Patent Application
20150330352
The present invention relates to a method for warming an engine at cold startup.
Generally, a thermostat is arranged for cooling-water circulation passages in a cooling system for an engine of a vehicle. When a temperature of cooling water is low at cold startup, the thermostat operates to close a water passage for circulation of cooling water between the engine and a radiator and open a water passage for return of the cooling water from the engine to the engine without via the radiator, whereby the cooling water is circulated without passing through the radiator to prioritize warming of the engine.
As is old and well-known, this kind of thermostat operates on a mechanical basis such that increase in temperature of the cooling water dissolves and increases in volume of wax enclosed in a casing, which triggers a needle, a spring or the like to open a valve.
There is, for example, the following Patent Literature 1 as a related art literature pertinent to such kind of cooling system for an engine.
Technical Problems
However, substantially voluminous is even portion of the cooling water which is to be circulated in the engine without via the radiator at the cold startup. It is not until all of the cooling water is warmed that the warming of the engine is completed, which elongates a time required for warming the engine and disadvantageously brings about deterioration in fuel economy.
Specifically, lubricating oil in respective cylinders is high in viscosity until the warming of the engine is completed; and the lubricating oil remains to have great friction loss until the oil becomes warmed and lowered in viscosity, so that fuel economy is deteriorated during the warming.
Moreover, a state where even exhaust temperature is not raised continues for a while just after the cold startup, which delays attainment of a bed temperature of an emission control catalyst incorporated in an exhaust passage (e.g., an NOx storage reduction catalyst, a selective reduction catalyst, an oxidation catalyst or a three way catalyst) to an active temperature, and disadvantageously elongates a time period of the emission control catalyst not effectively functioning just after the cold startup.
The invention was made in view of the above and has its object to make shorter a time period required for warming of an engine than ever before to improve fuel economy during the warming and early activate an emission control catalyst in an exhaust passage.
The invention is directed to a method for warming an engine at cold startup wherein a water pump controllable in flow rate is employed for a cooling water system of the engine, a rotational frequency of said water pump being controlled to circulate cooling water at a flow rate depending on an operational state of the engine, characterized in that the method comprises detecting a water temperature of the cooling water at the startup of the engine; and, when the detected water temperature falls below a set water temperature, stopping the water pump independently of a normal control of controlling the rotational frequency of the water pump depending on the operational state of the engine and calculating a total heat amount required for raising a current water temperature to said set water temperature, integrating an heat amount lost by the cooling water from the engine since the startup of the engine, operating the water pump for a required time to uniformize temperature distribution of the cooling water upon attainment of an integrated value to said total heat amount, and then detecting the water temperature of the cooling water again, repeating the same control and restoring the normal control when the detected water temperature is still below and is the same or above the set water temperature, respectively.
Thus, in this case, the water pump is forcedly stopped to stop the circulation of the cooling water in the engine when the detected water temperature falls below the set water temperature at the startup of the engine, whereby the engine is early warmed to substantially shorten a time required for the warming. As a result, the lubricating oil in respective cylinders becomes lowered in viscosity at an early stage to make friction loss lesser to thereby improve fuel economy during the warming; and the exhaust temperature is raised at the early stage to instantly warm and early activate the emission control catalyst.
Moreover, calculated is the total heat amount required for raising the current water temperature to the set water temperature. After the heat amount lost by the cooling water integrated into a value corresponding to the total heat amount is ascertained, the water temperature of the cooling water is detected again to determine whether the normal control is to be restored or not, which prevents the cooling water from being abnormally raised in water temperature due to the stopped water pump.
In this case, an outage time of the water pump is increased/decreased depending on the detected water temperature of the cooling water. The outage time becomes relatively long and short if the detected water temperature is substantially and slightly below the set water temperature, respectively. This means that a proper outage time of the water pump is set irrespective of any water temperature condition.
In the invention, for calculation of the total heat amount required for raising the current water temperature to the set water temperature, the detected water temperature may be subtracted from the set water temperature to obtain a difference; the difference is multiplied by a mass flow rate of the cooling water in the engine to obtain a product; the product is multiplied by a specific heat of the cooling water to thereby obtain the total heat amount.
In the invention, a control map may be used which can read out an heat amount lost by the cooling water in view of various information indicative of the operational status of the engine; the heat amount lost by the cooling water may be read out from the control map on the basis of the various information in the current operational state of the engine. Alternatively, the heat amount lost by the cooling water may be obtained such that an amount of heat generation by fuel is calculated on the basis of an injection amount of the fuel, and a part thereof used for engine output and a part thereof heat-released to the exhaust are subtracted from the amount of heat generation by the fuel.
According to a method for warming an engine at a cold startup of the invention, various excellent effects can be exhibited:
(I) The water temperature of the cooling water is detected at the startup of the engine. When the detected water temperature falls below the set water temperature, the water pump is forcedly stopped to stop the circulation of the cooling water in the engine, whereby the engine can be early warmed, which can substantially shorten the time required for warming at the cold startup. As a result, the lubricating oil in the respective cylinders of the engine can be early lowered in viscosity. As a result, the friction loss can be made lesser to improve the fuel economy during the warming and the exhaust temperature can be raised early after the cold startup, whereby the emission control catalyst in the exhaust passage can be warmed in a short time and early activated.
(II) The total heat amount required for raising the current water temperature to the set water temperature is calculated. After the heat amount lost by the cooling water integrated into a value corresponding to the total heat amount is ascertained, the temperature of the cooling water is detected again to determine whether the normal control is to be restored or not. As a result, the cooling water can be prevented from being abnormally raised in water temperature due to the stopped water pump.
Next, an embodiment of the invention will be described in conjunction with the drawings.
The water pump 1 is adapted to be controlled in rotational frequency on a basis of a control signal 2a from a controller 2. Inputted to the controller 2 are, for example, a detection signal 3a from a rotational sensor 3 for detection of a rotational frequency of the engine, a detection signal 4a from a temperature sensor 4 for detection of a water temperature of the cooling water, a signal 5a from a control system 5 on fuel injection to the engine and indicative of an indicated value of a fuel injection amount, a detection signal 6a from a temperature sensor 6 for detection of an exhaust temperature, a detection signal 7a from a temperature sensor 7 for detection of an intake temperature and a detection signal 8a from a flow rate sensor 8 for detection of an intake amount (mass flow rate).
In the controller 2, a normal control is performed by controlling a rotational frequency of the water pump 1 to circulate the cooling water at a flow rate depending on an operational state of the engine. The normal control is performed such that the water pump 1 is increased/decreased in rotational frequency to have a cooling performance consistent with much/less amount of heat generation of the engine under the operational state of the engine, respectively.
Upon control of the rotational frequency of the water pump 1 by the controller 2 to a target rotational frequency, the rotational frequency of the water pump 1 may be actually measured as needs demands and returned as actual rotational frequency signal 2b to the controller 2 to perform feedback control.
In the normal control as mentioned in the above, it is arbitrary what information is used as a basis for determining the operational state of the engine. For example, a control logic employed for control of a cooling fan controllable in rotational frequency (and having a clutch mechanism) and actually implemented for some of automobiles may be applied as it is.
In this regard, as shown in
Specifically, the water temperature of the cooling water is detected in step S1. When the detected water temperature T0 falls below the set water temperature T1, instantly performed is a determination on stoppage of the water pump 1; in step S2, a control signal 2a is outputted to stop the water pump 1 while step S3 is taken where calculated is a total heat amount required for raising the current water temperature to the set water temperature T1.
Upon the calculation of the total heat amount required for raising the current water temperature to the set water temperature T1, the detected water temperature T0 may be subtracted from the set water temperature T1 to obtain a difference; the difference is multiplied by a mass flow rate of the cooling water in the engine to obtain a product; and the product is multiplied by a specific heat of the cooling water to obtain the total heat amount.
In next step S4, integrated is an heat amount lost by the cooling water from the engine since the startup of the engine; in next step S5, after the heat amount lost by the cooling water integrated into a value corresponding to the total heat amount required for raising the current water temperature to the set water temperature T1 is ascertained, a determination is made on an operation of the water pump 1 only for a required time (A seconds) to uniformize temperature distribution of the cooling water; and in step S2, the control signal 2a is outputted to the water pump 1 for operation thereof only for the required time (A seconds).
As to the heat amount lost by the cooling water from the engine, for example, a control map (see
Other than through such readout of the heat amount lost by the cooling water using the control map, the heat amount lost by the cooling water may be obtained such that an amount of heat generation by fuel is calculated on the basis of a fuel injection amount, and a part thereof used for engine output and a part thereof heat-released to the exhaust are subtracted from the amount of heat generation by the fuel; in this case, a part thereof consumed as friction loss is assumed to be converted into frictional heat which is robbed of by the engine (such heat is utilized for raising a temperature of engine oil).
The amount of heat generation by the fuel may be obtained by calculation on the basis of the fuel injection amount; a part thereof used for engine output may be read out from the control map on the basis of various information indicative of the operational state of the engine such as a load and a rotational frequency of the engine or may be obtained by use of an output measured in a real machine test; a part thereof heat-released to the exhaust may be obtained such that an intake temperature is subtracted from an exhaust temperature to obtain a difference which is multiplied by an intake amount (mass flow rate).
Further, in previous step S2, after the control signal 2a is outputted to the water pump 1 for the operation thereof only for the required time (A seconds), the procedure is returned to step S1 where a water temperature of the cooling water is detected again. When the detected water temperature T0 is still below the set water temperature T1, the same cold startup control is repeated; when the detected temperature is equal to or greater than the set water temperature, the normal control is restored and step S6 is taken where a target rotational frequency of the water pump 1 is calculated depending on the operational state of the engine; the target rotational frequency calculated is outputted as control signal 2a to the water pump 1 in next step S2.
Thus, in this case, the water pump 1 is forcedly stopped to stop the circulation of the cooling water in the engine when the detected water temperature T0 of the cooling water falls below the set water temperature T1 at the startup of the engine, whereby the engine is early warmed to substantially shorten a time required for the warming. As a result, lubricating oil in respective cylinders becomes lowered in viscosity at an early stage to make friction loss lesser to thereby improve fuel economy during the warming; and the exhaust temperature is raised at an early stage to instantly warm and early activate the emission control catalyst in the exhaust passage.
Moreover, calculated is the total heat amount required for raising the current water temperature to the set water temperature T1. After the heat amount lost by the cooling water integrated to a value corresponding to the total heat amount is ascertained, the water temperature of the cooling water is detected again to determine whether the normal control is to be restored or not, which prevents the cooling water from being abnormally raised in water temperature due to the stopped water pump 1.
In this case, an outage time of the water pump 1 is increased/decreased depending on the detected water temperature T0 of the cooling water. The outage time is relatively long and short if the detected water temperature T0 is substantially and slightly below the set water temperature T1, respectively. This means that a proper outage time of the water pump 1 is set irrespective of any water temperature condition.
Thus, according to the above-mentioned embodiment, the water temperature of the cooling water is detected at the startup of the engine. When the detected water temperature T0 falls below the set water temperature T1, the water pump 1 is forcedly stopped to stop the circulation of the cooling water in the engine and early warm the engine and substantially make shorter the time required for warming at the cold startup than ever before, so that lubricating oil in the respective cylinders can be lowered in viscosity at an early stage, whereby the friction loss can be made lesser to improve the heat economy during the warming and the exhaust temperature can be raised at an early stage after the cold startup, which makes it possible to warm the emission control catalyst in the exhaust passage within a short period of time and early activate the same.
Further, the total heat amount required for raising the current water temperature to the set water temperature T1 is calculated, and after the heat amount lost by the cooling water integrated to a value corresponding to the total heat amount is ascertained, the water temperature of the cooling water is detected again to determine whether the normal control is to be restored or not, which makes it possible to prevent the cooling water from being abnormally raised in water temperature due to the stopped water pump 1.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2012/008115 | 12/19/2012 | WO | 00 |
