Apparatus for controlling engine warming-up

• US 9,151,242 B2
• Filed: 11/29/2012
• Issued: 10/06/2015
• Est. Priority Date: 12/01/2011
• Status: Active Grant

• Current Assignee: DENSO Corporation
• Original Assignee: DENSO Corporation
• Inventors: Okamoto, Tsuyoshi, Tashiro, Tsutomu
• Primary Examiner(s): Low, Lindsay
• Assistant Examiner(s): WERNER, ROBERT A
• Application Number:
  US13/688,621
• Publication Number:
  US 20130144515A1
• Time in Patent Office: 1,041 Days
• Field of Search: 701/113, 701/110, 180 651- 658
• US Class Current: 1/1
• CPC Class Codes: F02D 2200/503 Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
• CPC Class Codes: F02D 2250/24 by using an external load, e.g. a generator
• CPC Class Codes: F02D 41/068 for warming-up
• CPC Class Codes: F02D 45/00 Electrical control not provided for in groups F02D41/00 - F02D43/00

Abstract

A vehicle has an engine as a driving source. The vehicle has a charge system which generates electric power by using a part of rotational output of an engine, and charges a battery by the generated electric power. Optimal shaft efficiency points are combinations of revolution speed and torque of the engine for maximizing the shaft efficiency. Optimal shaft efficiency line passes through the optimal shaft efficiency points for each engine output level. Warming-up operation line is defined by shifting the optimal shaft output efficiency line to a side to increase heat loss. An engine controller stores the lines. The engine controller performs a warming-up operation by operating the engine at a revolution speed and a torque on the warming-up operation line. The engine controller controls the battery to reduce possibilities of a full charge at a next warming-up.

Claims

1. An apparatus for controlling engine warming-up for a vehicle, the apparatus comprising:

a charge system configured to generate electric power by using rotational output of an engine for a driving source of the vehicle and charges a battery by the generated electric power; and

an engine controller for performing a warming-up by increasing an engine output in order to increase both an heat loss and an rotational output, wherein the engine controller includes a computer processor and is configured at least to;

store a warming-up operation line which is defined by shifting an optimal shaft output efficiency line to a side to increase heat loss, the optimal shaft efficiency line being determined to pass through optimal shaft efficiency points for each engine output level, the optimal shaft efficiency points being combinations of revolution speed and torque of the engine for maximizing the shaft efficiency which is a rate of the rotational output of the engine to a fuel consumption; and

perform the a warming-up operation by operating the engine at a revolution speed and a torque on the warming-up operation line, the warming-up operation being performed so as to set a shifting amount of the warming-up operation line to the optimal shaft efficiency line to a small amount as the engine output becomes low so that the warming-up in a low engine output range is performed to increase both the heat loss and the rotational output by using the optimal shaft efficiency line or the warming-up operation line defined by a small shifting amount, and the warming-up in a high engine output range is performed to increase the heat loss by using the warming-up operation line defined by a large shifting amount, and

a charge system controller configured to control the charge system to generate the electric power equivalent to an increased amount of the rotational output increase by the engine controller.

2. The apparatus in claim 1, wherein the engine controller is further configured at least to:

store an optimal balance line which shows an optimal balance between a temperature of the engine or a coolant and a residual charge of the battery for performing the warming-up operation, and wherein

determine a shaft efficiency priority degree, which is a degree for giving priority to an improvement of the shaft efficiency more than an increase of the temperature, based on the temperature of the engine or the coolant at the present time, the residual charge at the present time, and the optimal balance line, and

variably set a shifting amount of the warming-up operation line to the optimal shaft efficiency line according to the determined shaft efficiency priority degree.

3. The apparatus in claim 1, wherein the engine controller is further configured at least to:

increase the engine output so that the engine output does not exceed a limit value, when a charging current flowing to the battery is limited to the limit value due to a low temperature of the battery.

4. The apparatus in claim 1, wherein the engine controller is further configured at least to:

increase power consumption of an electric heater on the vehicle when the residual charge is equal to or higher than a predetermined value.

5. The apparatus in claim 1, wherein the engine controller is further configured at least to:

transfer electric power from the battery to another battery when the residual charge is equal to or higher than a predetermined value.

6. The apparatus in claim 1, wherein

the apparatus is applied to a hybrid vehicle which has the charge system which controls the battery so that the residual charge is maintained less than an upper limit during the operation of the hybrid vehicle, and

the engine controller is further configured at least to:

set the upper limit to a lower level when it is estimated that a warming-up is necessary at the next engine start relative to that when it is estimated that a warming-up is not necessary at the next engine start, the necessity of the warming-up at the next engine start being estimated based on an ambient temperature.

7. The apparatus in claim 1, wherein

the apparatus is applied to a plug-in vehicle which has the charge system being capable of charging the battery from an external power source so that the residual charge is maintained less than an upper limit when the vehicle is not operated, and

the engine controller is further configured at least to:

set the upper limit to a lower level when it is estimated that a warming-up is necessary at the next engine start relative to that when it is estimated that a warming-up is not necessary at the next engine start, the necessity of the warming-up at the next engine start being estimated based on an ambient temperature.