vehicle to be applied, the configuration of the engine system, the ECU and the electrical configuration in the vicinity thereof (FIGS. 1 to 5) are the same as those in the first embodiment. It is. For this reason, the same reference numerals are used for members, hardware configurations, and the like having the same functions and structures, and redundant descriptions here are omitted.
[0098]
The engine system 100 according to the second embodiment is common to the first embodiment in that preheating is started in synchronization with the detection timing of a predetermined trigger before the engine 10 is started. However, it differs from the second embodiment in that a plurality of control logics corresponding to the temperature of the engine 10 when a trigger is detected are prepared as specific preheat processing contents.
[0099]
FIG. 9 shows a specific procedure of “preheat control” according to the second embodiment. That is, in the present embodiment, the heat supply (preheating) from the heat storage container 21 to the engine 10 prior to the start of the engine 10 is performed according to the following processing procedure. This routine is also repeatedly executed at predetermined intervals through the ECU 30 while the engine 10 is stopped.
[0100]
When the processing shifts to this routine, the ECU 30 first determines in step S201 whether or not a specific operation (first trigger) has occurred after the engine 10 is stopped and then restarted. This first trigger (preceding event) is, for example, the door opening operation (the output signal of the door opening / closing sensor 3a) and the door unlocking operation (the door lock sensor 3b), as in the first embodiment. Output signal), the driver's seating operation (output signal of the seating sensor 2a), the anti-theft device release operation, etc., and the events that occur at least to some extent before the engine 10 starts (certainty) is there. If the determination in step S101 is affirmative, the ECU 30 proceeds to step S102, and if the determination in step S101 is negative, the ECU 30 once exits this routine.
[0101]
In a succeeding step S202, it is determined whether or not the preheating execution condition is satisfied. For example, there is a request for performing preheating (for example, the cooling water temperature THW of the engine 10 is lower than a predetermined value), or it is possible to perform preheating (for example, cooling water stored in the heat storage container 21). The temperature is higher than a predetermined value) and the like is a preheating execution condition. If the determination in step S202 is affirmative, the ECU 30 proceeds to step S203, and if the determination in step S202 is negative, the ECU 30 once exits from this routine.
[0102]
In step S203, it is determined whether the engine 10 is in a low temperature state. Here, for example, the ECU 30 presets a predetermined reference value (for example, 0 ° C.) with respect to the coolant temperature THW of the engine 10, and when the current coolant temperature THW is lower than the reference value, the engine 10 is in a low temperature state. Judge. If it is determined that the engine 10 is in a low temperature state, the process proceeds to step S210. If it is determined that the engine 10 is not in a low temperature state, the process proceeds to step S220.
[0103]
In step S210, processing corresponding to the low temperature state is executed. In the process corresponding to the low temperature state, after the first trigger is detected, preheating is not started immediately in step S210, and the second trigger (subsequent event) is inserted into the key cylinder 5, for example. It waits until the rotation operation of the ignition key 5A later is detected. Then, when the second trigger is detected, the electric pump EP is operated, and hot water supply (preheating) from the heat storage container 21 to the engine 10 is started. At this time, the duration of the preheating is determined with reference to a map or the like based on the cooling water temperature of the engine 10 and the water temperature in the heat storage container 21. When the preheating is completed, the ECU 30 notifies the driver of start permission by turning on a predetermined lamp or the like.
[0104]
FIG. 10 is a relationship diagram showing the relationship between the cooling water temperature of the engine 10, the water temperature in the heat storage container 21, and the preheating duration on a map for determining the duration of the preheating. It is an example. In FIG. 10, line segments L1, L2, L3, and L4 correspond to a set of points having the same preheating duration. Among these, when the relationship between the cooling water temperature of the engine 10 and the water temperature in the heat storage container 21 is in the line segment L1, the duration of the preheating is set to be the shortest, and in the order of the line segments L2, L3, L4, The corresponding preheating duration is set longer.
[0105]
On the other hand, in step S220, processing corresponding to the non-low temperature state is executed. In the process corresponding to the non-low temperature state, unlike the process corresponding to the low temperature state, the electric pump EP is immediately operated in step S220 after the detection of the first trigger, and the hot water from the heat storage container 21 to the engine 10 is detected. Supply (preheat) is started. At this time, the duration of the preheating is determined with reference to a map or the like based on the water temperature in the heat storage container 21.
[0106]
FIG. 11 is an example of a relationship diagram showing the relationship between the water temperature in the heat storage container 21 and the duration of preheating on a map for determining the duration of preheating. As shown in FIG. 11, the preheating duration is set to be shorter as the water temperature in the heat storage container 21 is higher.
[0107]
In the process corresponding to the non-low temperature state (step S220), when preheating is completed, the ECU 30 notifies the driver of start permission by turning on a predetermined lamp or the like. Then, as the second trigger, for example, when the rotation operation of the ignition key 5A after being inserted into the key cylinder 5 is detected, the electric pump EP is actuated again (preheating is performed).
[0108]
After performing the processing in step S210 or S220, the ECU 30 once exits this routine.
[0109]
As described above, in the preheat control according to the present embodiment, when a first trigger (for example, opening of the door 3 or the like) is detected prior to engine start, preheating with different processing contents is performed according to the temperature condition at that time. carry out.
[0110]
That is, even if the engine 10 is left without starting after the preheating is completed, the temperature of the engine 10 does not decrease rapidly but decreases relatively slowly (non-low temperature state). Then, by sequentially performing preheating based on the detection timing of the first trigger and preheating based on the detection timing of the second trigger, the heat supply is started early before the engine 10 is started, and the warm-up is completed. The time required for the process is preferentially reduced. Therefore, preheating can be surely completed when the engine 10 is started. In other words, the waiting time before starting the engine is prolonged and the driver is no longer stressed. When the engine 10 is in such a non-low temperature state (when the engine temperature as the initial condition is relatively high), the time from when the first trigger is detected until the second trigger is detected is long. Even if the engine warms up, there is little concern that the engine temperature will drop again after the first warm-up is completed and before the engine 10 is started.
[0111]
On the other hand, an event that occurs immediately before starting the engine under conditions where the temperature of the engine 10 rapidly decreases if the engine 10 is left without starting after the preheating is completed (in a low temperature state). Is waited until a second trigger (such as a rotation operation of the ignition key 5A inserted in the key cylinder 5) is detected, and preheating is started when the second trigger is detected. Further, in such a low temperature state, the cooling water temperature of the engine 10 and the inside of the heat storage container 21 are required to perform preheating as efficiently as possible in a limited time (from the time when the second trigger is detected until the engine 10 is started). The duration of the preheating is precisely set by taking into account the water temperature. For example, FIG. 12A and FIG. 12B are time charts showing the temperature transition of the cylinder head associated with the preheating. However, each transition pattern indicated by a solid line, a one-dot chain line, and a two-dot chain line in FIG. 12A is obtained by varying the temperature of the cylinder head 10b as an initial condition when performing preheating. Moreover, each transition pattern shown with a continuous line, a dashed-dotted line, and a dashed-two dotted line in FIG.12 (b) changes the water temperature in the thermal storage container 21 as an initial condition at the time of performing preheating. In addition, in FIG.12 (b), the transition pattern shown as a continuous line respond | corresponds to the conditions with the highest water temperature in the thermal storage container 21, and the transition pattern shown with a dashed-two dotted line respond | corresponds to the conditions with the lowest water temperature in the thermal storage container 21. . As shown in FIG. 12A, the higher the temperature of the cylinder head 10b at the start of preheating (t0), the shorter the time Δt until the temperature of the cylinder head 10b reaches a predetermined value (for example, 80 ° C.). As shown in FIG. 12B, even if the temperature (Tx) of the cylinder head 10b at the start of preheating (t0) is constant, the temperature of the cylinder head 10b increases as the water temperature in the heat storage container 21 increases. The time Δt until reaching a predetermined value (for example, 80 ° C.) is shortened.
[0112]
In the present embodiment, in the preheating (step S210) executed when the engine 10 is in a low temperature state, the influence of the temperature of the cylinder head 10b (see FIG. 12A) by referring to a map as shown in FIG. The temperature of the cylinder head 10b reaches a reference temperature Tstd (for example, 80 ° C.). The duration will be set. As a result, preheating with high heat supply efficiency is performed immediately before starting the engine, and the completion timing of preheating is notified to the driver with extremely high accuracy.
[0113]
Therefore, even if the engine 10 is left without being started after the preheating is completed, the warm-up effect based on the preheating is implemented even under a low temperature condition (low temperature state) in which the temperature of the engine 10 rapidly decreases. Can be reliably obtained in a short time. Therefore, the startability of the engine 10 and the stability of the engine combustion state at the start can be reliably improved by efficiently using the heat stored in the heat storage device without waste.
[0114]
That is, according to the present embodiment, even if the temperature conditions before the engine start are different, the warm-up function by preheating is always effective by selecting a mode with high heat supply efficiency according to each temperature condition. Will be utilized. In particular, priority is given to the reliable startability of the engine 10 that is not affected by temperature conditions, ensuring the stability of the engine combustion state at the start, improving exhaust characteristics, and eliminating the uncomfortable feeling felt by the driver when starting the engine. Become figured.
[0115]
Accordingly, the disadvantages related to fuel vaporization (atomization) at the start of the engine are eliminated, and the combustion efficiency and the air-fuel ratio are optimized, and as a result, the exhaust characteristics and fuel consumption are improved.
[0116]
As the first trigger, various events other than those exemplified in the above embodiments can be applied. For example, an operation of the shift lever 8 (output signal of the shift position sensor 8a), an operation of depressing the brake pedal 7, an operation of attaching the seat belt (an output signal of the seat belt sensor 4a), etc. may be applied as the first trigger. .
[0117]
In addition, specific operation buttons, switches, and the like may be provided on the operation panel of the driver's seat, the ignition key 5A, and the like so that the first trigger and the second trigger are generated based on the driver's will. Moreover, the said apparatus is comprised so that a well-known touch panel (operation panel) may be displayed on the screen of the display apparatus 9, and when a driver | operator performs touch operation to the touch panel, a 1st trigger or a 2nd trigger May be generated. Further, by providing the ECU 30 with a known voice recognition function, for example, when the driver issues a voice command through the acoustic sensor (microphone) 9a, preheating is performed using the voice command as a trigger. The effect according to the above embodiment can be achieved.
[0118]
Similarly, the operation of the ignition switch can be applied as a preheat trigger to start the engine 10 instead of starting the release operation of the antitheft device.
[0119]
In the above embodiment, the output signal of the water temperature sensor 25, in other words, the temperature of the cooling water (cooling water temperature) THW detected at one part of the cooling system is employed as a parameter representing the temperature of the engine 10. Regardless of this, other detection means for acquiring information reflecting the temperature of the engine 10 or the temperature of the intake port 16 may be employed. For example, a sensor that directly detects the temperature of the main body of the engine 10 and the temperature in the intake port 16 may be provided, or an oil temperature sensor that detects the oil temperature of the lubricating oil may be provided. Furthermore, water temperature sensors may be provided at a plurality of locations in the cooling system to increase detection accuracy.
[0120]
Further, in the cooling system 20 of the engine system 100 to be applied in the above-described embodiment, as shown in FIG. 3, a cooling water circulation passage that is substantially independent is formed in the cylinder block 10a and the cylinder head 10b. ing. During preheating, only the circulation path B between the heat storage container 21 and the cylinder head 10b, particularly the cooling water flows preferentially in the vicinity of the intake port in the cylinder head, so that the temperature management of the intake port has priority over other parts. It is comprised so that it may carry out.
[0121]
On the other hand, as in an engine system 100 ′ shown in FIG. 13, for example, the cooling system 20 ′ includes a common cooling water circulation passage in the cylinder block 10a and the cylinder head 10b. Even if the cooling water is circulated, the present invention can be applied to achieve the same effect as the above embodiment.
[0122]
For example, the present invention may be applied to the engine system 100 '' shown in FIG.
[0123]
In the engine system 100 ″, as a part of the cooling system 20 ″, a passage 20b and a passage 20c are arranged in parallel in a circulation passage 20a for circulating cooling water through the engine 10, and a heat storage container is placed in the middle of each passage. 21 and a heater core 23 for heating are provided. Further, the flow rate of the cooling water flowing through the passage 20c is configured to be freely controlled by the flow rate control valve 24A. In the engine system 100 ″ having such a configuration, the cooling water in the cooling system 20 ″ flows in the opposite direction during preheating and during normal engine operation.
[0124]
That is, during preheating, the electric pump EP is operated to cause cooling water to flow in the direction of the arrow X at each part, and during normal operation, the mechanical pump MP operates to draw the cooling water into the engine 10 to thereby cause the part to move at each part. Cooling water flows in the direction of the arrow Y. Further, when the mechanical pump is driven with the flow control valve fully closed, the cooling water circulates in a state of being generally confined in the engine 10 (arrow direction Z). Immediately after startup, the cooling water temperature in the engine 10 can be rapidly warmed up. If the “preheat control” according to the above embodiment is used in combination with the configuration of the cooling system 20 ″, it is possible to further increase the warm-up efficiency before and after the engine is started.
[0125]
Moreover, in the said embodiment, the heat storage apparatus concerning this invention is comprised by the cooling system 20, 20 'or 20''comprised integrally with the engine 10, and ECU30. In contrast, any device that can store heat by some method and supply heat to the engine prior to starting the internal combustion engine can serve as the heat storage device according to the present invention. In other words, as long as it stores heat and functions as a heat source, it may be a device that stores heat via another heat medium such as oil, or a device that stores heat as electric power or a chemical substance that potentially contains heat. Can be applied as a heat storage device. Further, an engine system or other system (apparatus) corresponding to the engine system may be configured to supply heat by radiant heat or heat transfer from the heat storage device without using a heat medium such as cooling water. ,
In addition, the various sensor devices, the display device 9 and the like provided in the vehicle according to the above-described embodiment may be provided corresponding to the respective embodiments related to the “preheat control”, and all the sensors described above are not necessarily provided. Equipment or the like is not an essential element for one embodiment. In short, necessary members (sensor devices and the like) may be selectively attached to the vehicle, the internal combustion engine, or the control device to be applied.
[0126]
【The invention's effect】
As described above, according to the present invention, the temperature conditions before the engine start changes, or the occurrence timing of the event that inevitably occurs prior to the engine start changes irregularly depending on the circumstances of the driver. Even in this case, the combustion state and operability of the engine at the start can be optimized. As a result, the exhaust characteristics can be improved and the comfort given to the driver can be enhanced.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a part of a vehicle on which an in-vehicle engine system according to a first embodiment of the present invention is mounted.
FIG. 2 is a block diagram schematically showing an electrical configuration of the engine system centering on the electronic control device according to the embodiment;
FIG. 3 is a schematic configuration diagram showing the vehicle-mounted engine system according to the embodiment.
FIG. 4 is a schematic diagram showing a partially enlarged sectional structure around the combustion chamber of the engine according to the embodiment;
FIG. 5 is a schematic diagram schematically showing the engine system according to the embodiment;
FIG. 6 is a time chart showing the temperature transition of the cylinder head as a result of experimentally changing the operation mode of the electric pump of the heat storage container.
FIG. 7 is a flowchart showing an execution procedure of preheat control according to the first embodiment of the present invention.
FIG. 8 is a plan view of the key cylinder as viewed in the direction of inserting an ignition key.
FIG. 9 is a flowchart showing a preheat control execution procedure according to the second embodiment;
FIG. 10 is an example of a relationship diagram showing the relationship between the engine cooling water temperature, the water temperature in the heat storage container, and the preheating duration on a map for determining the duration of the preheating.
FIG. 11 is an example of a relationship diagram showing a relationship between the water temperature in the heat storage container 21 and the preheating duration on the map for determining the duration of the preheating.
FIG. 12 is a time chart showing the temperature transition of the cylinder head accompanying preheating.
FIG. 13 is a schematic diagram schematically showing an engine system according to another embodiment.
FIG. 14 is a schematic diagram schematically showing an engine system according to another embodiment.
[Explanation of symbols]
1 vehicle
10 engine
1a Driver's seat
2 Driver's seat
2a Seating sensor
3 Door
3a Door open / close sensor
3b Door lock sensor
4 Inner buckle
4a Seat belt sensor
5 Key cylinder
5b slit
5c rotor
5d case
5A Ignition key
5B communication chip
6 Accelerator pedal
7 Brake pedal
7a Brake sensor
8 Shift lever
8a Shift position sensor
9 Display device
9a microphone
10 engine
10a Cylinder block
10b Cylinder head
11 Combustion chamber
12 cylinders
13 Piston
14 Intake valve
16 Intake port
17 Exhaust port
18 Fuel injection valve
19 Ignition control device
19a spark plug
20 Cooling system
20a Circulation passage
21 Heat storage container (heat storage means)
21a housing
21b Cooling water container
21c introduction pipe
21d discharge pipe
21e, 21f Check valve
22 Radiator
22a Electric fan
23 Heater core for heating
23a Electric fan
24 Thermostat
24A Flow control valve
25 Water temperature sensor
26 Starter
28 Lighting lamp
29 Speaker
30 Electronic control unit (ECU)
31 Central processing unit (CPU)
32 Read-only memory (ROM)
33 Random access memory (RAM)
34 Backup RAM
35 timer counter
36 External input circuit
37 External output circuit
38 bus
100 engine system
A, B, C, D Circulation passage
EP electric pump
MP mechanical pump
Pa Inlet port side coolant passage
Pb Exhaust port side cooling water passage
P1 External passage

Claims (2)

An in-vehicle internal combustion engine that has a heat storage device that stores heat and is warmed up by supplying heat stored in the heat storage device through a predetermined heat medium, and is generated prior to starting the engine Detection means for detecting occurrence of a predetermined event related to the start of the engine, temperature detection means for detecting the temperature of the engine, and detection before the occurrence of the predetermined event is detected. If the detected temperature is equal to or higher than a predetermined value, the heat supply through the heat medium is performed before the occurrence of the predetermined event is detected, and the detection is performed before the timing at which the occurrence of the predetermined event is detected. Heat supply control means for supplying heat through the heat medium after the timing at which the occurrence of the predetermined event is detected when the measured temperature is lower than a predetermined value. Internal combustion for vehicles Seki. The heat supply includes detection means for detecting the occurrence of another event that is predicted to occur further prior to the predetermined event that is predicted to occur prior to the start of the engine. When the occurrence of the other event is detected and the detected temperature is equal to or higher than a predetermined value, the control means is configured to perform heat through the heat medium before the occurrence of the predetermined event is detected. On the other hand, when the occurrence of the other event is detected and the detected temperature is lower than a predetermined value, the heat is applied after the timing at which the occurrence of the predetermined event is detected. The vehicle-mounted internal combustion engine according to claim 1 , wherein heat is supplied through a medium.

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