Control device for cooling system

Abstract

The influenced of condensed water on an EGR device is alleviated. A device (100) that controls a cooling system including adjusting means for being able to adjust a circulation amount of coolant in a first flow passage, including an engine cooling flow passage, an EGR cooling flow passage and a radiator flow passage, and a second flow passage, including the engine cooling flow passage, the EGR cooling flow passage and a bypass flow passage and not including the radiator flow passage, includes: measuring means for measuring a temperature of the coolant; limiting means for limiting circulation of the coolant at starting an internal combustion engine; and control means for circulating the coolant preferentially through the second flow passage via control over the adjusting means based on the measured temperature in a period in which circulation of the coolant is limited.

Claims

1. A control device for a cooling system, which controls the cooling system in a vehicle including an internal combustion engine, an EGR device including an EGR cooler, and the cooling system that is able to cool cooled objects, including the internal combustion engine and the EGR device, through circulation of coolant, the cooling system including a flow passage portion that is able to pass the coolant and that includes an engine cooling flow passage for cooling the internal combustion engine, an EGR cooling flow passage for cooling the EGR device, a radiator flow passage that passes through a radiator and a bypass flow passage that bypasses the radiator; and a valve device being able to adjust a circulation amount of the coolant in a first flow passage including the engine cooling flow passage, the EGR cooling flow passage and the radiator flow passage and a second flow passage including the engine cooling flow passage, the EGR cooling flow passage and the bypass flow passage and not including the radiator flow passage, the control device comprising: an electronic control unit configured to: (i) measure a temperature of the coolant; (ii) limit circulation of the coolant at starting the internal combustion engine; (iii) circulate the coolant preferentially through the second flow passage via control over the valve device based on the measured temperature in a period in which circulation of the coolant is limited, (iv) prohibit circulation of the coolant before the coolant is circulated preferentially through the second flow passage, and (v) increase the circulation amount of the coolant in the second flow passage and then reduce the circulation amount after increasing the circulation amount in a period in which the coolant is circulated preferentially through the second flow passage.

2. The control device for the cooling system according to claim 1, wherein the electronic control unit is configured to circulate the coolant such that the temperature of the coolant in the EGR cooling flow passage does not become lower than or equal to an exhaust gas dew-point temperature.

3. The control device for the cooling system according to claim 1, wherein the electronic control unit is configured to circulate the coolant through each of the first and second flow passages before completion of a warm-up of the internal combustion engine in a period in which the coolant is circulated preferentially through the second flow passage.

4. The control device for the cooling system according to claim 1, wherein the electronic control unit is configured to control the circulation amount of the coolant in the second flow passage on the basis of a controlling element corresponding to an EGR amount of the EGR device in a period in which the coolant is circulated preferentially through the second flow passage.

5. The control device for the cooling system according to claim 1, wherein the cooled objects include an auxiliary other than the internal combustion engine or the EGR device, the flow passage portion includes an auxiliary cooling flow passage for cooling the auxiliary, the valve device includes a mechanical pump device that is driven by an engine torque of the internal combustion engine, and is further able to adjust the circulation amount of the coolant in a third flow passage including the auxiliary cooling flow passage and not including the engine cooling flow passage or the EGR cooling flow passage, and the electronic control unit is configured to circulate the coolant through the third flow passage in the period in which circulation of the coolant is limited.

6. The control device for the cooling system according to claim 1, wherein the electronic control unit is configured to circulate the coolant only through the second flow passage.

7. A control method for a cooling system, which controls the cooling system in a vehicle including an internal combustion engine, an electronic control unit, an EGR device including an EGR cooler, and the cooling system that is able to cool cooled objects, including the internal combustion engine and the EGR device, through circulation of coolant, the cooling system including a flow passage portion that is able to pass the coolant and that includes an engine cooling flow passage for cooling the internal combustion engine, an EGR cooling flow passage for cooling the EGR device, a radiator flow passage that passes through a radiator and a bypass flow passage that bypasses the radiator; and a valve device being able to adjust a circulation amount of the coolant in a first flow passage including the engine cooling flow passage, the EGR cooling flow passage and the radiator flow passage and a second flow passage including the engine cooling flow passage, the EGR cooling flow passage and the bypass flow passage and not including the radiator flow passage, the control method comprising: measuring, by the electronic control unit, temperature of the coolant; limiting, by the electronic control unit, circulation of the coolant at starting the internal combustion engine; circulating, by the electronic control unit, the coolant preferentially through the second flow passage via control over the valve device based on the measured temperature in a period in which circulation of the coolant is limited; and prohibiting circulation of the coolant before the coolant is circulated preferentially through the second flow passage by the electronic control unit.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a block diagram of an engine system according to a first embodiment of the invention.

(2) FIG. 2 is a schematic cross-sectional view of an engine in the engine system shown in FIG. 1.

(3) FIG. 3 is a view that illustrates the correlation between an operation mode of a cooling device and a coolant temperature.

(4) FIG. 4 is a view that illustrates the correlation between an operation mode of a cooling device and a coolant temperature according to a second embodiment of the invention.

(5) FIG. 5 is another view that illustrates the correlation between an operation mode of a cooling device and a coolant temperature according to a third embodiment of the invention.

(6) FIG. 6 is a block diagram of an engine system according to a fourth embodiment of the invention.

(7) FIG. 7 is a block diagram of an engine system according to a fifth embodiment of the invention.

MODES FOR CARRYING OUT THE INVENTION

Embodiments of the Invention

First Embodiment

Configuration of Embodiment

(8) First, the configuration of an engine system 10 according to a first embodiment of the invention will be described with reference to FIG. 1. FIG. 1 is a block diagram of the engine system 10.

(9) In FIG. 1, the engine system 10 is a system mounted on a vehicle (not shown), and includes an ECU (electronic control unit) 100, an engine 200, an EGR device 300, a coolant temperature sensor 400 and a cooling device 500.

(10) The ECU 100 includes a CPU (central processing unit), a ROM (read only memory), a RAM (random access memory) (which are not shown), and the like, and is configured to be able to control the overall operation of the engine system 10. The ECU 100 is a computer device that is an example of a control device for a cooling system according to the invention.

(11) The engine 200 is a diesel engine (compression self-ignition internal combustion engine) that is an example of an internal combustion engine according to the invention. The detailed configuration of the engine 200 will be described with reference to FIG. 2. FIG. 2 is a schematic cross-sectional view of the engine 200. In FIG. 2, like reference numerals denote portions that overlap with those in FIG. 1, and the description thereof is omitted where appropriate.

(12) In FIG. 2, the engine 200 has a configuration such that a cylinder 201 is formed in a metal cylinder block 201A.

(13) Part of a fuel injection valve of a direct-injection injector 202 is exposed to a combustion chamber formed inside the cylinder 201, and is configured to be able to supply high-pressure fuel spray into the combustion chamber. A piston 203 is provided inside the cylinder 201 so as to be reciprocally movable. The reciprocal motion of the piston 203, which occurs because of self-ignition of air-fuel mixture of fuel (light oil) and intake air in a compression stroke, is configured to be converted to the rotational motion of a crankshaft 205 via a connecting rod 204.

(14) A crank position sensor 206 is installed near the crankshaft 205. The crank position sensor 206 detects the rotation angle of the crankshaft 205. The crank position sensor 206 is electrically connected to the ECU 100. A detected crank angle is configured to be supplied to the ECU 100 at constant or inconstant intervals. The ECU 100 is configured to control the fuel injection timing, and the like, of the direct-injection injector 202 on the basis of the crank angle detected by the crank position sensor 206. The ECU 100 is configured to be able to calculate the engine rotation speed NE of the engine 200 by temporally processing the detected crank angle.

(15) In the engine 200, air taken in from the outside passes through an intake pipe 207, sequentially passes through a throttle valve 208 and an intake port 209, and is taken into the inside of the cylinder 201 at the time when an intake valve 210 is open.

(16) Air-fuel mixture combusted inside the cylinder 201 becomes exhaust gas, and is configured to be guided to an exhaust pipe 213 via an exhaust port 212 at the time when an exhaust valve 211 is open. The exhaust valve 211 opens or closes in interlocking with the open/close of the intake valve 210. The exhaust port 212 and an exhaust manifold (not shown) are accommodated in a cylinder head 201B. The exhaust manifold is interposed between the exhaust port 212 and the exhaust pipe 213.

(17) On the other hand, one end of an EGR pipe 320 formed of a metal material is connected to the exhaust pipe 213. The other end of the EGR pipe 320 is coupled to the intake port 209 at a portion downstream of the throttle valve 208. Part of exhaust gas is configured to be returned to an intake system as EGR gas.

(18) An EGR cooler 310 is provided in the EGR pipe 320. The EGR cooler 310 is a cooling device for EGR gas, provided in the EGR pipe 320, and a water jacket in which coolant is encapsulated is running around. The EGR cooler 310 is configured to be able to cool EGR gas by exchanging heat with the coolant.

(19) An EGR valve 330 is provided in the EGR pipe 320 at a portion downstream of the EGR cooler 310. The EGR valve 330 is an electromagnetically driven valve, and is configured such that its valve opening degree continuously varies through energization of a solenoid via the ECU 100. The flow rate of EGR gas flowing through the EGR pipe 310, that is, an EGR amount, continuously varies with a differential pressure between the intake pipe 207 and the exhaust pipe 213, and the valve opening degree.

(20) The EGR pipe 320, the EGR cooler 310 and the EGR valve 330 constitute the EGR device 300 of the engine system 10. The EGR device 300 is an example of an EGR device according to the invention.

(21) Various configurations other than the illustrated one are applicable as the configuration of the EGR device. For example, the EGR device 300 according to the present embodiment has a configuration such that exhaust gas immediately after combustion is returned (that is, HPL (high pressure loop) EGR). Instead, the EGR device 300 may have a configuration such that exhaust gas is taken out at a portion downstream of an exhaust, emission control device, such as a DPF (diesel particulate filter) (not shown) (that is, LPL (low pressure loop) EGR).

(22) Referring back to FIG. 1, the coolant temperature sensor 400 is a sensor configured to be able to detect a coolant temperature Tcl that is the temperature of LLC (long life coolant) that is a coolant. The coolant temperature sensor 400 is installed in a flow passage CCVi1 coupled to an input port of the CCV 510 (described later) among coolant flow passages (described later), and is able to detect the coolant temperature Tcl in the flow passage. CCVi1. The coolant temperature sensor 400 is electrically connected to the ECU 100. The ECU 100 is able to constantly read the detected coolant temperature Tcl.

(23) The cooling device 500 is an example of a cooling system according to the invention, and cools cooled objects, that is, the engine 200 and the EGR device 300, by circulating and supplying coolant encapsulated in the flow passages through a flow passage selected as needed by the operation of the CCV 510 (described later).

(24) The cooling device 500 includes the CCV 510, an electric water pump (hereinafter, referred to as electric W/P where appropriate) 520, a radiator 530, a thermostat 540 and flow passages (CCVi1, CCVo1, CCVo2, WPi and WPo) indicated by the continuous lines in the drawing.

(25) The flow passage. CCVi1 is a coolant flow passage including the water jacket (not shown) that sequentially passes' through the cylinder block 201A and the cylinder head 201B, and is an example of an engine cooling flow passage according to the invention. The flow passage CCVi1 is connected to the input port of the CCV 510.

(26) The flow passage CCVo1 is a coolant flow passage connected to a first output port of the CCV 510. The flow passage CCVo1 is connected to the thermostat 540. The flow passage CCVo1 is an example of a radiator flow passage according to the invention.

(27) The flow passage CCVo2 is a coolant flow passage connected to a second output port of the CCV 510. The flow passage CCVo2 is connected to a flow passage WPi at a connection point P2. The flow passage CCVo2 includes the water jacket of the above-described EGR cooler 310, and is an example of an EGR cooling flow passage according to the invention.

(28) In the present embodiment, the flow passage for cooling the EGR cooler 310 is isolated from the radiator 530 and is independent. The flow passage CCVo2 is configured to also function as an example of a bypass flow passage according to the invention.

(29) The flow passage WPi is a coolant flow passage connected to an input-side port of the electric W/P 520.

(30) The flow passage WPo is a coolant flow passage connected to an output-side port of the electric W/P 520. The flow passage WPo is connected to the flow passage CCVi1 (an inlet portion at the cylinder block 201A side in the drawing).

(31) The CCV 510 is an electromagnetic control valve device that is able to switch the flow passage through which coolant is circulated (so to speak, an active flow passage) in response to each operation mode (described later) of the cooling device 500, and is an example of adjusting means according to the invention.

(32) In the CCV 510, the input port that is a coolant input-side interface is connected to the above-described flow passage. CCVi1, and, of the output ports that are two output-side interfaces, the first output port is connected to the flow passage CCVo1 and the second output port is connected to the flow passage CCVo2.

(33) The CCV 510 is able to distribute coolant, which is input via the input port, to the output ports. More specifically, the CCV 510 includes known solenoids, driving devices and valves. Each of the solenoids generates electromagnetic force by exciting current. Each of the driving devices supplies the exciting current. Each of the valves is arranged at a corresponding one of the output ports, and its valve opening degree continuously varies with the electromagnetic force. The opening degrees of the valves are allowed to be varied independently of each other.

(34) Each valve opening degree is directly proportional to the flow passage area of a corresponding one of the output ports. The case where the valve opening degree is 100(%) corresponds to a fully open state, and the case where the valve opening degree is 0(%) corresponds to a fully closed state. That is, the CCV 510 is able to substantially freely control the circulation amount (that is, the feed rate) of coolant in the selected flow passage in addition to the function of selecting the coolant flow passage. Each of the above driving devices is electrically connected to the ECU 100, and the operation of the CCV 510 is substantially controlled by the ECU 100.

(35) The electric W/P 520 is a known electrically driven centrifugal pump. The electric W/P 520 is configured to be able to draw coolant, which is input from the flow passage WPi via the input port, by the rotational force of a motor (not shown) and discharge coolant in an amount corresponding to a motor rotation speed Nwp to the flow passage WPo via the output port. Thus, the electric W/P 520 is able to adjust the circulation amount of coolant in the flow passage that is selected as needed by the CCV 510, and the electric W/P 520 also constitutes an example of the adjusting means according to the invention.

(36) The motor is configured to receive electric power that is fed from an electric power feeding source (not shown) (for example, an in-vehicle 12V battery or another battery), or the like. A pump rotation speed Nwp that is the rotation speed of the motor is configured to be controlled to increase or decrease in response to a duty ratio DTY of a control voltage (or a control current) that is fed via a motor driving system (not shown).

(37) The motor driving system is in a state electrically connected to the ECU 100, and is configured such that its operating state including the above-described duty ratio DTY is controlled by the ECU 100. That is, the electric W/P 520 is configured such that its operating state is controlled by the ECU 100.

(38) The radiator 530 is a known cooling device, that is formed such that a plurality of water pipes that communicate with an inlet pipe and an outlet pipe are arranged and a large number of corrugated fins are provided on the outer peripheries of the water pipes. The radiator 530 is configured to guide coolant, flowing in from the inlet pip, to the water pipes and draw heat from coolant by exchanging heat with atmosphere via the fins in process in which the coolant flows through the water pipes. Coolant relatively cooled through drawing of heat, is configured to be drained from the outlet pipe.

(39) The thermostat 540 is a known temperature regulating valve configured to open at a preset temperature (for example, about 80 degrees Celsius). Because the thermostat 540 is connected to the flow passage CCVo1, the flow passage CCVo1 is opened at the set temperature of about 80 degrees Celsius in the present embodiment. The thermostat 540 together with the CM 510 constitutes an example of the adjusting means according to the invention.

(40) In this way, in the cooling device 500 according to the present embodiment, the flow passages WPo, WPi and CCVi1 and the flow passage CCVo1 constitute a first flow passage that is an example of a first flow passage according to the invention. The flow passages WPo, WPi, CCVi1 and CCVo2 constitute a second flow passage that is an example of a second flow passage according to the invention. That is, in the present embodiment, the flow passages WPi, WPo and CCVi1 are shared between the first and second flow passages.

Operation of Embodiment

(41) Next, the operation of the cooling device 500 will be described with reference to the drawings as needed as the operation of the embodiment. The cooling device 500 has three types of operation modes, that is, operation modes M1, M2 and M3, and is configured such that the flow passage for circulating coolant changes in response to the selected operation mode. A selection of the operation mode is configured to be executed by the ECU 100 that functions as an example of measuring means, limiting means and control means according to the invention on the basis of the coolant temperature Tcl that is detected by the coolant temperature sensor 400.

(42) The relationship between the operation mode of the cooling device 500 and the coolant temperature Tcl will be described with reference to FIG. 3. FIG. 3 is a view that illustrates the correlation between a coolant temperature Tcl and an operation mode to be selected. In FIG. 3, the ordinate axis corresponds to the operation mode, and the abscissa axis corresponds to the coolant temperature Tcl.

(43) In FIG. 3, when the coolant temperature Tcl is lower than a preset temperature value a, the ECU 100 selects the operation mode M1 as the operation mode of the cooling device 500.

(44) The operation mode M1 is a mode in which the two output ports of the CCV 510 are kept in a closed state through control over the valve opening degrees. In the operation mode M1, because the output ports of the CCV 510 are in the closed state, coolant stagnates while being encapsulated in the flow passages without circulating. That is, in the operation mode M1, an example of a state where circulation of coolant is limited according to the invention is achieved. In the state where the operation mode M1 is selected, the electric W/P 520 is kept in a stopped state.

(45) The temperature value a is a temperature set on a higher temperature side than the coolant temperature Tcl at cold starting experimentally, empirically or theoretically in advance. Thus, at cold starting, the operation mode of the cooling device 500 is kept in the operation mode M1 in an interim period from the timing of starting.

(46) When the coolant temperature Tcl reaches the temperature value a, the ECU 100 gradually increases the second output port-side valve opening degree of the CCV 510, thus gradually increasing the flow passage area of the flow passage CCVo2. At this time, the valve opening degree is continuously variable on the basis of the coolant temperature Tcl. The increase in the flow passage area of the flow passage CCVo2 is continued until the coolant temperature Tcl becomes a temperature value b (b>a).

(47) On the other hand, in an interim period from when the coolant temperature Tcl has reached the temperature value b to when the coolant temperature Tcl reaches a temperature value d (d>b), the ECU 100 selects the operation mode M2 as the operation mode of the cooling device 500. In the operation mode M2, while the flow passage CCVo1 is kept in the closed state, the flow passage CCVo2 is kept in a fully open state in which a maximum flow rate is obtained.

(48) As a result, in a state where the operation mode M2 is selected, coolant circulates via the flow passage WPo, the flow passage CCVi1, the flow passage CCVo2 and the flow passage WPi because of the operation of the electric W/P 520. That is, coolant circulates through the second flow passage.

(49) In a transitional temperature region higher than or equal to the temperature value a and lower than the temperature value b as well, it differs only in that the circulation amount of coolant varies; however, it is similar in that coolant circulates through the second flow passage, and the operation mode of the cooling device 500 is the operation mode M2 in a broad sense.

(50) In this way, in a temperature region in which the coolant temperature Tcl is higher than or equal to the temperature value a and lower than a temperature value d, at least circulation of coolant through the second flow passage is given higher priority than that through the first flow passage. That is, an example of the operation of the control means according to the invention is achieved. The temperature region higher than or equal to the temperature value a and lower than the temperature value d is an example of a first temperature region described above.

(51) Here, the temperature value b is an example of an exhaust gas dew-point temperature according to the invention, and is set as a temperature value at which EGR gas in the flow passage is excessively cooled to produce condensed water (which does not always correlate with whether condensed water is actually produced). That is, by feeding heat to the EGR cooler 310 via coolant in the temperature region higher than or equal to the temperature value a, the temperature of EGR gas that stagnates around the EGR cooler 310 is ideally kept in the temperature region higher than or equal to the temperature value b. In addition, in the present embodiment, the operation mode M2 is selected before the coolant temperature Tcl reaches the temperature value b, so the temperature of EGR gas quickly shifts into the temperature region higher than or equal to the temperature value b. Thus, by selecting the operation mode M2, production of condensed water near the EGR cooler 310 is adequately prevented, so it is possible to effectively prevent corrosion, or the like, of the EGR pipe 320.

(52) The second flow passage is a flow passage that does not pass through the radiator 530, and is a flow passage in which heat stored by coolant is kept so as not to be released as much as possible. Thus, even when heat is fed to the EGR cooler 310, there is no concern that a warm-up of the engine 200 is significantly impaired.

(53) The ECU 100 determines whether to circulate coolant through the second flow passage and how much coolant is circulated on the basis of the degree of a warm-up effect of the EGR cooler 310, which is obtained through circulation of coolant through the second flow passage. That is, in the temperature region lower than the temperature value a, in which circulation of coolant is stopped, because the amount of heat stored in coolant is small, a high warm-up effect on the EGR cooler 310 cannot be desired even when the second flow passage is selected. On the other hand, when the coolant temperature Tcl reaches the temperature region higher than the exhaust gas dew-point temperature, there is a small concern that the coolant temperature in the flow passage CCVo2 decreases to the exhaust gas dew-point temperature or below.

(54) The temperature value a that gives a reference at the time when the ECU 100 controls the operation state of the CCV 510 is determined in terms of such viewpoint, and it is practically significantly advantageous in terms of making it possible to effectively maintain the EGR device 300 while keeping the warm-up effect of the engine 200 as much as possible.

(55) On the other band, when the coolant temperature Tcl reaches the temperature value d in its rising process, the ECU 100 selects the operation mode M3 as the operation mode of the cooling device 500. In the operation mode M3, both the valves arranged respectively at the two output ports of the CCV 510 are set in the fully open state, and the flow passage CCVo1 and the flow passage CCVo2 each are set in a state where the maximum flow rate at that timing is obtained. That is, the priority relationship of the flow passage CCVo2 over the flow passage. CCVo1 substantially disappears, and both the flow passages have an equal relationship.

(56) As a result, in a state where the operation mode M3 is selected, coolant circulates through the second flow passage that passes through the flow passage WPo, the flow passage CCVi1 (engine 200), the flow passage CCVo2 (EGR cooler 310) and the flow passage WPi and the first flow passage that passes through the flow passage WPo, the flow passage CCVi1 (engine 200), the flow passage CCVo1 (radiator 530), the thermostat 540 and the flow passage WPi because of the operation of the electric W/P 520.

(57) The temperature value d is set to a value lower than a warm-up temperature value e (for example, 80 degrees Celsius) that is a temperature at which it may be determined that the engine 200 has shifted into a warmed-up state, and safer-side consideration is given. That is, when cooling operation of the radiator 530 is made active in the temperature region lower than the warm-up temperature value in this way, the possibility of an overheat of the engine 200 remarkably decreases as compared to the case where the operation mode M3 is selected in the temperature region higher than or equal to the warm-up temperature value.

(58) In the present embodiment, the circulation amount of coolant in the operation mode M2 is obtained by merely using only the coolant temperature Tcl as a reference value. However, in light of the point that the purpose of circulating coolant through the second flow passage is preventing condensation of EGR gas, the circulation amount of coolant may be corrected as needed on the basis of the EGR amount or EGR rate of the EGR device 300. More specifically, the following configuration may be employed. A correction coefficient (for example, the maximum value is 1) of the circulation amount is determined such that the circulation amount of coolant increases as the EGR amount increases or the EGR amount increases, and the correction coefficient is multiplied by the circulation amount obtained on the basis of the coolant temperature Tcl.

(59) With this configuration, a situation in which the EGR cooler 310 is unnecessarily warmed up is prevented, so it is possible to further suitably facilitate a warm-up of the engine 200.

(60) The circulation amount of coolant may be controlled on the basis of the EGR valve opening degree in the EGR device 300. That is, the circulation amount of coolant may be varied to increase or decrease in a binary, stepwise or continuous manner on the basis of the magnitude of the EGR valve opening degree. The EGR valve opening degree is a controlled amount such that its magnitude corresponds to the magnitude of the EGR amount as described above, and is suitable as an example of a controlling element corresponding to an EGR amount according to the invention. In comparison with the case where the EGR amount or the EGR rate is estimated, the EGR valve opening degree is, for example, allowed to be directly detected by an opening degree sensor, or the like, so high accuracy is expected, and a load in terms of control is small. In light of the purpose of preventing an unnecessary warm-up of the EGR cooler 310, the magnitude of the EGR amount just needs to roughly correspond to the magnitude of the circulation amount of coolant, so controlling the circulation amount of coolant on the basis of the EGR valve opening degree can also be a preferred embodiment of this kind of control.

Second Embodiment

(61) Next, another mode for controlling the operation mode of the cooling device 500 will be described with reference to FIG. 4 as a second embodiment of the invention. FIG. 4 is a view that illustrates the correlation between a coolant temperature Tcl and an operation mode to be selected according to the second embodiment of the invention. In the drawing, like reference signs are assigned to portions that overlap with those in FIG. 3, and the description thereof is omitted where appropriate.

(62) In FIG. 4, a gradual change from the operation mode M1 to the operation mode M2 is started at the timing at which the coolant temperature Tcl has reached the temperature value a, and the operation mode M3 is selected at the timing at which the coolant temperature Tcl has reached the temperature value d. This point is the same as the mode for selecting the operation mode according to the first embodiment. The second embodiment differs from the first embodiment in that the circulation amount of coolant is linearly increased in a time region from the temperature value a to the temperature value d.

(63) As is apparent from the comparison between FIG. 3 and FIG. 4, the coolant circulation amount of the second flow passage at one coolant temperature in the temperature range from the temperature value a to the temperature value d is smaller in the second embodiment than in the first embodiment. That is, in the second embodiment, a warm-up of the engine 200 is more emphasized as compared to the first embodiment. Thus, according to the second embodiment, it is possible to facilitate a reduction in friction loss of the piston through a warms-up of a cylinder bore and a reduction in friction loss due to an early rise in lubricant temperature, so it is possible to effectively reduce the fuel consumption of the engine 200.

(64) On the other hand, when the warm-up effect of the EGR cooler 310 is observed, the basic configuration that circulates coolant preferentially through the second flow passage in a predetermined temperature region including the exhaust gas dew-point temperature remains unchanged, and, when compared to the case where no measures are taken, it is possible to suppress production of condensed water at practically non-problematic level even with the present embodiment.

Third Embodiment

(65) Another mode for controlling the operation mode of the cooling device 500 will be described with reference to FIG. 5 as a third embodiment of the invention. FIG. 5 is a view that illustrates the correlation between a coolant temperature Tcl and an operation mode to be selected according to the third embodiment of the invention. In the drawing, like reference signs are assigned to portions that overlap with those in FIG. 3, and the description thereof is omitted where appropriate.

(66) In FIG. 5, a gradual change from the operation mode M1 to the operation mode M2 is started at the timing at which the coolant temperature Tcl has reached the temperature value a, and the coolant circulation amount of the second flow passage is maximized at the timing at which the coolant temperature Tcl has reached the temperature value b. This point is the same as the mode for selecting the operation mode according to the first embodiment. The third embodiment differs from the first embodiment in the mode for selecting the operation mode after the temperature value b has been reached.

(67) That is, in the first embodiment, the operation mode M2 is continuously selected in the period from when the coolant temperature Tcl has reached the temperature value b to when the coolant temperature Tcl reaches the temperature value d; whereas, in the third embodiment, the period is reduced to a period up to when the temperature value c (b<c<d) is reached. When the coolant temperature Tcl reaches the temperature value c, the ECU 100 returns the operation mode of the cooling device 500 to the operation mode M1 again, and switches the operation mode from the operation mode M1 straight to the operation mode M3 when the coolant temperature Tcl reaches the temperature value d. That is, such flow passage switching is an example of the operation of the control means for increasing the circulation amount of coolant in the second flow passage and reducing the circulation amount after increasing the circulation amount in a period in which coolant is circulated preferentially through the second flow passage according to the invention.

(68) With such a mode for selecting the operation mode according to the third embodiment, the circulation amount of coolant while the coolant temperature Tcl falls between the temperature value a and the temperature value c is ensured by a larger amount than that of the second embodiment. On the other hand, at the timing at which the coolant temperature Tcl has reached the temperature value c at which it can be determined that a sufficient amount of heat for warming up the EGR cooler 310 is ensured, the operation mode is returned to the operation mode M1. Therefore, according to the present embodiment as well, as in the case of the second embodiment, it is possible to obtain such an effect that a friction loss due to facilitation of a warm-up of the cylinder bore is reduced and a friction loss due to a rise in lubricant temperature is reduced.

(69) Particularly, according to the third embodiment, while the warm-up effect of the EGR cooler 310 is ensured, it is possible to extend the period in which the operation mode M1 is selected as compared to the first and second embodiments. Although the control load of the ECU 100 increases, it is possible to most efficiently warm up the engine 200.

(70) In the present embodiment, as an example of the operation of the control means for increasing the circulation amount of coolant in the second flow passage, the circulation amount of coolant in the second flow passage is increased to a value corresponding to the maximum value at that fitting in accordance with the operation mode M2. As an example of the operation of the control means for reducing the circulation amount after increasing the circulation amount, circulation of coolant in the second flow passage is prohibited in accordance with the operation mode M1. However, this is one example.

(71) That is, in the period in which coolant is circulated preferentially through the second flow passage, the effect of reducing the circulation amount after increasing the circulation amount is to ensure the warm-up operation of the EGR device and then facilitate an engine warm-up as much as possible as described above. As long as this point is obtained, the circulation amount of coolant in the second flow passage in the operation mode M2 does not need to be the maximum value, and circulation of coolant in the second flow passage in the operation mode M1 does not need to be prohibited. At this time, a similar advantageous effect is obtained when another operation mode based on such a concept is additionally set.

Fourth Embodiment

(72) Next, a fourth embodiment of the invention will be described. In the fourth embodiment, the fact that the physical configuration of the cooling device that can prevent production of condensed water near the EGR cooler 310 at starting the engine 200 is not limited to the configurations illustrated in the first to third embodiments becomes apparent.

(73) An engine system 20 according to the fourth embodiment of the invention will be described with reference to FIG. 6. FIG. 6 is a block diagram of the engine system 20. In the drawing, like reference numerals are assigned to portions that overlap with those in FIG. 1, and the description and drawing thereof are omitted where appropriate.

(74) The engine system 20 mainly differs from the engine system 10 in that a cooling device 700 is provided instead of the cooling device 500 and other auxiliaries 600 are provided.

(75) The other auxiliaries 600 are a collection of functional devices that require cooling by coolant, other than the engine 200 or the EGR device 300, in the vehicle. The other auxiliaries 600, for example, can include a driving device, such as a motor and an actuator, and a power supply, such as a battery.

(76) The cooling device 700 differs from the cooling device 500 in that a CCV 710 is provided instead of the CCV 510. The cooling device 500 is changed to the cooling device 700, so the flow passage configuration is also changed. More specifically, the Cooling device 700 includes flow passages CCVi, CCVo3, CCVo4, CCVo5, EGRo, RG, BP and WPi as the coolant flow passages.

(77) The flow passage CCVi is a coolant flow passage connected to the output port of the electric W/P 520 and the input port of the CCV 710.

(78) The flow passage CCVo3 is a coolant flow passage connected to a first output port of the CCV 710 and including a water jacket (not shown) that passes through the cylinder head 201B, and is another example of the engine cooling flow passage according to the invention.

(79) The flow passage CCVo4 is a coolant flow passage connected to a second output port of the CCV 710 and including a water jacket (not shown) that passes through the cylinder block 201A, and is another example of the engine cooling flow passage according to the invention. The flow passage. CCVo4 is connected to the flow passage CCVo3 (the water jacket of the cylinder head 201B in the drawing) at a portion downstream of the cylinder block 201A.

(80) The flow passage CCVo5 is a coolant flow passage connected to a third output port of the CCV 710 and connected to the other auxiliaries 600, and is an example of an auxiliary cooling flow passage according to the invention. The other auxiliaries 600 are auxiliary devices that require cooling by coolant, other than the engine 200 or the EGR device 300. For example, the other auxiliaries 600 include a DPF installed in an exhaust passage of the engine 200, various electrical driving devices, a computer system, and the like. The flow passage CCVo5 is connected to the flow passage WPi at a connection point P5.

(81) The flow passage EGRo is a coolant flow passage including a water jacket (not shown) that passes through the EGR cooler 310, and is another example of the EGR cooling flow passage according to the invention. The flow passage EGRo and the above-described flow passage CCVo3 are connected to each other at a connection point P3. In the present embodiment, the coolant temperature sensor 400 is configured to detect the coolant temperature Tcl at the connection point P3. The flow passage EGRo is connected to the thermostat 540 at an end different from the connection point P3.

(82) The flow passage RG is a coolant flow passage connected to the thermostat 540 and the flow passage WPi. The flow passage RG is another example of the radiator flow passage according to the invention. The flow passage RU is connected to the flow passage WPi at a connection point P4. The flow passage WPi is similar to that of the above-described embodiments.

(83) The flow passage BP is a coolant flow passage connected to the thermostat. 540 and the flow passage WPi. The flow passage RG is another example of the bypass flow passage according to the invention.

(84) A large difference of the cooling device 700 from the cooling device 500 is that the CCV 710 that is an example of the adjusting means according to the invention is located at a portion upstream of the engine 200 in the coolant circulation passage.

(85) In the CCV 710, the input port that is an input-side interface for coolant is connected to the above-described flow passage CCVi, and, of the output ports that are three output-side interfaces, the first output port is connected to the flow passage CCVo3, the second output port is connected to the flow passage CCVo4 and the third output port is connected to the flow passage CCVo5.

(86) The CCV 710 is able to distribute coolant, which is input via the input port, to the output ports. More specifically, the CCV 710 includes known solenoids, driving devices and valves. Each of the solenoids generates electromagnetic force by exciting current. Each of the driving devices supplies the exciting current. Each of the valves is arranged at a corresponding one of the output ports, and its valve opening degree continuously varies with the electromagnetic force. The opening degrees of the valves are allowed to be varied independently of each other.

(87) Each valve opening degree is directly proportional to the flow passage area of a corresponding one of the output ports. The case where the valve opening degree is 100(%) corresponds to a fully open state, and the case where the valve opening degree is 0(%) corresponds to a fully closed state. That is, the CCV 710 is able to substantially freely control the circulation amount (that is, the feed rate) of coolant in the selected flow passage in addition to the function of selecting the coolant flow passage. Each of the above driving devices is electrically connected to the ECU 10Q, and the operation of the CCV 710 is substantially controlled by the ECU 100.

(88) A mode similar to those of the first to third embodiments may be basically applied as the mode for selecting the operation mode of the cooling device according to the present embodiment. However, the configuration of the flow passage corresponding to the second flow passage according to the invention, differs from those of the above-described embodiments.

(89) More specifically, the ECU 100 causes the flow passage CCVo4 and the flow passage CCVo5 to be closed through control over the opening degrees of the valves respectively arranged at the output ports at the time of selecting the operation mode M2 as the operation mode of the cooling device 700. That is, coolant is guided to only the flow passage CCVo3.

(90) On the other hand, when coolant is guided to the flow passage CCVo3, the flow passage of coolant is automatically the flow passage CCVo3, the flow passage EGRo, the flow passage BP or flow passage RG, the flow passage WPi and the flow passage CCVi, and an example of the second flow passage according to the invention is achieved. In this case, the configuration of the second flow passage according to the invention for bypassing the radiator 530 is achieved by the thermostat 540. However, as described above, a set temperature at which the thermostat 540 guides coolant to the flow passage RG is a temperature equivalent to the warm-up temperature (the temperature value e according to the above-described embodiments) of the engine 200, and coolant bypasses the radiator 530 without any problem in the temperature region in which the operation mode M2 is selected.

(91) According to the present embodiment, it is possible to form the flow passage for cooling the cylinder head 201B and the flow passage for cooling the cylinder block 201A independently of each other by the operation of the CCV 710. Thus, in a state where the operation mode M2 is selected, it is possible to sufficiently facilitate a warm-up of the cylinder block 201A while effectively drawing heat from the cylinder head 201B that is more strict in temperature condition than the cylinder block 201A and then feeding the heat to the EGR cooler 310. That is, in comparison with the configuration of the cooling device 500 according to the first to third embodiments, the warm-up effect of the EGR cooler 310 and the warm-up effect of the engine 200 both can be further improved.

(92) In the present embodiment, the other auxiliaries 600 are provided. These other auxiliaries 600, different from the engine 200, do not always need to be early warmed up. In a configuration in which the cooling device includes a mechanical water pump (hereinafter, referred to as mechanical W/P where appropriate) that is driven by the engine torque of the engine 200 instead of the electric W/P 520 as the coolant circulation device, practically advantageous control that utilizes this point can be achieved.

(93) For example, when the mechanical W/P is provided, in the temperature region in which the coolant temperature Tcl is lower than the temperature value a, only the flow passage CCVo5 may be selected through valve control over the CCV 710, and coolant may be circulated to only the other auxiliaries 60Q. The mechanical W/P operates on the basis of the output torque of the engine 200 in an operation period of the engine 200, so the driving load increases contrarily in a state where all the coolant flow passages are closed (for example, in a state corresponding to the operation mode M1).

(94) In this case, by utilizing the other auxiliaries 600 irrespective of an engine warm-up at starting as so to speak a coolant relief flow passage, it is possible to reduce the driving load of the mechanical W/P. Such an operation of reducing the driving load in the mechanical W/P is remarkably effective to a reduction in the fuel consumption of the engine 200.

Fifth Embodiment

(95) Next, a fifth embodiment of the invention will be described. In the fifth embodiment, the fact that the physical configuration of the cooling device that can prevent production of condensed water near the EGR cooler 310 at starting the engine 200 is not limited to the configurations illustrated in the first to fourth embodiments becomes apparent.

(96) An engine system 30 according to the fifth embodiment of the invention will be described with reference to FIG. 7. FIG. 7 is a block diagram of the engine system 30. In the drawing, like reference numerals are assigned to portions that overlap with those in FIG. 1, and the description and drawing thereof are omitted where appropriate. The engine system 30 mainly differs from the engine system 20 in that a cooling device 800 is provided instead of the cooling device 700. The cooling device 800 differs from the cooling device 700 in that a CCV 810 is provided instead of the CCV 710. The cooling device 700 is changed to the cooling device 800, so the flow passage configuration is also changed.

(97) More specifically, the cooling device 800 includes flow passages CCVi1, CCVi2, CCVo5, CCVo6 EGRo, RG, BP, WPi and WPo.

(98) The flow passage CCVi1 is a coolant flow passage connected to a first input port of the CCV 810 and including a water jacket (not shown) that passes through the cylinder head 201B, and is another example of the engine cooling flow passage according to the invention.

(99) The flow passage CCVi2 is a coolant flow passage connected ma second input port of the CCV 810 and including a water jacket (not shown) that passes through the cylinder block 201A, and is another example of the engine cooling flow passage according to the invention. The flow passage CCVi2 is connected to the flow passage CCVi1 (the water jacket of the cylinder head 201B in the drawing) at a portion downstream of the cylinder block 201A.

(100) The flow passage CCVo5 is a coolant flow passage connected to a second output port of the CCV 810 and connected to the other auxiliaries 600, and is an example of the auxiliary cooling flow passage according to the invention.

(101) The flow passage CCVo6 is a coolant flow passage connected to a first output port of the CCV 810. The flow passage CCCVo6 is connected to the flow passage EGRo at a connection point P6 at a portion upstream of the EGR cooler 310. The flow passage CCVo6 together with the flow passage EGRo constitutes another example of the EGR cooling flow passage according to the invention. The coolant temperature sensor 400 is configured to detect the coolant temperature Tcl at the connection point P6.

(102) On the other hand, the flow passage WPo is connected to the output port of the electric W/P 520, and is branched into the flow passage CCVi1 and the flow passage CCVi2 at a connection point P7.

(103) A large difference of the cooling device 800 from the cooling device 700 is that the CCV 810 that is an example of the adjusting means according to the invention is located at a portion downstream of the engine 200 in the coolant circulation passage.

(104) In the CCV 810, the two input ports that are coolant input-side interfaces are respectively connected to the above-described flow passages CCVi1 and CCVi2, and, of the output ports that are two output-side interfaces, the first output port is connected to the flow passage CCVo6 and the second output port is connected to the flow passage CCVo5.

(105) The CCV 810 is able to distribute coolant, which is input via one of the input ports, to the output ports. More specifically, the CCV 810 includes known solenoids, driving devices and valves. Each of the solenoids generates electromagnetic force by exciting current. Each of the driving devices supplies the exciting current. Each of the valves is arranged at a corresponding one of the output ports, and its valve opening degree continuously varies with the electromagnetic force. The opening degrees of the valves are allowed to be varied independently of each other.

(106) Each valve opening degree is directly proportional to the flow passage area of a corresponding one of the output ports. The case where the valve opening degree is 100(%) corresponds to a fully open state, and the case where the valve opening degree is 0(%) corresponds to a fully closed state. That is, the CCV 810 is able to substantially freely control the circulation amount (that is, the feed rate) of coolant in the selected flow passage in addition to the function of selecting the coolant flow passage. Each of the above driving devices is electrically connected to the ECU 100, and the operation of the CCV 810 is substantially controlled by the ECU 100.

(107) A mode similar to those of the first to third embodiments may be basically applied as the mode for selecting the operation mode of the cooling device according to the present embodiment. However, the configuration of the flow passage corresponding to the second flow passage according to the invention differs from those of the above-described embodiments.

(108) More specifically, the ECU 100 causes the flow passage CCVi2 and the flow passage CCVo5 to be closed through control over the opening degrees of the valves respectively arranged at the output ports at the time of selecting the operation mode M2 as the operation mode of the cooling device 800. That is, coolant is input from the flow passage CCVi1 and is guided to the flow passage CCVo6.

(109) On the other hand, when coolant is guided in this way, the coolant flow passage is the flow passage CCVo6 the flow passage EGRo, the flow passage BO or flow passage RCE, the flow passage WPi and the flow passage CCVi1, and an example of the second flow passage according to the invention is achieved. In this case, the configuration of the second flow passage according to the invention for bypassing the radiator 530 is achieved by the thermostat 540. However, as described above, a set temperature at which the thermostat 540 guides coolant to the flow passage RG is a temperature equivalent to the warm-up temperature (the temperature value e according to the above-described embodiments) of the engine 200, and coolant bypasses the radiator 530 without any problem in the temperature region in which the operation mode M2 is selected.

(110) According to the present embodiment, as in the case of the fourth embodiment, it is possible to form the flow passage for cooling the cylinder head 201B and the flow passage for cooling the cylinder block 201A independently of each other by the operation of the CCV 810. Thus, in a state where the operation mode M2 is selected, it is possible to sufficiently facilitate a warm-up of the cylinder block 201A while effectively drawing heat from the cylinder head 201B that is more strict in temperature condition than the cylinder block 201A and then feeding the heat to the EGR cooler 310. That is, in comparison with the configuration of the cooling device 500 according to the first to third embodiments, the warm-up effect of the EGR cooler 310 and the warm-up effect of the engine 200 both can be further improved.

(111) In this way, the CCV that serves as the adjusting means according to the invention may be located at a portion upstream of the engine 200 or a portion downstream of the engine 200, and a selection of the flow passage may be achieved by arranging the valve on the input port side or may be achieved by arranging the valve on the output port side.

(112) In the first to fifth embodiments, the detected value of the coolant temperature Tcl by the coolant temperature sensor 400 is consistently utilized; however, there is a concern about particularly a biased coolant temperature in the embodiments in which coolant is not circulated at engine starting.

(113) In terms of this point, the coolant temperature Tcl may be estimated on the basis of the operating condition of the engine 200 instead of or in addition to actual measurement of the sensor. At the time of estimating the coolant temperature, for example, an estimated result of the amount of heat generated based on the fuel injection amount of the engine 200 and an estimated result of the amount of heat released from various portions of the engine may be read. Various known methods are, of course, applicable as such a method of estimating the coolant temperature.

(114) In the configuration in which the detected result of the coolant temperature Tcl by the coolant temperature sensor 400 is utilized, contrarily, after the timing of engine starting, circulation of a small amount of coolant may be allowed and the coolant temperature Tcl may be uniformed within the range of the concept of the operation of the limiting means for limiting circulation of coolant according to the invention.

(115) In the first to fifth embodiments, coolant is consistently circulated and supplied by the electric W/P 520; instead, circulation and supply of coolant may be achieved by the mechanical W/P instead of the electric W/P.

(116) The invention is not limited to the above-described embodiments. The invention is allowed to be modified as needed within the scope of the invention that can be interpreted from the appended claims and the whole specification without departing from the idea of the invention. The technical scope of the invention also encompasses a control device for a cooling system with such modifications.

INDUSTRIAL APPLICABILITY

(117) The invention is applicable to a cooling device in a system including an engine and an EGR device.

DESCRIPTION OF REFERENCE NUMERALS

(118) 10 engine system, 20 engine system (fourth embodiment), 30 engine system (fifth embodiment), 100 ECU, 200 engine, 310 EGR cooler, 500 cooling device, 510 CCV, 520 electric W/P, 530 radiator, 600 other auxiliaries, 700 cooling device (fourth embodiment), 800 cooling device (fifth embodiment)