JP2006200512A - Temperature control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED To determine whether a valve and a thermostat provided in an exhaust port are normal or abnormal.
During warming up of the engine (YES in S104), the ECU has an absolute value of a deviation between a water temperature TR detected by a water temperature sensor and an estimated water temperature TE as a predetermined deviation T (0). Is greater than (YES in S106), a step of determining the state of the valve provided to change the flow velocity distribution of the exhaust gas in the exhaust port and closed during engine warm-up (S108). If the valve is open (YES in S108), the step of determining that the valve is abnormal (S110), and if the valve is closed (NO in S108), the valve is normal. A program including a step (S112) for determining that the thermostat is present and a step (S114) for determining that the thermostat is abnormal is executed.
[Selection] FIG.

Description

  The present invention relates to an internal combustion engine temperature adjustment device, and more particularly to a technique for determining whether an adjustment mechanism or a thermostat for adjusting the temperature of an internal combustion engine is normal or abnormal.

  Conventionally, a water-cooled internal combustion engine is known. The cooling water that has cooled the internal combustion engine is heat-exchanged with air in a heater of a radiator or an air conditioner. The air warmed by heat exchange with the cooling water in the heater is used for heating the passenger compartment. For this reason, in order for heating to take effect immediately after the internal combustion engine is started, it is necessary to quickly warm up the internal combustion engine and raise the temperature of the cooling water.

  Japanese Patent Laid-Open No. 10-317995 (Patent Document 1) discloses a warm-up promoting device that can promote warm-up. The warm-up promoting device described in Patent Literature 1 is provided with an exhaust throttle valve that throttles the flow of exhaust gas in the exhaust passage of the internal combustion engine, and warms up the engine by operating the exhaust throttle valve when the internal combustion engine is cold. It is a promotion device. The exhaust passage is provided with a cooling water passage corresponding to at least a portion where the exhaust throttle valve is provided.

According to the warm-up promoting device described in this publication, when the exhaust throttle valve is operated to restrict the flow of exhaust gas, heat is generated in a portion of the exhaust passage where the exhaust throttle valve is provided due to pressure loss at that time. . Since the cooling water passage is provided at a position corresponding to the exhaust throttle valve, most of the heat is recovered by the cooling water flowing in the cooling water passage. Thereby, heat generation can be efficiently recovered by the cooling water, and warm-up can be promoted without excessively increasing the load of the internal combustion engine.
Japanese Patent Laid-Open No. 10-317995

  Generally, cooling water of an internal combustion engine is cooled by heat exchange with air by a radiator. When the internal combustion engine is warming up, that is, when the temperature of the cooling water is lower than a predetermined temperature, the cooling water is blocked by the thermostat, and the cooling water is not supplied to the radiator. At this time, if the thermostat has failed, the cooling water can be supplied to the radiator even when the temperature of the cooling water is lower than a predetermined temperature (during warming up of the internal combustion engine). Therefore, the temperature of the cooling water does not increase. Therefore, it can be considered to determine whether the thermostat is normal or abnormal based on the temperature of the cooling water. However, in the warm-up promoting device described in JP-A-10-317995, the amount of heat transmitted to the internal combustion engine by the exhaust throttle valve changes. Therefore, if the exhaust throttle valve is broken, the temperature of the cooling water does not rise to a desired temperature, as in the case where the thermostat is broken. Accordingly, there is a problem that it is impossible to determine whether the exhaust throttle valve is normal or abnormal, or whether the thermostat is normal or abnormal from only the temperature of the cooling water.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to determine whether an adjustment mechanism for adjusting the temperature of the internal combustion engine is normal or abnormal. It is providing the temperature control apparatus of this. Another object of the present invention is to provide a temperature adjustment device for an internal combustion engine that can determine whether a thermostat is normal or abnormal in an internal combustion engine provided with an adjustment mechanism for adjusting temperature. It is.

  According to a first aspect of the present invention, there is provided a temperature adjusting device for an internal combustion engine, an adjustment mechanism for adjusting the temperature of the internal combustion engine, and a second mode in which a temperature increase of the internal combustion engine is suppressed as compared with the first mode and the first mode. Based on the detected state, a control means for controlling the adjustment mechanism to adjust the temperature of the internal combustion engine in any one of the modes, a detection means for detecting the state of the adjustment mechanism, Determining means for determining whether the adjustment mechanism is normal or abnormal.

  According to the first invention, for example, when the adjustment mechanism is controlled so as to adjust the temperature of the internal combustion engine in the first mode, when it is detected that the adjustment mechanism is in the first mode, It is determined that the adjustment mechanism is normal. Thereby, it can be determined whether only the adjustment mechanism is normal. Therefore, in the internal combustion engine in which the cooling water is supplied to the radiator via the thermostat, it can be determined whether the adjustment mechanism is normal or abnormal regardless of the state of the thermostat. As a result, it is possible to provide an internal combustion engine temperature adjustment device capable of determining whether an adjustment mechanism for adjusting the temperature of the internal combustion engine is normal or abnormal.

  In the internal combustion engine temperature adjustment apparatus according to the second invention, in addition to the configuration of the first invention, the control means adjusts the internal combustion engine temperature in the first mode while the internal combustion engine is warming up. Means for controlling the mechanism. When it is detected that the adjustment mechanism is in the first mode while the internal combustion engine is warming up, the determination unit determines that the adjustment mechanism is normal and detects that the adjustment mechanism is not in the first mode. A means for determining that the adjustment mechanism is abnormal.

  According to the second invention, when it is detected that the adjustment mechanism is operating as controlled, it is determined that the adjustment mechanism is normal, and otherwise, it is determined that the adjustment mechanism is abnormal. Thereby, in the internal combustion engine in which the cooling water is supplied to the radiator via the thermostat, it can be determined whether the adjustment mechanism is normal or abnormal regardless of the state of the thermostat.

  In the internal combustion engine temperature adjusting apparatus according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, cooling water for cooling the internal combustion engine flows into the radiator. The cooling water flowing into the radiator is controlled by a thermostat. The temperature adjustment device has a means for detecting the temperature of the cooling water, and the thermostat is abnormal when it is determined that the adjustment mechanism is normal when the detected temperature is lower than a predetermined temperature. Further includes means for determining.

  According to the third invention, when the temperature of the cooling water does not rise to a desired temperature even though the adjustment mechanism is normal, it is determined that the thermostat is abnormal. Thereby, it can be specified which of the adjustment mechanism and the thermostat is abnormal.

  According to a fourth aspect of the present invention, there is provided a temperature adjusting device for an internal combustion engine, an adjustment mechanism for adjusting a temperature of an internal combustion engine connected with a radiator into which cooling water flows, an internal combustion engine as compared with the first mode and the first mode. Control means for controlling the adjustment mechanism to adjust the temperature of the internal combustion engine in any one of the second modes in which the temperature rise of the engine is suppressed, and for detecting the temperature of the cooling water flowing into the radiator And means for determining whether the thermostat for adjusting the flow rate of the cooling water flowing into the radiator is normal or abnormal based on the temperature of the cooling water flowing into the radiator.

  According to the fourth invention, for example, when the temperature of the cooling water flowing through the internal combustion engine is lower than the predetermined first temperature, at least one of the adjustment mechanism and the thermostat is abnormal. It can be said that the temperature of water has not risen to a desired temperature. At this time, when the temperature of the cooling water flowing into the radiator is lower than a predetermined second temperature, it can be said that the cooling water heated by the operation of the internal combustion engine is not flowing into the radiator. That is, it can be said that the thermostat suppresses the inflow of the cooling water to the radiator. In this case, it is determined that the thermostat is normal. On the other hand, when the temperature of the cooling water flowing into the radiator is higher than the predetermined second temperature, it can be said that the cooling water heated by the operation of the internal combustion engine is flowing into the radiator. That is, it can be said that the thermostat allows the cooling water to flow into the radiator even though the temperature of the cooling water flowing through the internal combustion engine does not rise to a desired temperature. In this case, it is determined that the thermostat is abnormal. Thereby, it is possible to determine whether only the thermostat is normal or abnormal. Therefore, in an internal combustion engine provided with an adjustment mechanism for adjusting temperature, it can be determined whether the thermostat is normal or abnormal regardless of the state of the adjustment mechanism. As a result, it is possible to provide a temperature adjusting device for an internal combustion engine that can determine whether the thermostat is normal or abnormal.

  An internal combustion engine temperature control apparatus according to a fifth aspect of the invention further includes means for detecting the temperature of the cooling water flowing in the internal combustion engine in addition to the configuration of the fourth aspect of the invention. When the temperature of the cooling water flowing through the internal combustion engine is lower than the first predetermined temperature and the temperature of the cooling water flowing into the radiator is lower than the second predetermined temperature, the determination means Includes means for determining that the thermostat is abnormal when the temperature of the cooling water flowing into the radiator is higher than a second predetermined temperature.

  According to the fifth invention, when the temperature of the cooling water flowing through the internal combustion engine is lower than the first temperature set in advance, at least one of the adjustment mechanism and the thermostat is abnormal. It can be said that the temperature does not rise to a desired temperature. At this time, when the temperature of the cooling water flowing into the radiator is lower than a predetermined second temperature, it can be said that the cooling water heated by the operation of the internal combustion engine is not flowing into the radiator. That is, it can be said that the thermostat suppresses the inflow of the cooling water to the radiator. In this case, it is determined that the thermostat is normal. On the other hand, when the temperature of the cooling water flowing into the radiator is higher than the predetermined second temperature, it can be said that the cooling water heated by the operation of the internal combustion engine is flowing into the radiator. That is, it can be said that the thermostat allows the cooling water to flow into the radiator even though the temperature of the cooling water flowing through the internal combustion engine does not rise to a desired temperature. In this case, it is determined that the thermostat is abnormal. Thereby, it is possible to determine whether only the thermostat is normal or abnormal. Therefore, in an internal combustion engine provided with an adjustment mechanism for adjusting temperature, it can be determined whether the thermostat is normal or abnormal regardless of the state of the adjustment mechanism.

  In the internal combustion engine temperature adjustment apparatus according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the control means adjusts so as to adjust the temperature of the internal combustion engine in the first mode while the internal combustion engine is warming up. Means for controlling the mechanism. When the temperature of the cooling water flowing through the internal combustion engine is lower than the first temperature while the internal combustion engine is warming up, the temperature adjustment device determines that the adjustment mechanism is abnormal when it is determined that the thermostat is normal. Further means for determining are included.

  According to the sixth invention, when the temperature of the cooling water does not rise to a desired temperature even though the thermostat is normal, it is determined that the adjustment mechanism is abnormal. Thereby, it can be specified which of the adjustment mechanism and the thermostat is abnormal.

  In the internal combustion engine temperature adjustment apparatus according to the seventh aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism is arranged so that the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine changes. And a valve provided in the exhaust port. When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve so that the flow velocity of the exhaust gas flowing along the inner peripheral surface of the exhaust port is larger than in the state in which the valve is opened. When the temperature of the internal combustion engine is adjusted in the second mode, means for opening the valve is included.

  According to the seventh invention, when the valve is controlled so that the flow velocity of the exhaust gas flowing along the inner peripheral surface of the exhaust port is increased, the amount of the exhaust gas that transfers heat to the internal combustion engine is increased to Heat transfer to the internal combustion engine can be promoted. Thereby, the temperature rise of an internal combustion engine can be accelerated | stimulated. On the other hand, when the valve is opened, the promotion of heat transfer from the exhaust gas to the internal combustion engine can be stopped. Thereby, promotion of the temperature rise of an internal combustion engine can be stopped.

  In the internal combustion engine temperature adjustment apparatus according to the eighth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism is arranged so that the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine changes. And a valve provided in the exhaust port and a heat absorbing member provided on the inner peripheral surface of the exhaust port so as to be located downstream of the exhaust flowing through the exhaust port with respect to the valve. When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve to be opened, and when adjusting the temperature of the internal combustion engine in the second mode, the control means is compared with the state in which the valve is opened. And means for controlling the valve such that the flow rate of the exhaust gas flowing along the heat absorbing member is reduced.

  According to the eighth invention, when the valve is opened, the flow rate of the exhaust gas flowing along the heat absorbing member is increased compared to when the valve is closed, and the exhaust gas is transmitted from the exhaust gas to the internal combustion engine via the heat absorbing member. The amount of heat can be promoted. Thereby, the temperature rise of an internal combustion engine can be accelerated | stimulated. On the other hand, when the valve is controlled so that the flow velocity of the exhaust gas flowing along the heat absorbing member becomes small, the flow rate of the exhaust gas that transmits heat to the internal combustion engine is reduced to suppress the amount of heat transmitted to the internal combustion engine. Can do. Thereby, the temperature rise of an internal combustion engine can be suppressed.

  In the internal combustion engine temperature regulating apparatus according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the valve has a ring shape.

  According to the ninth aspect, the temperature of the internal combustion engine can be adjusted by adjusting the amount of heat transferred from the exhaust gas to the internal combustion engine using the ring-shaped valve.

  In the internal combustion engine temperature regulating apparatus according to the tenth aspect of the invention, in addition to the configuration of the eighth or ninth aspect, the heat absorbing member is a fin.

  According to the tenth invention, the heat transfer coefficient from the exhaust gas to the internal combustion engine can be improved by the fins.

  In the internal combustion engine temperature adjustment apparatus according to the eleventh aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism is spaced apart from the inner peripheral surface of the exhaust port of the internal combustion engine and extends along the exhaust port. A tubular member provided so as to extend, and a valve provided radially inward from the inner peripheral surface of the tubular member. The control means has means for closing the valve when adjusting the temperature of the internal combustion engine in the first mode, and opening the valve when adjusting the temperature of the internal combustion engine in the second mode. Including.

  According to the eleventh aspect of the invention, when the valve is closed, the exhaust gas flowing between the cylindrical member and the inner peripheral surface of the exhaust port is suppressed by suppressing the exhaust gas from flowing into the cylindrical member. The gas flow rate can be increased. As a result, the flow rate of the exhaust gas that transfers heat to the internal combustion engine can be promoted, and the amount of heat transferred from the exhaust gas to the internal combustion engine can be promoted. Therefore, the temperature increase of the internal combustion engine can be promoted. On the other hand, when the valve is opened, the exhaust gas is circulated in the space inside the tubular member in addition to the space between the tubular member and the inner peripheral surface of the exhaust port, thereby the tubular member. And the exhaust gas flow rate between the inner peripheral surface of the exhaust port can be reduced. Thereby, it is possible to stop promoting the amount of heat transferred from the exhaust gas to the internal combustion engine. Therefore, the promotion of the temperature increase of the internal combustion engine can be stopped.

  In the internal combustion engine temperature adjustment apparatus according to the twelfth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism may change the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine. And a valve provided in the exhaust port. When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve to be opened, and when adjusting the temperature of the internal combustion engine in the second mode, the control means is compared with the state in which the valve is opened. And means for controlling the valve such that the flow velocity of the exhaust flowing along the inner peripheral surface of the exhaust port is reduced.

  According to the twelfth invention, for example, when the ring-shaped valve is opened, the flow velocity of the exhaust gas flowing along the inner peripheral surface of the exhaust port is increased compared to when the valve is closed. it can. Thereby, suppression of the flow rate of the exhaust gas that transmits heat to the internal combustion engine can be stopped, and suppression of the amount of heat transmitted from the exhaust gas to the internal combustion engine can be stopped. Therefore, suppression of the temperature rise of the internal combustion engine can be stopped. On the other hand, when the flow rate of the exhaust gas flowing along the inner peripheral surface of the exhaust port is reduced by controlling the valve, the flow rate of the exhaust gas that transfers heat to the internal combustion engine can be suppressed. Thereby, the amount of heat transferred from the exhaust gas to the internal combustion engine can be suppressed. Therefore, the temperature rise of the internal combustion engine can be suppressed.

  In the internal combustion engine temperature regulating apparatus according to the thirteenth invention, in addition to the structure of the twelfth invention, the valve has a ring shape.

  According to the thirteenth invention, the temperature of the internal combustion engine can be adjusted by adjusting the amount of heat transferred from the exhaust gas to the internal combustion engine using the ring-shaped valve.

  In the internal combustion engine temperature regulating apparatus according to the fourteenth aspect of the invention, in addition to the configuration of the twelfth or thirteenth aspect of the invention, the regulating mechanism is provided downstream of the exhaust flowing through the exhaust port with respect to the valve in addition to the valve. And a cylindrical member provided to be separated from the inner peripheral surface of the exhaust port and extend along the exhaust port.

  According to the fourteenth invention, the amount of heat transferred from the exhaust gas to the internal combustion engine via the inner peripheral surface of the exhaust port is reduced by allowing the exhaust gas to flow only inside in the radial direction from the inner peripheral surface of the cylindrical member. Can be suppressed.

  In the internal combustion engine temperature adjustment apparatus according to the fifteenth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism changes the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine. And a valve provided in the exhaust port and a heat insulating member provided in a part of the inner peripheral surface along the inner peripheral surface of the exhaust port. When the temperature of the internal combustion engine is adjusted in the first mode, the control means adjusts the temperature of the exhaust gas flowing along the inner peripheral surface on the opposite side of the heat insulating member as compared with the case of adjusting the temperature of the internal combustion engine in the second mode. When the valve is controlled to increase the flow velocity and the temperature of the internal combustion engine is adjusted in the second mode, the flow velocity of the exhaust gas flowing along the heat insulating member as compared with the case where the temperature of the internal combustion engine is adjusted in the first mode Includes means for controlling the valve so that.

  According to the fifteenth aspect of the invention, when the valve is controlled so that the flow velocity of the exhaust gas flowing along the inner peripheral surface on the opposite side of the heat insulating member is increased, the internal combustion engine is changed from the exhaust gas through the inner peripheral surface of the exhaust port. The amount of heat transferred to can be promoted. Thereby, the temperature rise of an internal combustion engine can be accelerated | stimulated. On the other hand, when the valve is controlled so that the flow velocity of the exhaust gas flowing along the heat insulating member is increased, the flow velocity of the exhaust gas flowing along the portion where the heat insulating member is not provided on the inner peripheral surface of the exhaust port is decreased accordingly. Become. Thereby, the amount of heat transmitted from the exhaust gas to the internal combustion engine via the inner peripheral surface of the exhaust port can be suppressed. Therefore, the temperature rise of the internal combustion engine can be suppressed.

  In the internal combustion engine temperature regulating apparatus according to the sixteenth aspect of the invention, in addition to the configuration of the fifteenth aspect of the invention, the regulating mechanism includes an inner circumferential surface on the opposite side of the thermal insulation member in addition to the valve and the thermal insulation member. The heat absorption member provided in a part of surrounding surface is included.

  According to the sixteenth aspect, the heat transfer member can improve the heat transfer rate from the exhaust gas to the internal combustion engine.

  In the internal combustion engine temperature regulating apparatus according to the seventeenth aspect of the invention, in addition to the configuration of the sixteenth aspect of the invention, the heat absorbing member is a fin.

  According to the seventeenth invention, the heat transfer rate from the exhaust gas to the internal combustion engine can be improved by the fins.

  In the internal combustion engine temperature regulating apparatus according to an eighteenth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the regulating mechanism includes an exhaust gas and an oil flowing through an exhaust port of the internal combustion engine when the oil flows. And an oil passage provided to exchange heat with the oil passage, and a valve for controlling the inflow of oil into the oil passage. The control means controls the valve so that oil flows into the oil passage when adjusting the temperature of the internal combustion engine in the first mode, and to the oil passage when adjusting the temperature of the internal combustion engine in the second mode. Means for controlling the valve to suppress the inflow of oil.

  According to the eighteenth aspect of the invention, when oil flows into the oil passage, the amount of oil to which heat can be transferred from the exhaust gas is increased, and the amount of heat transferred from the exhaust gas to the internal combustion engine via the oil is promoted. be able to. Thereby, the temperature rise of an internal combustion engine can be accelerated | stimulated. On the other hand, when the inflow of oil to the oil passage is suppressed, the amount of oil to which heat can be transferred from the exhaust gas can be reduced, and the amount of heat transferred from the exhaust gas to the internal combustion engine via the oil can be suppressed. . Thereby, the temperature rise of an internal combustion engine can be suppressed.

  In the internal combustion engine temperature control apparatus according to the nineteenth aspect of the invention, in addition to the configuration of the eighteenth aspect, a plurality of exhaust ports are provided. The oil passage is provided so as to pass between adjacent exhaust ports.

  According to the nineteenth aspect, oil can be introduced into an oil passage passing between adjacent exhaust ports, and heat can be efficiently transferred from the exhaust gas to the oil.

  In the internal combustion engine temperature regulating apparatus according to the twentieth invention, in addition to the configuration of the eighteenth invention, the oil passage is provided so as to cross the exhaust port.

  According to the twentieth invention, oil can be caused to flow into the oil passage across the exhaust port, and heat can be efficiently transferred from the exhaust gas to the oil.

  In the internal combustion engine temperature adjustment device according to the twenty-first aspect of the invention, in addition to the configuration of any of the eighteenth to twentieth inventions, the temperature adjustment device further includes an outflow passage through which oil flows out from the oil passage.

  According to the twenty-first aspect, by letting oil flow out from the oil passage, the amount of oil that can transfer heat from the exhaust gas is reduced, and the amount of heat transferred from the exhaust gas to the internal combustion engine via the oil is further suppressed. be able to.

  In the internal combustion engine temperature regulating apparatus according to a twenty-second aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the regulating mechanism is configured such that the cooling water flowing through the cylinder block and the cylinder head of the internal combustion engine A first flow path flowing out from the cylinder block, a second flow path for cooling water flowing through the cylinder block from the cylinder block, and a valve for controlling the cooling water flowing out from the cylinder block to the second flow path Including. When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve so that the cooling water flows out from the cylinder block to the second flow path, and controls the temperature of the internal combustion engine in the second mode. In the case of adjustment, it includes means for controlling the valve so as to suppress the cooling water flowing out from the cylinder block to the second flow path.

  According to the twenty-second aspect, when the cooling water flows out from the cylinder block to the second flow path, the cooling water is circulated without passing through the cylinder head. In this case, the flow path resistance is reduced by the amount corresponding to the cylinder head, and pressure loss due to the flow path resistance is suppressed. The flow rate of the cooling water flowing through the cylinder block is increased by the amount that the pressure loss is suppressed, and the amount of heat transferred from the cylinder block to the cooling water is increased. That is, the amount of heat transferred from the exhaust gas to the cooling water through the cylinder block is increased. Thereby, the temperature rise of an internal combustion engine can be accelerated | stimulated. On the other hand, when the cooling water is prevented from flowing out from the cylinder block to the second flow path, the cooling water flows through the cylinder block and the cylinder head and flows out from the cylinder head to the first flow path. In this case, the pressure loss due to the flow path resistance is not suppressed, the increase in the flow rate of the cooling water flowing through the cylinder block is stopped, and the increase in the amount of heat transferred from the cylinder block to the cooling water is stopped. That is, the increase in the amount of heat transferred from the exhaust gas to the cooling water through the cylinder block is stopped. The promotion of the temperature rise of the internal combustion engine can be stopped.

  In the internal combustion engine temperature adjustment device according to the twenty-third aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism includes a water jacket formed in the internal combustion engine, and a water jacket. And a heat insulating member movably provided between a second position closer to the cylinder of the internal combustion engine than the first position. When adjusting the temperature of the internal combustion engine in the first mode, the control means sets the heat insulating member to the first position, and when adjusting the temperature of the internal combustion engine in the second mode, sets the heat insulating member to the second position. Means for.

  According to the twenty-third aspect, when the heat insulating member is in the first position, the flow rate of the cooling water flowing along the cylinder side of the water jacket can be increased. Thereby, the amount of heat transferred from the cylinder of the internal combustion engine to the cooling water in the water jacket can be increased. That is, the amount of heat transferred from the exhaust gas (combustion gas) in the cylinder to the cooling water can be increased. Therefore, the temperature increase of the internal combustion engine can be promoted. On the other hand, when the heat insulating member is in the second position, the flow rate of the cooling water flowing along the cylinder side of the water jacket can be suppressed. Thereby, the amount of heat transferred from the cylinder of the internal combustion engine to the cooling water in the water jacket can be suppressed. That is, the amount of heat transferred from the exhaust gas in the cylinder to the cooling water can be suppressed. Therefore, the temperature rise of the internal combustion engine can be suppressed.

  In the internal combustion engine temperature adjustment apparatus according to the twenty-fourth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the adjustment mechanism includes a first guide for guiding air to the end of the internal combustion engine, Air guided by at least one of the first guide and the second guide, the second guide for guiding the air into the vehicle interior from the end opposite to the end where the air is guided by the first guide And a valve body for adjusting the flow of the air. When adjusting the temperature of the internal combustion engine in the first mode, the control means suppresses the flow of air compared to the state in which the valve body is open, and when adjusting the temperature of the internal combustion engine in the second mode, Means for opening the.

  According to the twenty-fourth invention, when the valve body is opened, the air heated by the radiant heat from the internal combustion engine is cooled while the internal combustion engine is cooled by introducing air to the internal combustion engine. Can be used for heating. On the other hand, when the valve body is controlled so as to suppress the air flow, the cooling of the internal combustion engine can be stopped.

  In the internal combustion engine temperature control apparatus according to the twenty-fifth aspect of the invention, in addition to the configuration of the twenty-fourth aspect, the internal combustion engine is a V-type engine provided so that the crankshaft is directed in the vehicle front-rear direction. The first guide guides air to the front end of the V-type engine. The second guide guides air from the rear end of the V-type engine into the vehicle interior.

  According to the twenty-fifth aspect, air can be guided between the banks of the V-type engine to warm the air and to cool the V-type engine.

  In the internal combustion engine temperature adjustment device according to a twenty-sixth aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the temperature adjustment device receives radiant heat from an exhaust pipe of the internal combustion engine through which cooling water flows. Further included is a pipe that is provided. The adjustment mechanism adjusts the amount of heat received by the pipe.

  According to the twenty-sixth aspect, the amount of heat by which the pipe receives radiant heat from the exhaust pipe can be adjusted. Thereby, the temperature of the internal combustion engine through which the coolant passing through the pipe flows can be adjusted.

  In the internal combustion engine temperature regulating apparatus according to the twenty-seventh aspect of the invention, in addition to the configuration of the twenty-sixth aspect of the invention, the regulating mechanism has a second position for suppressing the amount of heat received by the pipe from the first position and the first position. A heat insulating member provided to be movable between positions is included. When adjusting the temperature of the internal combustion engine in the first mode, the control means sets the heat insulating member to the first position, and when adjusting the temperature of the internal combustion engine in the second mode, sets the heat insulating member to the second position. Means for.

  According to the twenty-seventh aspect, when the heat insulating member is in the first position, the amount of heat by which the pipe receives the radiant heat from the exhaust pipe can be promoted. Thereby, the temperature rise of the cooling water which passes a pipe can be accelerated | stimulated. Therefore, the temperature increase of the internal combustion engine through which the cooling water flows can be promoted. On the other hand, when the heat insulating member is in the second position, the amount of heat that the pipe receives the radiant heat from the exhaust pipe can be suppressed. Thereby, promotion of the temperature rise of the cooling water which passes a pipe can be stopped. Therefore, the promotion of the temperature increase of the internal combustion engine can be stopped.

  In the internal combustion engine temperature adjustment apparatus according to the twenty-eighth aspect of the invention, in addition to the configuration of the twenty-sixth aspect of the invention, the adjustment mechanism includes a second position in which the pipe is separated from the exhaust pipe more than the first position and the first position. Means for moving between positions. When adjusting the temperature of the internal combustion engine in the first mode, the control means sets the heat insulating member to the first position, and when adjusting the temperature of the internal combustion engine in the second mode, the control means sets the pipe to the second position. Including means.

  According to the twenty-eighth aspect, when the pipe is in the first position, the amount of heat by which the pipe receives the radiant heat from the exhaust pipe can be promoted. Thereby, the temperature rise of the cooling water which passes a pipe can be accelerated | stimulated. Therefore, the temperature increase of the internal combustion engine through which the cooling water flows can be promoted. On the other hand, when the pipe is in the second position, the amount of heat that the pipe receives the radiant heat from the exhaust pipe can be suppressed. Thereby, promotion of the temperature rise of the cooling water which passes a pipe can be stopped. Therefore, the promotion of the temperature increase of the internal combustion engine can be stopped.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a description will be given of an engine 100 of a vehicle equipped with a temperature adjustment device according to a first embodiment of the present invention. The temperature adjustment device according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 500 that controls engine 100, for example. Engine 100 includes a cylinder block 102 and a cylinder head 104 placed on top of cylinder block 102.

  Cooling water is supplied to the engine 100 from the water pump 106. The cooling water supplied to the engine 100 passes through the cylinder head 104 after flowing through the cylinder block 102 so as to flow upward from below the engine 100.

  Water pump 106 is connected to a crankshaft (not shown) of engine 100 and is driven by the rotation of the crankshaft. Note that the water pump 106 may be driven by an electric motor or the like.

  Cooling water supplied from the water pump 106 to the engine 100 flows through the cylinder block 102 and the cylinder head 104, and then is supplied to the radiator 200, the thermostat 202, and the heater 300 of the air conditioner (not shown).

  The radiator 200 heat-exchanges cooling water and air, and cools cooling water. The thermostat 202 allows the cooling water to flow from the radiator 200 to the water pump 106 when the temperature of the cooling water is higher than a predetermined temperature. That is, the thermostat 202 allows the cooling water to be supplied to the radiator 200 when the temperature of the cooling water is higher than a predetermined temperature. The heater 300 heats the air by exchanging heat between the cooling water and the air. The air heated in the heater 300 is used for heating the passenger compartment.

  The cooling water that has flowed through the cylinder block 102 and the cylinder head 104 is supplied to the radiator 200, the thermostat 202, and the heater 300 through the cooling water passage 400.

  As shown in FIG. 2, an exhaust manifold 108 is connected to the engine 100 so as to communicate with an exhaust port formed in the cylinder head 104. Three-way catalysts 110 are provided at two locations on the exhaust path extending from the exhaust manifold 108 to the muffler.

  FIG. 3 is a cross-sectional view of a cylinder provided in engine 100 cut perpendicularly to the rotation axis of a crankshaft (not shown). As shown in FIG. 3, the cylinder head 104 is provided with a combustion chamber 112 formed extending from the cylinder of the cylinder block, and an intake port 120 and an exhaust port 130 communicating with the combustion chamber 112 from different directions. Yes. The intake port 120 and the exhaust port 130 are provided with an intake valve 122 and an exhaust valve 132 that open and close between the combustion chamber 112 and each port. The intake valve 122 and the exhaust valve 132 are formed so as to extend from the ports where they are provided to the inside of the combustion chamber 112.

  The exhaust port 130 has one end 134 connected to the combustion chamber 112 and the other end 136 connected to the exhaust manifold 108 attached to the cylinder head 104. The exhaust port 130 first extends from one end 134 in substantially the same direction as the direction in which the exhaust valve 132 extends, and further extends toward the other end 136 while bending in a direction away from the intake port 120. A bent portion 138 is defined at a position where the extending direction of the exhaust port 130 changes. In the exhaust port 130, the exhaust gas discharged from the combustion chamber 112 flows from one end 134 toward the other end 136.

  In the cylinder head 104, a water jacket 140 having a relatively small cross-sectional shape and a water jacket 142 having a relatively large cross-sectional shape are formed above and below the exhaust port 130, respectively. Cooling water is supplied to these water jackets from the radiator 200 in FIG.

  A valve 1000 is provided in the exhaust port 130. The valve 1000 is provided between one end 134 and the other end 136. By opening and closing the valve 1000, the flow velocity distribution of the exhaust gas flowing through the exhaust port is changed.

  The valve 1000 will be further described with reference to FIG. FIG. 4 is a view of the exhaust port 130 as viewed from the other end 136. As shown in FIG. 4, the exhaust port 130 has a substantially circular cross-sectional shape. The valve 1000 includes a valve shaft 1002 and a substantially semicircular valve body 1004 supported by the valve shaft 1002. The valve shaft 1002 is supported by the cylinder head 104 via a bearing member 1006. The valve shaft 1002 is provided so as to be rotatable about a rotation shaft 1008.

  As shown in FIG. 5, the valve body 1004 has a semicircular portion that extends from the valve shaft 1002 in a substantially semicircular shape, and a protruding portion that protrudes from the valve shaft 1002 to the opposite side of the semicircular portion. You may comprise as follows.

  FIG. 6 is a schematic diagram showing an actuator 150 for driving the valve 1000 to open and close. Referring to FIG. 6, valve 1000 is connected to an actuator 150 that uses a negative pressure generated in intake port 120 as an operating source. The actuator 150 includes a housing 154 provided with an elastic diaphragm 152, and a rod 156 that connects the diaphragm 152 and the valve shaft 1002. The rod 156 is connected to an arm portion 1010 extending vertically from the valve shaft 1002. An atmospheric pressure chamber 158 and a negative pressure chamber 160 are defined in the housing 154 with the diaphragm 152 interposed therebetween.

  The atmospheric pressure chamber 158 is formed to communicate with the outside of the housing 154. The rod 156 extends from the diaphragm 152 toward the atmospheric pressure chamber 158 and faces the valve shaft 1002. The negative pressure chamber 160 is provided with a coil spring 162 having elasticity in the direction in which the rod 156 extends. The negative pressure chamber 160 is connected to the intake port 120 via an intake passage. The actuator 150 further includes a vacuum tank 164 provided on the intake passage. A switching valve 166 and a check valve 168 are provided between the vacuum tank 164 and the negative pressure chamber 160 and between the vacuum tank 164 and the intake port 120, respectively. Switching valve 166 is controlled by ECU 500.

  The negative pressure generated in the intake port 120 is first accumulated in the vacuum tank 164. In this state, when the switching valve 166 is opened to allow communication between the vacuum tank 164 and the negative pressure chamber 160, air flows from the negative pressure chamber 160 into the vacuum tank 164 based on the negative pressure in the vacuum tank 164. Thereby, the diaphragm 152 deform | transforms against the elastic force of the coil spring 162, and moves the rod 156 to the negative pressure chamber 160 side. Further, when the switching valve 166 is closed, the vacuum tank 164 and the negative pressure chamber 160 are disconnected. Thereby, the diaphragm 152 returns to the original shape by the elastic force of the coil spring 162, and moves the rod 156 in the direction of pulling away from the negative pressure chamber 160 side.

  In the actuator 150, the rod 156 is moved by such a configuration, and the movement is converted into the rotational motion of the valve shaft 1002 to drive the valve 1000 to open and close. In addition to the actuator 150 described above, a direct current motor or a stepping motor may be directly connected to the valve shaft 1002 to constitute the actuator.

  The valve 1000 will be further described with reference to FIG. An arm portion 1010 extending vertically from the valve shaft 1002 is connected to the cylinder head 104 via a spring 1020. The spring 1020 biases the arm 1010 so that the valve 1000 is in an open state, that is, the valve body 1004 extends along the direction in which the exhaust gas flows.

  When the valve 1000 is in an open state, the arm portion 1010 contacts the switch 1030. On the other hand, as shown in FIG. 8, when the valve 1000 is in a closed state, the arm portion 1010 is separated from the switch 1030.

  When the valve 1000 is in an open state, the arm portion 1010 may be separated from the switch 1030, and when the valve 1000 is in a closed state, the arm portion 1010 may contact the switch 1030. .

  The switch 1030 detects whether the arm portion 1010 is in contact with or separated from the arm portion 1010 and transmits a signal representing the detection result to the ECU 500. ECU 500 detects whether valve 1000 is open or closed based on the signal transmitted from switch 1030. Note that a sensor different from the switch 1030 may be used to detect whether the valve 1000 is in an open state or a closed state.

  The engine 100 will be further described with reference to FIG. The amount of air taken into engine 100 is adjusted by throttle valve 502. The throttle valve opening (throttle opening) is detected by a throttle position sensor 504.

  The amount of air taken into engine 100 (intake amount) is detected by air flow meter 506. The pressure (intake pressure) of air taken into engine 100 is detected by intake pressure sensor 510. The intake pressure may be calculated from the intake air amount and the intake air temperature.

  The temperature of the cooling water that cools engine 100 is detected by water temperature sensor 512. Signals representing detection results of the air flow meter 506, the throttle position sensor 504, the intake pressure sensor 510, and the water temperature sensor 512 are input to the ECU 500.

  Further, the ECU 500 receives signals representing detection results from the accelerator position sensor 516 that detects the opening of the accelerator pedal 514, the position switch 520 that detects the position of the shift lever 518, and the vehicle speed sensor 522 that detects the vehicle speed. Is done.

  ECU 500 performs arithmetic processing based on these signals, a map and a program stored in the memory, and controls equipment mounted on the vehicle so that the vehicle is in a desired driving state. In the present embodiment, ECU 500 controls valve 1000 by controlling switching valve 166.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, the valve 1000 is opened (second mode) as shown in FIG. When the valve 1000 is open, when the exhaust gas passes through the exhaust port, heat is transferred from the exhaust gas to the cylinder head 104 of the engine 100 via the inner peripheral surface of the exhaust port. As will be described later, the transmission efficiency is small compared to the state in which the valve is closed. Therefore, the amount of heat lost by the exhaust gas can be suppressed, and the catalyst 110 can be quickly warmed up. Further, the amount of heat transmitted to cylinder head 104 can be suppressed, and the temperature increase of engine 100 can be suppressed.

  On the other hand, when the engine 100 is warmed up or when the vehicle is in a low temperature environment, the valve 1000 is closed on the inner peripheral surface side of the exhaust port 130 as shown in FIG. 11 (first mode). . When the valve 1000 is in a closed state, the exhaust gas is guided by the valve 1000, and the flow rate of the exhaust gas flowing along the inner peripheral surface of the exhaust port 130 is increased, and the cylinder head is passed through the inner peripheral surface of the exhaust port. The amount of exhaust gas that conducts heat to 104 increases. Thereby, the heat transfer rate from the exhaust gas to the cylinder head 104 can be improved as compared with the state in which the valve 1000 is opened. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  The temperature of the cooling water is detected by the water temperature sensor 512, and is estimated by the ECU 500 based on the rotational speed and load of the engine 100 while the engine 100 is warming up. In addition, about the method of estimating a cooling water, since what is necessary is just to use a general well-known technique, the detailed description is not repeated here.

  The water temperature TE estimated during the warm-up of the engine 100 increases as time passes from the start of the engine 100 as shown by a solid line in FIG. At this time, if the valve 1000 and the thermostat 202 are operating normally, the water temperature TR detected by the water temperature sensor 512 is substantially the same as the estimated water temperature TE, as indicated by a broken line in FIG.

  On the other hand, because the valve 1000 is abnormal, the valve 1000 is in an open state even during warm-up, or the water temperature is lower than a predetermined temperature because the thermostat 202 is abnormal. When cooling water is supplied to 200, the water temperature does not rise as estimated. In this case, as shown by a one-dot chain line in FIG. 12, the water temperature TR detected by the water temperature sensor 512 is lower than the estimated water temperature TE.

  In this case, even if one of the valve 1000 and the thermostat 202 is normal, it is not possible to specify which is normal and which is abnormal only from the water temperature. Therefore, in the present embodiment, ECU 500 determines whether valve 1000 is normal or abnormal by detecting the operating state of valve 1000, and based on the result, whether thermostat 202 is abnormal or not. Determine whether or not.

  With reference to FIG. 13, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECU 500 detects water temperature TR based on the signal transmitted from water temperature sensor 512. In S102, ECU 500 estimates water temperature TE based on the rotational speed of engine 100, the load, and the like.

  In S104, ECU 500 determines whether engine 100 is warming up or not. For example, when water temperature TR detected by water temperature sensor 512 is lower than a predetermined temperature, ECU 500 determines that engine 100 is warming up. If engine 100 is warming up (YES in S104), the process proceeds to S106. If not (NO in S104), this process ends.

  In S106, ECU 500 determines whether or not the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0). That is, ECU 500 determines whether or not detected water temperature TR is lower than estimated water temperature TE. If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S116.

  In S108, ECU 500 determines whether or not valve 1000 is in an open state based on the signal transmitted from switch 1030. If valve 1000 is in the open state (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S112.

  In S110, ECU 500 determines that valve 1000 is abnormal. If it is determined that the valve 1000 is abnormal, a MIL (Malfunction Indicator Lamp) (not shown) provided in a combination meter (not shown) is turned on. Thereafter, this process ends.

  In S112, ECU 500 determines that valve 1000 is normal. In S114, ECU 500 determines that thermostat 202 is abnormal. If it is determined that the thermostat 202 is abnormal, the MIL is turned on. Thereafter, this process ends. In S116, ECU 500 determines that both valve 1000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106). That is, it is determined whether or not the detected water temperature TR is lower than the estimated water temperature TE.

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 1000 and the thermostat 202 are normal (S116).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 1000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 1000 is normal or abnormal, it is determined whether or not the valve 1000 is open based on the signal transmitted from the switch 1030 (S108).

  As described above, during the warm-up of engine 100, valve 1000 is controlled so as to be closed on the inner peripheral surface side of exhaust port 130. Nevertheless, if valve 1000 is in an open state (YES in S108), it is determined that valve 1000 is abnormal (S110), and MIL is lit. Thereby, it can be specified that the valve 1000 is abnormal.

  If valve 1000 is in a closed state (NO in S108), it can be said that valve 1000 is operating as controlled. In this case, it is determined that the valve 1000 is normal (S112), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 1000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 1000 is abnormal, after the valve 1000 is repaired, the processes of S100 to S116 are executed again, so that the thermostat 202 is finally normal or abnormal. Is determined.

  That is, after the valve 1000 is repaired and on the assumption that the valve 1000 is normal, if the thermostat 202 is normal, it is determined that both the valve 1000 and the thermostat 202 are normal (S116). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls the valve provided in the exhaust port to be in a closed state (first mode) while the engine is warming up. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is greater than a predetermined deviation T (0) during engine warm-up, the valve is open (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in a closed state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

  In the present embodiment, only the valve 1000 is provided in the exhaust port. However, in addition to the valve 1000, a valve 1100 may be provided on the downstream side of the valve 1000 as shown in FIG. Good. The valve 1100 includes a valve shaft 1102 and a valve body 1104 that have the same shape as the valve shaft 1002 and the valve body 1004 of the valve 1000.

  If comprised in this way, the flow rate of the exhaust gas which was not raised by the valve | bulb 1000 can be increased, and the heat transfer rate from exhaust gas to the cylinder head 104 can be improved more.

<Second Embodiment>
A second embodiment of the present invention will be described with reference to FIGS. In the first embodiment described above, the valve provided in the exhaust port has a substantially semicircular valve body, but the shape of the valve body in the present embodiment is a ring shape. Further, fins as heat absorbing members are provided on the inner peripheral surface of the exhaust port. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 15, a valve 2000 is provided in the exhaust port 130. A fin 2100 is provided downstream of the valve 2000 along the circumferential direction of the inner peripheral surface of the exhaust port 130.

  The valve 2000 will be further described with reference to FIG. FIG. 16 is a view of the exhaust port 130 as viewed from the other end 136. The valve 2000 includes a valve shaft 2002 and a valve body 2004 supported by the valve shaft 2002. The valve shaft 2002 is supported by the cylinder head 104 via a bearing member 2006. The valve shaft 2002 is provided so as to be rotatable about the rotation shaft 2008.

  As shown in FIG. 17, the valve body 2004 has a ring shape having an opening 2010 at the center. A plurality of fins 2100 are provided on the inner peripheral surface of the exhaust port 130 at predetermined intervals along the circumferential direction.

  As shown in FIG. 17, the valve body 2004 is provided so as to overlap the fin 2100 when viewed in the direction in which the exhaust gas flows when the valve 2000 is closed. On the other hand, when the valve 2000 is closed, the opening 2010 is provided at a position shifted from the fin 2100 when viewed in the direction in which the exhaust gas flows.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, the valve 2000 is closed as shown in FIG. 18 (second mode).

  When the valve 2000 is in a closed state, the valve body 2004 is positioned so as to extend in a direction orthogonal to the direction in which the exhaust gas flows. Thereby, the flow of the exhaust gas along the inner peripheral surface of the exhaust port 130 is suppressed by the valve body 2004. On the other hand, the exhaust gas flowing out from the combustion chamber 112 passes through the opening 2010.

  Therefore, the flow rate of the exhaust gas decreases as it approaches the inner peripheral surface of the exhaust port 130. Therefore, the flow rate of the exhaust gas that transfers heat to the exhaust port 130 is reduced, and the amount of heat transferred from the exhaust gas to the cylinder head 104 is suppressed. Further, the opening 2010 is provided so as not to overlap the fin 2100 from the direction in which the exhaust gas flows. Therefore, the exhaust gas is suppressed from flowing along the fin 2100. Thereby, heat can be prevented from being transferred from the exhaust gas to the cylinder head 104 via the fins 2100. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 is quickly warmed up.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low temperature environment, valve 2000 is opened (first mode) as shown in FIG. When the valve 2000 is in an open state, the valve body 2004 is positioned so as to extend along the direction in which the exhaust gas flows. At this time, the flow of the exhaust gas is not affected by the valve 2000. Therefore, the flow velocity of the exhaust gas along the inner peripheral surface of the exhaust port 130 and the fins 2100 is larger than that in the state where the valve 2000 is closed.

  As a result, the flow rate of the exhaust gas that transfers heat to the cylinder head 104 via the inner peripheral surface of the exhaust port 130 and the fins 2100 is increased as compared with the state in which the valve 2000 is closed. Heat transfer is promoted. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  In the present embodiment, the valve 2000 is biased so as to be closed by a spring 1020. Whether the valve 2000 is open or closed is detected by the switch 1030 as in the first embodiment. Note that a sensor different from the switch 1030 may be used to detect whether the valve 2000 is in an open state or a closed state.

  Referring to FIG. 20, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S200, ECU 500 determines whether or not valve 2000 is closed based on the signal transmitted from switch 1030. If valve 2000 is in the closed state (YES in S200), the process proceeds to S202. If not (NO in S200), the process proceeds to S204.

  In S202, ECU 500 determines that valve 2000 is abnormal. When it is determined that the valve 2000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S204, ECU 500 determines that valve 2000 is normal. In S206, ECU 500 determines that both valve 2000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 2000 and the thermostat 202 are normal (S206).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 2000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 2000 is normal or abnormal, it is determined whether or not the valve 2000 is closed based on the signal transmitted from the switch 1030 (S200).

  As described above, valve 2000 is controlled to be in an open state while engine 100 is warmed up. Nevertheless, if valve 2000 is in a closed state (YES in S200), it is determined that valve 2000 is abnormal (S202), and MIL is turned on. Thereby, it can be specified that the valve 2000 is abnormal.

  When valve 2000 is in an open state (NO in S200), it can be said that valve 2000 is operating as controlled. In this case, it is determined that the valve 2000 is normal (S204), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 2000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 2000 is abnormal, after the valve 2000 is repaired, the processes of S100 to S106, S114, and S200 to S206 are executed again, and finally the thermostat 202 is normal. It is determined whether it is present or abnormal.

  That is, after the repair of the valve 2000 and on the assumption that the valve 2000 is normal, if the thermostat 202 is normal, it is determined that both the valve 2000 and the thermostat 202 are normal (S206). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls the ring-shaped valve provided in the exhaust port to be in an open state (first mode) while the engine is warming up. To do. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in an open state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Third Embodiment>
A third embodiment of the present invention will be described with reference to FIGS. In the first embodiment described above, the valve provided in the exhaust port has a substantially semicircular valve body, but the shape of the valve body in the present embodiment is substantially circular. A gas guide pipe having a cylindrical shape is provided in the exhaust port. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 21, a valve 3000 is provided in the exhaust port 130. A gas guide pipe 3100 having a cylindrical shape is provided in the exhaust port 130. The gas guide pipe 3100 is provided so as to extend in the direction in which the exhaust gas flows. A valve 3000 is provided on the inner side in the radial direction from the inner peripheral surface of the gas guide tube 3100.

  The valve 3000 will be further described with reference to FIG. FIG. 22 is a view of the exhaust port 130 as viewed from the other end 136. The valve 3000 includes a valve shaft 3002 and a valve body 3004 supported by the valve shaft 3002. The valve shaft 3002 is supported by the cylinder head 104 via a bearing member 3006. The valve shaft 3002 is provided so as to be rotatable about the rotation shaft 3008. As shown in FIG. 22, the outer diameter of the valve body 3004 and the inner diameter of the gas guide pipe 3100 are formed so as to substantially match.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, the valve 3000 is opened (second mode) as shown in FIG.

  When the valve 3000 is in an open state, the valve body 3004 is positioned so as to extend along the direction in which the exhaust gas flows. At this time, the flow of exhaust gas is not affected by the valve 3000. For this reason, the exhaust gas flows in both the inner space in the radial direction from the inner peripheral surface of the gas guide tube 3100 and the space between the outer peripheral surface of the gas guide tube 3100 and the inner peripheral surface of the exhaust port 130. Therefore, as will be described later, it flows along the space between the outer peripheral surface of the gas guide tube 3100 and the inner peripheral surface of the exhaust port 130, that is, along the inner peripheral surface of the exhaust port 130, as compared to a state in which the valve 3000 is closed. The flow rate of exhaust gas is reduced. Therefore, the flow rate of the exhaust gas that transfers heat to the cylinder head 104 is not promoted, and the heat transfer to the cylinder head 104 is not promoted. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of the cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 is quickly warmed up.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low temperature environment, as shown in FIG. 24, valve 3000 is closed on the inner peripheral surface side of exhaust port 130 (first mode). .

  When the valve 3000 is in a closed state, the valve body 3004 is positioned so as to be perpendicular to the direction in which the exhaust gas flows. At this time, the flow of exhaust gas is blocked by the valve 3000. Therefore, the exhaust gas is prevented from flowing into the inner space in the radial direction with respect to the inner peripheral surface of the gas guide tube 3100, and the space between the outer peripheral surface of the gas guide tube 3100 and the inner peripheral surface of the exhaust port 130 is correspondingly reduced. The flow rate of the exhaust gas flowing through the gas increases.

  As a result, the flow rate of the exhaust gas that transfers heat to the cylinder head 104 via the inner peripheral surface of the exhaust port 130 is increased compared to the state in which the valve 3000 is opened, and heat transfer from the exhaust gas to the cylinder head 104 is increased. Promoted. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  In the present embodiment, the valve 3000 is biased so as to be opened by a spring 1020. Also, whether the valve 3000 is open or closed is detected by the switch 1030 as in the first embodiment. Note that a sensor different from the switch 1030 may be used to detect whether the valve 3000 is in an open state or a closed state.

  With reference to FIG. 25, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S300, ECU 500 determines whether or not valve 3000 is in an open state based on a signal transmitted from switch 1030. If valve 3000 is in the open state (YES in S300), the process proceeds to S302. If not (NO in S300), the process proceeds to S304.

  In S302, ECU 500 determines that valve 3000 is abnormal. When it is determined that the valve 3000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S304, ECU 500 determines that valve 3000 is normal. In S306, ECU 500 determines that both valve 3000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 3000 and the thermostat 202 are normal (S306).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 3000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 3000 is normal or abnormal, it is determined whether or not the valve 3000 is open based on the signal transmitted from the switch 1030 (S300).

  As described above, during the warm-up of engine 100, valve 3000 is controlled to be in a closed state. Nevertheless, if valve 3000 is in the open state (YES in S300), it is determined that valve 3000 is abnormal (S302), and MIL is turned on. Thereby, it can be specified that the valve 3000 is abnormal.

  If valve 3000 is in a closed state (NO in S300), it can be said that valve 3000 is operating as controlled. In this case, it is determined that the valve 3000 is normal (S304), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 3000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 3000 is abnormal, after the valve 3000 is repaired, the processes of S100 to S106, S114, and S300 to S306 are executed again, and finally the thermostat 202 is normal. It is determined whether it is present or abnormal.

  That is, after the valve 3000 is repaired and on the assumption that the valve 3000 is normal, if the thermostat 202 is normal, it is determined that both the valve 3000 and the thermostat 202 are normal (S306). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment causes the substantially circular valve provided in the exhaust port to be in a closed state (first mode) while the engine is warming up. Control. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is greater than a predetermined deviation T (0) during engine warm-up, the valve is open (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in a closed state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

  26, the outer peripheral surface of the gas guide tube 3100 and the inner peripheral surface of the port 130 may be connected by fins 3200. In this case, as shown in FIG. 27, a plurality of fins 3200 are provided at predetermined intervals along the inner peripheral surface of exhaust port 130. With this configuration, the heat transfer rate from the exhaust gas to the cylinder head 104 can be improved by the fins 3200.

<Fourth embodiment>
With reference to FIGS. 28 to 34, a fourth embodiment of the present invention will be described. In the first embodiment described above, the valve provided in the exhaust port has a substantially semicircular valve body, but the shape of the valve body in the present embodiment is a ring shape. In the exhaust port, a gas guide pipe having a cylindrical shape is provided on the downstream side of the valve. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 28, a valve 4000 is provided in the exhaust port 130. A gas guide pipe 4100 having a cylindrical shape is provided downstream of the valve 4000. The gas guide pipe 4100 is provided so as to extend in the direction in which the exhaust gas flows.

  The valve 4000 will be further described with reference to FIG. FIG. 29 is a view of the exhaust port 130 as viewed from the other end 136. The valve 4000 includes a valve shaft 4002 and a valve body 4004 supported by the valve shaft 4002. The valve shaft 4002 is supported by the cylinder head 104 via a bearing member 4006. The valve shaft 4002 is provided so as to be rotatable about a rotation shaft 4008.

  As shown in FIG. 29, the valve body 4004 has a ring shape having an opening 4010 at the center. The opening 4010 is provided so that its diameter substantially matches the inner diameter of the gas guide tube 4100. The diameter of the opening 4010 may be smaller than the inner diameter of the gas guide tube 4100.

  For example, when the catalyst 110 is warmed up immediately after the start of the engine 100 or after the engine 100 is warmed up, the valve 4000 is closed (second mode) as shown in FIG.

  When the valve 4000 is in a closed state, the valve body 4004 is positioned so as to extend in a direction orthogonal to the direction in which the exhaust gas flows. Thereby, the flow of the exhaust gas along the inner peripheral surface of the exhaust port 130 is suppressed by the valve body 4004. On the other hand, the exhaust gas that has flowed out of the combustion chamber 112 passes through the opening 4010 and passes through the inner space in the radial direction with respect to the inner peripheral surface of the gas guide pipe 4100.

  Therefore, the flow velocity of the exhaust gas flowing along the inner peripheral surface of the exhaust port 130 is reduced. Therefore, the flow rate of the exhaust gas that transfers heat to the exhaust port 130 is reduced, and the amount of heat transferred from the exhaust gas to the cylinder head 104 is suppressed. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 is quickly warmed up.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low-temperature environment, valve 4000 is opened (first mode), as shown in FIG. When the valve 4000 is in an open state, the valve body 4004 is positioned so as to extend along the direction in which the exhaust gas flows. At this time, the flow of exhaust gas is not affected by the valve 4000. Therefore, the exhaust gas flows in a space between the outer peripheral surface of the gas guide tube 4100 and the inner peripheral surface of the exhaust port 130 in addition to the inner space in the radial direction from the inner peripheral surface of the gas guide tube 4100. Therefore, the flow rate of the exhaust gas along the inner peripheral surface of the exhaust port 130 becomes larger than that in the state where the valve 4000 is closed.

  As a result, the flow rate of the exhaust gas that transfers heat to the cylinder head 104 via the inner peripheral surface of the exhaust port 130 is increased compared to the state in which the valve 4000 is closed, and the heat transfer from the exhaust gas to the cylinder head 104 is suppressed. Is canceled. Therefore, suppression of the temperature rise of engine 100 can be stopped and the temperature of the cooling water can be quickly raised. As a result, the heating performance of the heater 300 can be ensured.

  In the present embodiment, the valve 4000 is urged so as to be closed by a spring 1020. Whether the valve 4000 is in an open state or a closed state is detected by the switch 1030 as in the first embodiment described above. Note that a sensor different from the switch 1030 may be used to detect whether the valve 4000 is in an open state or a closed state.

  With reference to FIG. 32, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S400, ECU 500 determines whether or not valve 4000 is in a closed state based on the signal transmitted from switch 1030. If valve 4000 is in a closed state (YES in S400), the process proceeds to S402. If not (NO in S400), the process proceeds to S404.

  In S402, ECU 500 determines that valve 4000 is abnormal. When it is determined that the valve 4000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S404, ECU 500 determines that valve 4000 is normal. In S406, ECU 500 determines that both valve 4000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 4000 and the thermostat 202 are normal (S406).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 4000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 4000 is normal or abnormal, whether or not the valve 4000 is in a closed state is determined based on the signal transmitted from the switch 1030 (S400).

  As described above, during the warm-up of engine 100, valve 4000 is controlled to be in an open state. Nevertheless, if valve 4000 is in a closed state (YES in S400), it is determined that valve 4000 is abnormal (S402), and MIL is turned on. Thereby, it can identify that valve 4000 is abnormal.

  When valve 4000 is in an open state (NO in S400), it can be said that valve 4000 is operating as controlled. In this case, it is determined that the valve 4000 is normal (S404), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 4000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 4000 is abnormal, after the valve 4000 is repaired, the processes of S100 to S106, S114, and S400 to S406 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the valve 4000 is repaired and the thermostat 202 is normal on the assumption that the valve 4000 is normal, it is determined that both the valve 4000 and the thermostat 202 are normal (S406). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls the ring-shaped valve provided in the exhaust port to be in an open state (first mode) while the engine is warming up. To do. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in an open state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

  As shown in FIG. 33, the outer peripheral surface of the gas guide tube 3100 and the inner peripheral surface of the port 130 may be connected by fins 4200. In this case, as shown in FIG. 34, a plurality of fins 4200 are provided at predetermined intervals along the inner peripheral surface of exhaust port 130. With this configuration, the heat transfer rate from the exhaust gas to the cylinder head 104 can be improved by the fins 4200.

<Fifth embodiment>
A fifth embodiment of the present invention will be described with reference to FIGS. In the first embodiment described above, the valve provided in the exhaust port has a substantially semicircular valve body, but the shape of the valve body in the present embodiment is substantially circular. A heat insulating member is provided on the upper surface of the exhaust port on the downstream side of the valve. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 35, a valve 5000 is provided in the exhaust port 130. A heat insulating member 5100 is provided on the upper part of the inner peripheral surface of the exhaust port 130 (upper surface of the exhaust port 130) downstream of the valve 5000. The material of the heat insulating member 5100 is, for example, ceramic.

  The valve 5000 will be further described with reference to FIG. FIG. 36 is a view of the exhaust port 130 as seen from the other end 136. The valve 5000 includes a valve shaft 5002 and a substantially circular valve body 5004 supported by the valve shaft 5002. The shape of the valve body 5004 is not limited to a substantially circular shape, and may be a part of a circular shape. The valve shaft 5002 is supported by the cylinder head 104 via a bearing member 5006. The valve shaft 5002 is provided to be rotatable about a rotation shaft 5008.

  On the upper surface of the exhaust port 130, a heat insulating member 5100 is provided on a part of the inner peripheral surface along the inner peripheral surface of the exhaust port 130. Note that a heat insulating member 5100 may be provided on the lower surface of the exhaust port 130.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, as shown in FIG. 37, the valve 5000 is closed to the heat insulating member 5100 side (second mode). ).

  When the valve 5000 is in a closed state, the exhaust gas is guided by the valve 5000, and the amount of exhaust gas flowing along the heat insulating member 5100 out of the exhaust gas flowing through the exhaust port 130 increases. Therefore, the amount of exhaust gas flowing along the lower surface of the exhaust port 130 where the heat insulating member 5100 is not provided is relatively reduced, and the amount of heat transmitted to the cylinder head 104 is reduced. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 can be warmed up quickly.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low temperature environment, valve 5000 is opened (first mode) as shown in FIG. When the valve 5000 is in an open state, the valve body 5004 is positioned so as to extend along the direction in which the exhaust gas flows. At this time, the flow of exhaust gas is not affected by the valve 5000. As a result, the amount of exhaust gas flowing along the lower surface of the exhaust port 130 where the heat insulating member 5100 is not provided is larger than when the valve 5000 is closed, and heat transfer from the exhaust gas to the cylinder head 104 is suppressed. Is canceled. Therefore, suppression of the temperature rise of engine 100 can be stopped and the temperature of the cooling water can be quickly raised. As a result, the heating performance of the heater 300 can be ensured.

  In the present embodiment, the valve 5000 is urged by the spring 1020 so as to be closed to the heat insulating member 5100 side. Whether the valve 5000 is open or closed is detected by the switch 1030 as in the first embodiment. Note that a sensor different from the switch 1030 may be used to detect whether the valve 5000 is open or closed.

  With reference to FIG. 39, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S500, ECU 500 determines whether or not valve 5000 is in the closed state on the heat insulating member 5100 side based on the signal transmitted from switch 1030. If valve 5000 is in a closed state (YES in S500), the process proceeds to S502. If not (NO in S500), the process proceeds to S504.

  In S502, ECU 500 determines that valve 5000 is abnormal. If it is determined that the valve 5000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S504, ECU 500 determines that valve 5000 is normal. In S506, ECU 500 determines that both valve 5000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 5000 and the thermostat 202 are normal (S506).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 5000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 5000 is normal or abnormal, it is determined based on the signal transmitted from the switch 1030 whether or not the valve 5000 is closed to the heat insulating member 5100 side. (S500).

  As described above, the valve 5000 is controlled to be in an open state while the engine 100 is warmed up. Nevertheless, if valve 5000 is closed to heat insulating member 5100 (YES in S500), it is determined that valve 5000 is abnormal (S502), and MIL is turned on. Thereby, it can be specified that the valve 5000 is abnormal.

  When valve 5000 is in an open state (NO in S500), it can be said that valve 5000 is operating as controlled. In this case, it is determined that the valve 5000 is normal (S504), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  Note that when it is determined that the valve 5000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 5000 is abnormal, after the valve 5000 is repaired, the processes of S100 to S106, S114, and S500 to S506 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the repair of the valve 5000 and on the assumption that the valve 5000 is normal, if the thermostat 202 is normal, it is determined that both the valve 5000 and the thermostat 202 are normal (S506). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment is in a state where the substantially circular valve provided in the exhaust port is open (first mode) while the engine is warming up. Control. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed to the heat insulating member ( In the second mode, the ECU determines that the valve is abnormal. On the other hand, if the valve is in an open state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Sixth Embodiment>
The sixth embodiment of the present invention will be described with reference to FIGS. This embodiment is different from the fifth embodiment described above in that the heat insulating member is provided on the lower surface of the exhaust port and the fin is provided on the upper surface of the exhaust port. Other structures are the same as those in the fifth embodiment described above. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 40, a heat insulating member 5100 is provided on the lower surface of the exhaust port 130. Fins 6000 are provided on the inner peripheral surface opposite to the heat insulating member 5100, that is, on the upper surface of the exhaust port 130 so as to follow the flow direction of the exhaust gas. Note that the arrangement of the heat insulating member 5100 and the fins 6000 is not limited to this, and the heat insulating member 5100 may be provided on the upper surface of the exhaust port 130 and the fin 6000 may be provided on the lower surface of the exhaust port 130.

  The fin 6000 will be further described with reference to FIG. FIG. 41 is a view of the exhaust port 130 as viewed from the other end 136. As shown in FIG. 41, a plurality of fins 6000 are provided on a part of the upper surface of the exhaust port 130 with a predetermined interval along the inner peripheral surface of the exhaust port 130. A heat insulating member 5100 is provided on a part of the lower surface of the exhaust port 130 along the inner peripheral surface of the exhaust port 130.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, as shown in FIG. 42, the valve 5000 is closed to the heat insulating member 5100 side (second mode). ).

  When the valve 5000 is closed to the heat insulating member 5100 side, the exhaust gas is guided by the valve 5000, and the amount of exhaust gas flowing along the heat insulating member 5100 out of the exhaust gas flowing through the exhaust port 130 increases. Therefore, the amount of exhaust gas flowing along the upper surface of the exhaust port 130 where the heat insulating member 5100 is not provided is relatively reduced, and the amount of heat transmitted to the cylinder head 104 is reduced. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 can be warmed up quickly.

  On the other hand, when the engine 100 is warmed up or when the vehicle is in a low temperature environment, the valve 5000 is opened as shown in FIG. 43, or the valve 5000 is closed to the fin 6000 side as shown in FIG. (First mode).

  When the valve 5000 is opened, the valve body 5004 is positioned so as to extend along the direction in which the exhaust gas flows. At this time, the flow of exhaust gas is not affected by the valve 5000. As a result, the amount of exhaust gas flowing along the lower surface of the exhaust port 130 where the heat insulating member 5100 is not provided is larger than when the valve 5000 is closed on the heat insulating member side, and the exhaust gas flows into the cylinder head 104. Suppression of heat transfer is discontinued. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  Further, when the valve 5000 is closed to the fin 6000 side, the exhaust gas is guided by the valve 5000, and the flow velocity of the exhaust gas flowing along the fin 6000 increases. As a result, the flow rate of the exhaust gas flowing along the fins 6000 increases compared to when the valve 5000 is closed to the heat insulating member. Therefore, the amount of heat transmitted to the cylinder head 104 via the fins 6000 can be promoted. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  In the present embodiment, the valve 5000 is urged by the spring 1020 so as to be closed to the heat insulating member 5100 side. Whether the valve 5000 is open or closed on the fin 6000 side or the heat insulating member 5100 side is detected by the switch 1030 as in the first embodiment. Note that a sensor different from the switch 1030 may be used to detect whether the valve 5000 is open or closed.

  With reference to FIG. 45, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S600, ECU 500 determines whether or not valve 5000 is closed to heat insulating member 5100 based on the signal transmitted from switch 1030. If valve 5000 is closed to heat insulating member 5100 (YES in S600), the process proceeds to S602. If not (NO in S600), the process proceeds to S604.

  In S602, ECU 500 determines that valve 5000 is abnormal. If it is determined that the valve 5000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S604, ECU 500 determines that valve 5000 is normal. In S606, ECU 500 determines that both valve 5000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 5000 and the thermostat 202 are normal (S606).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 5000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 5000 is normal or abnormal, it is determined based on the signal transmitted from the switch 1030 whether or not the valve 5000 is closed to the heat insulating member 5100 side. (S600).

  As described above, during warm-up of engine 100, valve 5000 is controlled to be in an open state or a closed state on fin 6000 side. Nevertheless, if valve 5000 is closed to heat insulation member 5100 (YES in S600), it is determined that valve 5000 is abnormal (S602), and MIL is turned on. Thereby, it can be specified that the valve 5000 is abnormal.

  When valve 5000 is open or closed to fin 6000 (NO in S600), it can be said that valve 5000 is operating as controlled. In this case, it is determined that the valve 5000 is normal (S604), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  Note that when it is determined that the valve 5000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 5000 is abnormal, after the valve 5000 is repaired, the processes of S100 to S106, S114, and S600 to S606 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the repair of the valve 5000 and on the assumption that the valve 5000 is normal, if the thermostat 202 is normal, it is determined that both the valve 5000 and the thermostat 202 are normal (S606). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature control device according to the present embodiment allows the substantially circular valve provided in the exhaust port to be open or closed to the fin side during the warm-up of the engine (the first side Mode). When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed to the heat insulating member ( In the second mode, the ECU determines that the valve is abnormal. On the other hand, if the valve is open or closed to the fin side (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Seventh embodiment>
A seventh embodiment of the present invention will be described with reference to FIGS. In the first to sixth embodiments described above, the temperature of the engine is adjusted by opening and closing a valve provided in the exhaust port. In this embodiment, the exhaust port is not provided with a valve for changing the flow velocity distribution of the exhaust gas, and the temperature of the engine is adjusted by opening and closing the valve provided in the oil passage of the cylinder head. To do. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  FIG. 46 shows a cross-sectional view of the cylinder head 104 cut perpendicular to the exhaust port 130. As shown in FIG. 46, the cylinder head 104 is provided with a pair of exhaust ports 130 for one cylinder. The number of exhaust ports is not limited to this.

  Oil is supplied to the cylinder head 104 from an oil pump 7000. An oil passage 7002 into which the oil flows is provided so as to pass between a pair of adjacent exhaust ports 130. The oil flows from the bottom to the top of the cylinder head 104 and returns to the oil pan (not shown) from the top of the cylinder head 104. A weir 7004 is provided at the outlet of the oil passage 7002 so as to surround the outlet of the oil passage 7002 in order to prevent the peripheral oil and the oil flowing out from the oil passage 7002 from flowing back into the oil passage 7002.

  The oil passage 7002 is provided with a valve 7006 that controls the inflow of oil into the oil passage 7002. Valve 7006 operates based on an output signal from ECU 500. The valve 7006 is a spool valve that operates by energizing a solenoid. The valve 7006 may be a valve other than the spool valve.

  An outflow passage 7008 is connected to the oil passage 7002 on the downstream side of the valve 7006. The oil remaining in the oil passage 7002 flows out of the oil passage 7002 from the outflow passage 7008 and is returned to the oil pan. The amount of oil flowing out from the outflow passage 7008 is smaller than the amount of oil flowing into the oil passage 7002.

  In addition to forming the oil passage 7002 so as to pass between a pair of adjacent exhaust ports, an oil passage 7010 may be formed so as to cross the exhaust port 130 as shown in FIG.

  The valve 7006 will be further described with reference to FIG. The valve 7006 is provided with a switch 7100 that comes into contact with the tip of the spool when the spool is in the state shown in the lower side in FIG. When the spool is in the state shown on the lower side in FIG. 48, the valve 7006 is opened, and oil is supplied to the oil passage 7002.

  Further, the valve 7006 is provided with a spring 7200 for biasing the spool so as to be in the state shown in the upper side in FIG. When the valve 7006 is not energized, the spool of the valve 7006 is in the state shown on the upper side in FIG. 48 due to the urging force of the spring 7200. In this case, the spool is separated from the switch 7100. When the spool is in the state shown in the upper side in FIG. 48, the valve 7006 is closed, the oil is blocked by the spool, and the supply of oil to the oil passage 7002 is suppressed. That is, the valve 7006 is a normally closed type valve.

  The switch 7100 detects the position of the spool, that is, whether the valve 7006 is in an open state or a closed state, and transmits a signal representing the detection result to the ECU 500. Note that a sensor different from the switch 7100 may be used to detect whether the valve 7006 is in an open state or a closed state.

  For example, when the catalyst 110 is warmed up immediately after the engine 100 is started or after the engine 100 is warmed up, the valve 7006 is closed (second mode). When the valve 7006 is closed, no oil is supplied to the oil passage 7002, and the oil remaining in the oil passage 7002 flows out from the outflow passage 7008. Thereby, the amount of heat transferred from exhaust gas to engine 100 via oil can be suppressed. Further, when the oil passage 7002 is filled with air instead of oil, the heat transfer rate is suppressed, and the amount of heat transferred from the exhaust gas to the cylinder head 104 can be suppressed. Therefore, the temperature rise of engine 100 can be suppressed by suppressing the temperature rise of cooling water. Further, since the amount of heat lost by the exhaust gas is suppressed, the catalyst 110 can be warmed up quickly.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low temperature environment, valve 7006 is opened (first mode). When the valve 7006 is in an open state, the oil pumped from the oil pump 7000 flows into the oil passage 7002. At this time, the amount of oil flowing out from the outflow passage 7008 is smaller than the amount of oil flowing into the oil passage 7002. Therefore, the oil flows from the lower side to the upper side of the cylinder head 104 through the oil passage 7002 and flows out to the upper part of the cylinder head 104.

Thereby, the amount of oil that can receive heat from the exhaust gas can be increased, and the amount of heat transferred from the exhaust gas to the oil can be increased. The heat transferred to the oil is transferred to the engine 100 as the oil circulates in the engine 100, and is finally transferred to the cooling water that cools the engine 100. Therefore, the temperature increase of engine 100 can be promoted, and the temperature of the cooling water can be quickly increased. As a result, the heating performance of the heater 300 can be ensured.

  Referring to FIG. 49, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S700, ECU 500 determines whether or not valve 7006 is closed based on the signal transmitted from switch 7100. If valve 7006 is in a closed state (YES in S700), the process proceeds to S702. If not (NO in S700), the process proceeds to S704.

  In S702, ECU 500 determines that valve 7006 is abnormal. If it is determined that the valve 7006 is abnormal, the MIL is turned on. Thereafter, this process ends. In S704, ECU 500 determines that valve 7006 is normal. In S706, ECU 500 determines that both valve 7006 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 7006 and the thermostat 202 are normal (S706).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 7006 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 7006 is normal or abnormal, it is determined based on the signal transmitted from the switch 7100 whether or not the valve 7006 is closed (S700).

  As described above, the valve 7006 is controlled to be in an open state while the engine 100 is warmed up. Nevertheless, if valve 7006 is in a closed state (YES in S700), it is determined that valve 7006 is abnormal (S702), and MIL is turned on. Thereby, it can be specified that the valve 7006 is abnormal.

  When valve 7006 is in an open state (NO in S700), it can be said that valve 7006 is operating as controlled. In this case, it is determined that the valve 7006 is normal (S704), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 7006 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 7006 is abnormal, after the valve 7006 is repaired, the processes of S100 to S106, S114 and S700 to S706 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the valve 7006 is repaired and on the assumption that the valve 7006 is normal, if the thermostat 202 is normal, it is determined that both the valve 7006 and the thermostat 202 are normal (S706). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls the valve provided in the oil passage to be in an open state (first mode) while the engine is warming up. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in an open state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

  50, a three-way valve 7012 may be used instead of the valve 7006. As shown in FIG. 50, when oil flows into the oil passage 7002, the outflow passage 7008 is blocked from the oil passage 7002 by the three-way valve 7012. On the other hand, as shown in FIG. 51, when the oil passage 7002 and the outflow passage 7008 are communicated by the three-way valve 7012, no oil flows into the oil passage 7002.

<Eighth Embodiment>
With reference to FIGS. 52 to 54, an eighth embodiment of the present invention will be described. In the first to sixth embodiments described above, the temperature of the engine is adjusted by opening and closing a valve provided in the exhaust port. In the present embodiment, the exhaust port is not provided with a valve for changing the flow velocity distribution of the exhaust gas, but is provided with a valve provided on a flow path provided so that the cooling water flows out from the cylinder block. The engine temperature is adjusted by opening and closing. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 52, the cooling water passage 400 is provided with a valve 8000. The cooling water passage 400 includes a first flow path 8002 through which cooling water flowing through the cylinder block 102 and the cylinder head 104 flows out, and a second flow path 8004 through which cooling water flowing through the cylinder block 102 flows out. Including.

  The valve 8000 is provided for the second flow path 8004 of the cooling water passage 400. Valve 8000 is controlled based on a control signal transmitted from ECU 500. The valve 8000 may be any type of valve.

  When the valve 8000 is controlled to be in the open state, the cooling water flowing through the cylinder block 102 flows out to the second flow path 8004. When the valve 8000 is controlled to be closed, the cooling water does not flow into the second flow path 8004.

  The valve 8000 will be further described with reference to FIG. The valve 8000 is provided with a switch 8100 that comes into contact with the tip of the spool when the spool is in the state shown in the lower side in FIG. When the spool is in the state shown on the lower side in FIG. 53, the valve 8000 is opened.

  Further, the valve 8000 is provided with a spring 8200 for biasing the spool so as to be in the state shown in the upper side in FIG. When the valve 8000 is not energized, the spool of the valve 8000 is in the state shown on the upper side in FIG. 53 by the urging force of the spring 8200. In this case, the spool is separated from the switch 8100. When the spool is in the state shown on the upper side in FIG. 53, the valve 8000 is closed. That is, the valve 8000 is a normally closed type valve.

  Switch 8100 detects the position of the spool, that is, whether valve 8000 is open or closed, and transmits a signal representing the detection result to ECU 500. Note that a sensor different from the switch 8100 may be used to detect whether the valve 8000 is in an open state or a closed state.

  For example, after engine 100 is warmed up, valve 8000 is closed (second mode). When the valve 8000 is closed, the cooling water supplied to the engine 100 flows through the cylinder block 102 and the cylinder head 104 and flows out to the first flow path 8002. Therefore, engine 100 can be cooled as a whole. Therefore, the temperature increase of engine 100 can be suppressed.

  On the other hand, when engine 100 is warmed up, valve 8000 is opened (first mode). When the valve 8000 is in an open state, the cooling water flowing through the cylinder block 102 flows out to the second flow path 8004. In this case, the cooling water flows through the cylinder block 102 without flowing through the cylinder head 104 and flows out to the second flow path 8004. Therefore, the flow path resistance is reduced by the amount not flowing through the cylinder head 104, and the pressure loss due to the flow path resistance is suppressed. As a result, the flow rate of the cooling water increases, and the amount of heat transferred from the cylinder block 102 to the cooling water can be increased. Therefore, the temperature of the cooling water can be quickly raised to promote the temperature rise of engine 100. As a result, the heating performance of the heater 300 can be ensured.

  Referring to FIG. 54, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S800, ECU 500 determines whether or not valve 8000 is in a closed state based on the signal transmitted from switch 8100. If valve 8000 is in a closed state (YES in S800), the process proceeds to S802. If not (NO in S800), the process proceeds to S804.

  In S802, ECU 500 determines that valve 8000 is abnormal. When it is determined that the valve 8000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S804, ECU 500 determines that valve 8000 is normal. In S806, ECU 500 determines that both valve 8000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 8000 and the thermostat 202 are normal (S806).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 8000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 8000 is normal or abnormal, it is determined based on the signal transmitted from the switch 8100 whether or not the valve 8000 is closed (S800).

  As described above, valve 8000 is controlled to be in an open state while engine 100 is warmed up. Nevertheless, if valve 8000 is closed (YES in S800), it is determined that valve 8000 is abnormal (S802), and MIL is turned on. Thereby, it can identify that valve 8000 is abnormal.

  When valve 8000 is in an open state (NO in S800), it can be said that valve 8000 is operating as controlled. In this case, it is determined that the valve 8000 is normal (S804), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 8000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 8000 is abnormal, after the valve 8000 is repaired, the processes of S100 to S106, S114, and S800 to S806 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the valve 8000 is repaired and on the assumption that the valve 8000 is normal, if the thermostat 202 is normal, it is determined that both the valve 8000 and the thermostat 202 are normal (S806). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment is in a state (first mode) in which the valve provided for the second flow path is open during engine warm-up. Control. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the valve is closed (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in an open state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Ninth embodiment>
The ninth embodiment of the present invention will be described with reference to FIGS. In the first to sixth embodiments described above, the temperature of the engine is adjusted by opening and closing a valve provided in the exhaust port. In the present embodiment, the exhaust port is not provided with a valve for changing the flow velocity distribution of the exhaust gas. By changing the position of the spacer provided in the water jacket of the cylinder block, Adjust the temperature. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 55, a description will be given of an engine 100 of a vehicle on which the temperature adjustment device according to the present embodiment is mounted. In the present embodiment, engine 100 will be described as a V-type engine. Engine 100 is not limited to a V-type engine.

  As shown in FIG. 55, the cylinder block 102 is formed with a water jacket 9000 through which cooling water flows. A water jacket spacer 9100 is provided in the water jacket 9000 so as to be movable in the water jacket 9000.

  Water jacket spacer 9100 is moved by actuator 9200. Water jacket spacer 9100 and actuator 9200 are connected by rod 9202. In the present embodiment, the water jacket spacer 9100 is divided into two. The water jacket spacer 9100 is not limited to the one divided into two, and may be divided into a plurality of three or more. Alternatively, the water jacket spacer 9100 may be formed using a flexible member, and the water jacket spacer 9100 may be integrally formed.

  The water jacket spacer 9100 is moved by the actuator 9200 between a position close to the cylinder 9300 and a position separated from the cylinder 9300. Actuator 9200 may be a hydraulic cylinder or a motor. Further, the actuator 9200 may be built in the cylinder block 102.

  In the present embodiment, the water jacket spacer 9100 is moved between a first position separated from the cylinder 9300 and a second position close to the cylinder 9300. The position of the water jacket spacer 9100 is detected by the stroke sensor 9210 detecting the amount of movement of the rod 9202. A signal representing the detection result of stroke sensor 9210 is transmitted to ECU 500.

  The AA cross section in FIG. 55 is shown in FIG. For example, when engine 100 is warmed up or when the vehicle is in a low temperature environment, as shown in FIG. 56, water jacket spacer 9100 is moved to the first position separated from cylinder 9300 (first mode).

  When the water jacket spacer 9100 is in the first position separated from the cylinder 9300, the gap between the inner wall 9002 of the water jacket 9000 and the water jacket spacer 9100 becomes large. Therefore, the flow rate of the cooling water flowing in the gap between the inner wall 9002 of the water jacket 9000 and the water jacket spacer 9100 increases. Therefore, heat transfer from the bore wall 9302 to the cooling water is promoted. Therefore, the temperature of the cooling water can be quickly raised to promote the temperature rise of engine 100. As a result, the heating performance of the heater 300 can be ensured.

  On the other hand, after the engine 100 is warmed up, as shown in FIG. 57, the water jacket spacer 9100 is moved to the second position close to the cylinder 9300 (second mode).

  When the water jacket spacer 9100 is in the second position close to the cylinder 9300, the gap between the inner wall 9002 of the water jacket 9000 and the water jacket spacer 9100 is reduced. Therefore, the flow rate of the cooling water flowing in the gap between the inner wall 9002 of the water jacket 9000 and the water jacket spacer 9100 is reduced. Heat transfer to the cooling water flowing on the opposite side of the cylinder 9300 with respect to the water jacket spacer 9100 is blocked by the water jacket spacer 9100. That is, the water jacket spacer 9100 functions as a heat insulating member. Accordingly, heat transfer from the bore wall 9302 to the cooling water is suppressed. Therefore, the temperature increase of engine 100 can be suppressed.

  Referring to FIG. 58, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S900, ECU 500 determines whether or not water jacket spacer 9100 is at the position on the cylinder 9300 side, that is, the second position close to cylinder 9300, based on the signal transmitted from stroke sensor 9210. If water jacket spacer 9100 is in the second position (YES in S200), the process proceeds to S902. If not (NO in S200), the process proceeds to S904.

  In S902, ECU 500 determines that water jacket spacer 9100 is abnormal. If it is determined that the water jacket spacer 9100 is abnormal, the MIL is turned on. Thereafter, this process ends. In S904, ECU 500 determines that water jacket spacer 9100 is normal. In S906, ECU 500 determines that both water jacket spacer 9100 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the water jacket spacer 9100 and the thermostat 202 are normal (S906).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the water jacket spacer 9100 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the water jacket spacer 9100 is normal or abnormal, the water jacket spacer 9100 is in the second position close to the cylinder 9300 based on the signal transmitted from the stroke sensor 9210. Is determined (S900).

  As described above, during the warm-up of engine 100, water jacket spacer 9100 is moved to the first position that is separated from cylinder 9300. Nevertheless, if water jacket spacer 9100 is in the second position (YES in S900), it is determined that water jacket spacer 9100 is abnormal (S902), and MIL is turned on. Thereby, it can be specified that the water jacket spacer 9100 is abnormal.

  If water jacket spacer 9100 is in the first position (NO in S900), it can be said that water jacket spacer 9100 is operating as controlled. In this case, it is determined that the water jacket spacer 9100 is normal (S904), it is determined that the thermostat 202 is abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the water jacket spacer 9100 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the water jacket spacer 9100 is abnormal, after the water jacket spacer 9100 is repaired, the processes of S100 to S106, S114, and S900 to S906 are executed again, so that the thermostat is finally obtained. It is determined whether 202 is normal or abnormal.

  That is, after the water jacket spacer 9100 has been repaired and the water jacket spacer 9100 is normal, if the thermostat 202 is normal, both the water jacket spacer 9100 and the thermostat 202 are normal. It is determined (S906). If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment performs control so that the water jacket spacer is in the first position (first mode) separated from the cylinder during the warm-up of the engine. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the second water jacket spacer is close to the cylinder. If it is in the position (second mode), the ECU determines that the water jacket spacer is abnormal. On the other hand, if the water jacket spacer is in the first position (first mode) separated from the cylinder, the ECU determines that the water jacket spacer is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Tenth Embodiment>
A tenth embodiment of the present invention will be described with reference to FIGS. In the first to sixth embodiments described above, the temperature of the engine is adjusted by opening and closing a valve provided in the exhaust port. In the present embodiment, the exhaust port is not provided with a valve for changing the flow velocity distribution of the exhaust gas, and the engine temperature is adjusted by adjusting the outside air introduced between the banks of the engine. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 59, a description will be given of an engine 100 of a vehicle on which the temperature adjustment device according to the present embodiment is mounted. In the present embodiment, engine 100 will be described as a V-type engine. Engine 100 is not limited to a V-type engine.

  Engine 100 includes a left bank 170 and a right bank 172 combined in a V shape. Between the left bank 170 and the right bank 172, a space 174 extending in a groove shape from the front of the vehicle to the rear of the vehicle is formed.

  A front air guide 10002 is provided behind the front grill 10000 provided at the front of the vehicle. Front air guide 10002 guides outside air that has passed through front grill 10000 to the front end of engine 100. The outside air guided to the front end portion of the engine 100 flows through the space 174 between the left and right banks and flows to the rear end portion of the engine 100.

  At this time, the outside air is warmed by the radiant heat from each bank. The warmed outside air is guided from the rear end portion of the engine 100 to the air conditioner 302 by the rear air guide 10004. The outside air guided to the air conditioner 302 is heat-exchanged with the cooling water of the engine 100 by the heater 300 and further warmed. Warmed outside air is used for heating the passenger compartment.

  A BB cross section in FIG. 59 is shown in FIG. As shown in FIG. 60, the front air guide 10002 is provided above the radiator assembly 10006. A shutter 10008 for adjusting outside air flowing into the front air guide 10002 is provided at the front end portion of the front air guide 10002. A bumper reinforcement 10010 is provided at the front of the radiator assembly 10006.

  When the shutter 10008 is in an open state, the outside air is allowed to flow into the front air guide 10002, and the outside air passes through the space 174 between the left and right banks. For example, a hydraulic cylinder or an electric motor can be used as an actuator for opening and closing the shutter 10008. When the outside air passes through the space 174 between the left and right banks, as described above, the outside air is warmed by the radiant heat from each bank. That is, engine 100 is cooled by the outside air. Therefore, the temperature rise of engine 100 is suppressed.

  On the other hand, when shutter 10008 is closed, the inflow of outside air into space 174 between the left and right banks is suppressed, and cooling of engine 100 is suppressed. Therefore, suppression of the temperature rise of engine 100 is stopped.

  For example, after engine 100 is warmed up, shutter 10008 is opened (second mode). When the shutter 10008 is in an open state, the outside air is allowed to flow into the front air guide 10002, and the outside air passes through the space 174 between the left and right banks. When the outside air passes through the space 174 between the left and right banks, the outside air is warmed by the radiant heat from each bank.

  The air heated by the radiant heat from each bank is further heated by the heater 300 and used for heating the passenger compartment. Therefore, sufficient heating performance can be ensured, for example, in a cold district where the outside air temperature is low. Further, engine 100 is cooled by the outside air passing through space 174 between the left and right banks. Therefore, the temperature increase of engine 100 can be suppressed.

  On the other hand, when engine 100 is warmed up or when the vehicle is in a low temperature environment, shutter 10008 is closed (first mode). When shutter 10008 is in a closed state, the inflow of outside air into space 174 between the left and right banks is suppressed, and cooling of engine 100 is suppressed. Therefore, suppression of the temperature rise of engine 100 is stopped. As a result, the temperature of engine 100 can be quickly raised by the heat generated by engine 100 itself, and the temperature of the cooling water can be raised to ensure the heating performance of heater 300.

  The state of the shutter 10008 is detected by a switch 10100. When the shutter 10008 is in an open state, the shutter 10008 and the switch 10100 come into contact with each other. When the shutter 10008 is in a closed state, the shutter 10008 and the switch 10100 are separated from each other. Switch 10100 transmits a signal representing the detection result to ECU 500. Note that the state of the shutter 10008 may be detected using a sensor different from the switch 10100.

  Referring to FIG. 61, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S1000, ECU 500 determines based on the signal transmitted from switch 10100 whether shutter 10008 is in an open state. If shutter 10008 is in the open state (YES in S1000), the process proceeds to S1002. If not (NO in S1000), the process proceeds to S1004.

  In S1002, ECU 500 determines that shutter 10008 is abnormal. If it is determined that the shutter 10008 is abnormal, the MIL is turned on. Thereafter, this process ends. In S1004, ECU 500 determines that shutter 10008 is normal. In S1006, ECU 500 determines that both shutter 10008 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the shutter 10008 and the thermostat 202 are normal (S1006).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the shutter 10008 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the shutter 10008 is normal or abnormal, it is determined whether the shutter 10008 is in an open state based on the signal transmitted from the switch 10100 (S1000).

  As described above, while engine 100 is warmed up, shutter 10008 is controlled to be in a closed state. Nevertheless, if shutter 10008 is in an open state (YES in S1000), it is determined that shutter 10008 is abnormal (S1002), and MIL is turned on. Thereby, it can be specified that the shutter 10008 is abnormal.

  If shutter 10008 is in the closed state (NO in S1000), it can be said that shutter 10008 is operating as controlled. In this case, it is determined that the shutter 10008 is normal (S1004), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the shutter 10008 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the shutter 10008 is abnormal, the processes of S100 to S106, S114, and S1000 to S1006 are executed again after the shutter 10008 is repaired, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the repair of the shutter 10008 and on the assumption that the shutter 10008 is normal, if the thermostat 202 is normal, it is determined that both the shutter 10008 and the thermostat 202 are normal (S1006). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls the shutter provided at the front end portion of the front air guide to be closed (first mode) during engine warm-up. To do. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the shutter is open (second mode). ), The ECU determines that the valve is abnormal. On the other hand, if the valve is in a closed state (first mode), the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Eleventh embodiment>
The eleventh embodiment of the present invention will be described with reference to FIGS. In the first to sixth embodiments described above, the temperature of the engine is adjusted by opening and closing a valve provided in the exhaust port. In the present embodiment, the exhaust port is not provided with a valve that changes the flow velocity distribution of the exhaust gas, and the amount of cooling water that receives the radiant heat from the exhaust manifold is adjusted to adjust the engine temperature. Adjust. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 62, a description will be given of an engine 100 of a vehicle on which the temperature adjustment device according to the present embodiment is mounted. In the present embodiment, engine 100 will be described as an in-line four-cylinder engine. Engine 100 is not limited to an in-line four-cylinder engine.

  As shown in FIG. 62, the cooling water flowing through the engine 100 is guided to the heater 300 by the heater pipe 410 in addition to being guided to the radiator 200.

  The heater pipe 410 extends below the exhaust manifold 108 along the cylinder arrangement direction so as to pass in the vicinity of the exhaust manifold 108. In the present embodiment, the heater pipe 410 passes below the exhaust manifold 108, but may extend so as to pass above the exhaust manifold 108. The heater pipe 410 may extend while being bent in a zigzag shape around the exhaust manifold 108, and extends so as to reciprocate a plurality of times between one end and the other end of the exhaust manifold 108. Also good.

  Around the heater pipe 410, an insulator 11000 that insulates radiant heat from the exhaust manifold 108 is provided. The insulator 11000 is rotated in the circumferential direction around the heater pipe 410 by the actuator 11100. Actuator 11100 may be a hydraulic cylinder or an electric motor. Further, the mechanism is not limited to these, and a mechanism using negative pressure generated in the intake port of engine 100 may be used.

  The insulator 11000 will be further described with reference to FIG. The insulator 11000 is provided with an opening 11002 provided so that a part in the circumferential direction is opened.

  For example, when engine 100 is warmed up or when the vehicle is in a low temperature environment, as shown in FIG. 64, insulator 11000 is rotationally moved so that opening 11002 faces exhaust manifold 108 (first mode). ). In this case, radiant heat from the exhaust manifold 108 is transmitted to the heater pipe 410.

  Thereby, the temperature rise of the cooling water flowing through the heater pipe 410 can be promoted to ensure the heating performance of the heater 300, and the temperature rise of the engine 100 through which the cooling water flows can be promoted.

  Further, the switch 11100 detects that the switch 11100 and the insulator 11000 are in contact with each other and the opening 11002 faces the exhaust manifold 108 side. A signal representing the detection result is transmitted to ECU 500.

  On the other hand, after the engine 100 is warmed up, as shown in FIG. 65, the insulator 11000 is rotationally moved so that the opening 11002 faces the opposite side of the exhaust manifold 108 (second mode). In this case, transmission of radiant heat from the exhaust manifold 108 to the heater pipe 410 is suppressed.

  Thereby, it is suppressed that the temperature of the cooling water flowing in the heater pipe 410 rises excessively, and the temperature of the cooling water can be kept at an appropriate temperature. Therefore, an excessive increase in the temperature of engine 100 through which cooling water flows can be suppressed, and the temperature of engine 100 can be maintained at an appropriate temperature.

  Further, the switch 11100 detects that the switch 11100 and the insulator 11000 are not in contact with each other and the opening 11002 faces the opposite side of the exhaust manifold 108. A signal representing the detection result is transmitted to ECU 500.

  Referring to FIG. 66, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S1100, ECU 500 determines whether or not opening 11002 is facing the opposite side of exhaust manifold 108, based on the signal transmitted from switch 11100. If opening 11002 is facing the opposite side of exhaust manifold 108 (YES in S1100), the process proceeds to S1102. If not (NO in S1100), the process proceeds to S1104.

  In S1102, ECU 500 determines that insulator 11000 is abnormal. If it is determined that the insulator 11000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S1104, ECU 500 determines that insulator 11000 is normal. In S1106, ECU 500 determines that both insulator 11000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the insulator 11000 and the thermostat 202 are normal (S1106).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the insulator 11000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the insulator 11000 is normal or abnormal, whether or not the opening 11002 is facing the opposite side of the exhaust manifold 108 based on the signal transmitted from the switch 11100. Is discriminated (S1100).

  As described above, during the warm-up of engine 100, opening 11002 is controlled to face exhaust manifold 108 side. Nevertheless, if opening 11002 is facing the opposite side of exhaust manifold 108 (YES in S1100), it is determined that insulator 11000 is abnormal (S1102), and MIL is turned on. Thereby, it can be specified that the insulator 11000 is abnormal.

  If opening 11002 is facing exhaust manifold 108 (NO in S1100), it can be said that insulator 11000 is operating as controlled. In this case, it is determined that the insulator 11000 is normal (S1104), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  Note that when it is determined that the insulator 11000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the insulator 11000 is abnormal, after the insulator 11000 is repaired, the processes of S100 to S106, S114, and S1100 to S1106 are executed again, so that the thermostat 202 is finally normal. It is determined whether it is present or abnormal.

  That is, after the insulator 11000 has been repaired and on the assumption that the insulator 11000 is normal, if the thermostat 202 is normal, it is determined that both the insulator 11000 and the thermostat 202 are normal (S1106). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment performs control so that the opening portion of the insulator faces the exhaust manifold side (first mode) while the engine is warming up. If the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is greater than a predetermined deviation T (0) during engine warm-up, the opening will face the opposite side of the exhaust manifold. If it is in the state (second mode), the ECU determines that the insulator is abnormal. On the other hand, if the opening is directed to the exhaust manifold (first mode), the ECU determines that the insulator is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the insulator and the thermostat is abnormal.

<Twelfth embodiment>
A twelfth embodiment of the present invention will be described with reference to FIGS. In the eleventh embodiment described above, the engine temperature is adjusted by rotating the insulator. In the present embodiment, no insulator is provided, and the temperature of the engine is adjusted by moving the heater pipe itself. Other structures are the same as those in the eleventh embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 67, the heater pipe 410 is supported by a pipe moving device 12000. Pipe moving device 12000 moves heater pipe 410 between a position where heater pipe 410 and exhaust manifold 108 are in contact with each other, and a position where heater pipe 410 and exhaust manifold 108 are separated from each other.

  Pipe moving apparatus 12000 is controlled by ECU 500. For the pipe moving device 12000, a hydraulic cylinder or an electric motor can be used, and other appropriate mechanisms can also be used.

  The exhaust manifold 108 is provided with an abutting portion 12002 having a shape along the outer peripheral surface of the heater pipe 410 at a position where it abuts on the heater pipe 410. The contact area 12002 can increase the contact area between the heater pipe 410 and the exhaust manifold 108.

  For example, when engine 100 is warmed up or when the vehicle is in a low temperature environment, the distance between heater pipe 410 and exhaust manifold 108 is reduced as shown in FIG. That is, the heater pipe 410 is brought into contact with the exhaust manifold 108 (first mode).

  When the heater pipe 410 is brought into contact with the exhaust manifold 108, heat is transferred from the exhaust manifold to the heater pipe 410. Thereby, the temperature rise of the cooling water flowing through the heater pipe 410 can be promoted to ensure the heating performance of the heater 300, and the temperature rise of the engine 100 through which the cooling water flows can be promoted.

  Further, the heater pipe 410 is separated from the switch 12100. Thus, the switch 12100 detects that the heater pipe 410 is in contact with the exhaust manifold 108. A signal representing the detection result is transmitted to ECU 500.

  On the other hand, after the engine 100 is warmed up, the distance between the heater pipe 410 and the exhaust manifold 108 is increased as shown in FIG. That is, the heater pipe 410 is separated from the exhaust manifold 108.

  When the heater pipe 410 is separated from the exhaust manifold 108, a space is interposed between the exhaust manifold 108 and the heater pipe 410. Thereby, heat transfer from the exhaust manifold 108 to the heater pipe 410 is suppressed. Therefore, an excessive rise in the temperature of the cooling water flowing in the heater pipe 410 is suppressed, and the temperature of the cooling water can be kept at an appropriate temperature. As a result, it is possible to suppress an excessive increase in the temperature of engine 100 through which the coolant flows, and to maintain the temperature of engine 100 at an appropriate temperature.

  Further, the heater pipe 410 contacts the switch 12100. As a result, the switch 12100 detects that the heater pipe 410 is in a state of being separated from the exhaust manifold 108. A signal representing the detection result is transmitted to ECU 500.

  With reference to FIG. 69, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S1200, ECU 500 determines whether heater pipe 410 is in a state of being separated from exhaust manifold 108 based on the signal transmitted from switch 12100. If heater pipe 410 is away from exhaust manifold 108 (YES in S1200), the process proceeds to S1202. If not (NO in S1200), the process proceeds to S1204.

  In S1202, ECU 500 determines that heater pipe 410 is abnormal. If it is determined that the heater pipe 410 is abnormal, the MIL is turned on. Thereafter, this process ends. In S1204, ECU 500 determines that heater pipe 410 is normal. In S1206, ECU 500 determines that both heater pipe 410 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the thermostat 202 and the thermostat 202 are normal (S1206).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the heater pipe 410 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the heater pipe 410 is normal or abnormal, it is determined based on the signal transmitted from the switch 12100 whether or not the heater pipe 410 is in a state of being separated from the exhaust manifold 108. (S1200).

  As described above, the heater pipe 410 is controlled to contact the exhaust manifold 108 while the engine 100 is warming up. Nevertheless, if heater pipe 410 is in a state of being separated from exhaust manifold 108 (YES in S1200), it is determined that heater pipe 410 is abnormal (S1202), and MIL is turned on. Thereby, it can be specified that the heater pipe 410 is abnormal.

  When heater pipe 410 is in contact with exhaust manifold 108 (NO in S1200), it can be said that heater pipe 410 is operating as controlled. In this case, it is determined that the heater pipe 410 is normal (S1204), it is determined that the thermostat 202 is abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  Note that when it is determined that the heater pipe 410 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the heater pipe 410 is abnormal, after the heater pipe 410 is repaired, the processes of S100 to S106, S114, and S1200 to S1206 are executed again, so that the thermostat 202 finally becomes. It is determined whether it is normal or abnormal.

  That is, after the heater pipe 410 is repaired and on the assumption that the heater pipe 410 is normal, if the thermostat 202 is normal, it is determined that both the heater pipe 410 and the thermostat 202 are normal. (S1206). If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment controls so that the heater pipe is in contact with the exhaust manifold (first mode) while the engine is warming up. When the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is larger than a predetermined deviation T (0) during engine warm-up, the heater pipe is separated from the exhaust manifold ( In the second mode, the ECU determines that the heater pipe is abnormal. On the other hand, if the heater pipe is in contact with the exhaust manifold (first mode), the ECU determines that the heater pipe is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the heater pipe and the thermostat is abnormal.

<Thirteenth embodiment>
70th Embodiment of this invention is demonstrated with reference to FIG. 70 and FIG. In the eleventh embodiment described above, the engine temperature is adjusted by rotating the insulator. In the present embodiment, no insulator is provided, and the temperature of the engine is adjusted by adjusting the cooling water flowing through the heater pipe. Other structures are the same as those in the eleventh embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 70, a bypass pipe 420 is connected to the heater pipe 410. The bypass pipe 420 guides the cooling water to the heater 300 without passing below the exhaust manifold 108. That is, the bypass pipe 420 guides the cooling water to the heater 300 without receiving the radiant heat from the exhaust manifold 108.

  A valve 13000 for controlling the direction in which the cooling water flows is provided at a branch point between the heater pipe 410 and the bypass pipe 420. The valve 13000 is a solenoid valve that is controlled by a control signal from the ECU 500. The valve 13000 is not limited to a solenoid valve, and may be any other type of valve.

  For example, after the engine 100 is warmed up, the cooling water is circulated through the bypass pipe 420 and the circulation of the cooling water to the heater pipe 410 is blocked (second mode). When the cooling water is circulated through the bypass pipe 420 and the circulation of the cooling water to the heater pipe 410 is blocked, the cooling water is suppressed from receiving radiant heat from the exhaust manifold 108. Thereby, it is suppressed that the temperature of a cooling water rises too much, and the temperature of a cooling water can be kept at a suitable temperature. Therefore, an excessive increase in the temperature of engine 100 through which cooling water flows can be suppressed, and the temperature of engine 100 can be maintained at an appropriate temperature.

  On the other hand, when the engine 100 is warmed up or when the vehicle is in a low temperature environment, the cooling water is circulated through the heater pipe 410 and the circulation of the cooling water to the bypass pipe 420 is blocked (first mode).

  When the coolant is circulated through the heater pipe 410 and the coolant is not circulated to the bypass pipe 420, the coolant is warmed by the radiant heat from the exhaust manifold 108. Thereby, the temperature rise of the cooling water can be promoted, the heating performance of the heater 300 can be ensured, and the temperature rise of the engine 100 through which the cooling water flows can be promoted.

  The temperature of the cooling water flowing through the bypass pipe 420 is detected by a water temperature sensor 13100. A signal representing the detection result is transmitted to ECU 500. ECU 500 determines, based on the water temperature detected by water temperature sensor 13100, whether valve 13000 is in a state of circulating cooling water through bypass pipe 420 or a state of circulating through heater pipe 410.

  Referring to FIG. 71, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S1300, ECU 500 detects water temperature TH in bypass pipe 420 based on the signal transmitted from water temperature sensor 13100. In S1302, ECU 500 determines whether or not water temperature TH in heater pipe 410 is higher than a predetermined water temperature TH (0). If water temperature TH in heater pipe 410 is higher than a predetermined water temperature TH (0) (YES in S1302), the process proceeds to S1304. If not (NO in S1302), the process proceeds to S1306.

  In S1304, ECU 500 determines that valve 13000 is abnormal. If it is determined that the valve 13000 is abnormal, the MIL is turned on. Thereafter, this process ends. In S1306, ECU 500 determines that valve 13000 is normal. In S1308, ECU 500 determines that both valve 13000 and thermostat 202 are normal. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 13000 and the thermostat 202 are normal (S1308).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 13000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the valve 13000 is normal or abnormal, the water temperature TH in the bypass pipe 420 is detected based on the signal transmitted from the water temperature sensor 13100 (S1300), and the detected water temperature TH is detected. Is determined to be higher than a predetermined water temperature TH (0) (S1302).

  As described above, during warm-up of engine 100, valve 13000 is controlled so that the cooling water is circulated through heater pipe 410 and the flow of the cooling water to bypass pipe 420 is blocked. Therefore, the water temperature in bypass pipe 420 should be substantially the same as the water temperature when engine 100 is started. Nevertheless, when the water temperature TH in the bypass pipe 420 is higher than the predetermined water temperature TH (0) (YES in S1302), the bypass pipe 420 has cooling water having a temperature higher than the water temperature at the start. It can be said that it is in a distributed state. In this case, it is determined that the valve 13000 is abnormal (S1304), and the MIL is turned on. Thereby, it can be specified that the valve 13000 is abnormal.

  When water temperature TH in heater pipe 410 is lower than a predetermined water temperature TH (0) (NO in S1302), the cooling water is circulated through heater pipe 410 and the circulation of the cooling water to bypass pipe 420 is blocked. It can be said that the valve 13000 is operating as controlled. In this case, it is determined that the valve 13000 is normal (S1306), the thermostat 202 is determined to be abnormal (S114), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  When it is determined that the valve 13000 is abnormal, it is unknown whether the thermostat 202 is normal or abnormal. However, as a result of determining that the valve 13000 is abnormal, after the valve 13000 is repaired, the processes of S100 to S106, S114, and S1300 to S1308 are executed again, and finally the thermostat 202 is normal. It is determined whether it is present or abnormal.

  That is, after the valve 13000 is repaired and on the assumption that the valve 13000 is normal, if the thermostat 202 is normal, it is determined that both the valve 13000 and the thermostat 202 are normal (S1308). . If the thermostat 202 is abnormal, it is determined that the thermostat 202 is abnormal (S114).

  As described above, the ECU of the temperature adjustment device according to the present embodiment is in a state where the coolant is circulated through the heater pipe and the coolant is not circulated to the bypass pipe (the first Control the valve so that it becomes (mode). During engine warm-up, the absolute value of the deviation between the estimated water temperature TE and the detected water temperature TR is greater than a predetermined deviation T (0), and the water temperature TH in the bypass pipe is predetermined. When the temperature is higher than the temperature TH (0), it can be said that the cooling water is circulated through the bypass pipe and the circulation of the cooling water to the heater pipe is blocked (second mode). In this case, the ECU determines that the valve is abnormal. On the other hand, when the water temperature TH in the heater pipe is lower than a predetermined temperature TH (0), the cooling water is circulated through the heater pipe and the circulation of the cooling water to the bypass pipe is blocked (first mode). )You can say that. In this case, the ECU determines that the valve is normal and determines that the thermostat is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

<Fourteenth embodiment>
With reference to FIGS. 72 and 73, a fourteenth embodiment of the present invention will be described. The present embodiment is different from the first to thirteenth embodiments described above in that the operating state of the thermostat is detected. In the present embodiment, the operating state of the temperature adjustment mechanism (for example, the valve 1000 in the first embodiment) is not detected. Other structures are the same as those in any of the first to thirteenth embodiments described above. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  In the present embodiment described below, as an example, engine 100 in which the amount of heat transferred from the exhaust gas is adjusted by the same valve 1000 as in the first embodiment will be described. Therefore, the temperature of engine 100 may be adjusted by the same method as in any of the first to fourteenth embodiments described above.

  As shown in FIG. 72, a water temperature sensor 1400 is provided at the inlet of the radiator 200 (the portion where the cooling water flows into the radiator 200). The water temperature sensor 1400 detects the temperature of the cooling water flowing into the radiator 200 (inlet water temperature TI of the radiator 200). A signal representing the detection result is transmitted to ECU 500. In the present embodiment, ECU 500 detects the operating state of thermostat 202 based on inlet water temperature TI of radiator 200.

  With reference to FIG. 73, a control structure of a program executed by ECU 500 of the temperature adjustment device according to the present embodiment will be described. In the program described below, the same step numbers are assigned to the same processes as those in the first embodiment described above. Therefore, their detailed description will not be repeated here.

  In S1400, ECU 500 detects inlet water temperature TI of radiator 200 based on the signal transmitted from water temperature sensor 1400. In S1402, ECU 500 determines whether or not inlet water temperature TI of radiator 200 is higher than a predetermined temperature TI (0). Predetermined temperature TI (0) is a temperature lower than a temperature at which warm-up of engine 100 can be considered complete. If inlet water temperature TI of radiator 200 is higher than a predetermined temperature TI (0) (YES in S1402), the process proceeds to S1404. If not (NO in S1402), the process proceeds to S1406.

  In S1404, ECU 500 determines that thermostat 202 is abnormal. If it is determined that the thermostat 202 is abnormal, the MIL is turned on. Thereafter, this process ends.

  In S1406, ECU 500 determines that thermostat 202 is normal. In S1408, ECU 500 determines that valve 1000 is abnormal. If it is determined that the valve 1000 is abnormal, the MIL is turned on. Thereafter, this process ends.

  An operation of ECU 500 of the temperature adjustment device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine 100 is started, the water temperature TR is detected based on the signal transmitted from the water temperature sensor 512 (S100), and the water temperature TE is estimated based on the rotation speed, load, etc. of the engine 100 (S102). .

  When engine 100 is warming up (YES in S104), in order to determine whether or not the water temperature is actually rising, the deviation of water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is determined. It is determined whether or not the absolute value is larger than a predetermined deviation T (0) (S106).

  If the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is smaller than a predetermined deviation T (0) (NO in S106), the water temperature actually increases. It can be said that it is in a state. In this case, it is determined that both the valve 1000 and the thermostat 202 are normal (S116).

  On the other hand, when the absolute value of the deviation between water temperature TR detected by water temperature sensor 512 and estimated water temperature TE is larger than a predetermined deviation T (0) (YES in S106), the water temperature has increased. It can be said that there is no state. In this case, it can be said that at least one of the valve 1000 and the thermostat 202 is abnormal.

  At this time, in order to determine whether the thermostat 202 is normal or abnormal, the inlet water temperature 1400 of the radiator 200 is detected based on the signal transmitted from the water temperature sensor 1400 (S1400), and the detected inlet water temperature 1400 is detected. Is higher than a predetermined water temperature TI (0) (S1402).

  As described above, if the thermostat 202 is normal while the engine 100 is warming up, the thermostat 202 is in a state of blocking the flow of the cooling water to the radiator 200. In this case, since the cooling water heated by the operation of the engine 100 does not flow into the radiator 200, the inlet water temperature TI of the radiator 200 should be close to the water temperature immediately after starting. Nevertheless, when the inlet water temperature TI is higher than the predetermined water temperature TI (0) (YES in S1402), the thermostat 200 cools the radiator 200 even when the engine 100 is warmed up. It can be said that the water is allowed to flow. In this case, it is determined that the thermostat 202 is abnormal (S1404), and the MIL is turned on. Thereby, it can be specified that the thermostat 202 is abnormal.

  On the other hand, when inlet water temperature TI is lower than a predetermined water temperature TI (0) (NO in S1402), it can be said that thermostat 202 is operating normally. In this case, it is determined that the thermostat 202 is normal (S1406), the valve 1000 is determined to be abnormal (S1408), and the MIL is turned on. Thereby, it can be specified that the valve 1000 is abnormal.

  Note that when it is determined that the thermostat 202 is abnormal, it is unknown whether the valve 1000 is normal or abnormal. However, as a result of determining that the thermostat 202 is abnormal, after the thermostat 202 is repaired, the processes of S100 to S106, S116, and S1400 to S1408 are executed again. It is determined whether it is present or abnormal.

  That is, after the thermostat 202 is repaired and on the assumption that the thermostat 202 is normal, if the valve 1000 is normal, it is determined that both the thermostat 202 and the valve 1000 are normal (S116). . If the valve 1000 is abnormal, it is determined that the valve 1000 is abnormal (S1408).

  As described above, the ECU of the temperature adjustment device according to the present embodiment has an abnormal thermostat when the radiator inlet water temperature TI is higher than the predetermined water temperature TI (0) during engine warm-up. Is determined. On the other hand, when the inlet water temperature TI is lower than the predetermined water temperature TI (0), the ECU determines that the thermostat is normal and determines that the valve is abnormal. Thereby, it can be specified which of the valve and the thermostat is abnormal.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram (the 1) which shows the engine of the vehicle carrying the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is a perspective view which shows the vehicle carrying the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 1st Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is FIG. (1) which shows the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is FIG. (2) which shows the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the actuator which opens and closes a valve. It is a figure (the 1) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention opened. It is a figure (the 1) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention closed. It is a schematic block diagram (the 2) which shows the engine of the vehicle carrying the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is FIG. (2) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention opened. It is FIG. (2) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention closed. It is a figure which shows transition of the temperature of the cooling water after engine starting. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 1st Embodiment of this invention. It is FIG. (The 3) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 1st Embodiment of this invention closed. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 2nd Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is FIG. (1) which shows the valve | bulb of the temperature control apparatus which concerns on the 2nd Embodiment of this invention. It is FIG. (2) which shows the valve | bulb of the temperature control apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 2nd Embodiment of this invention closed. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 2nd Embodiment of this invention opened. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 2nd Embodiment of this invention. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 3rd Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is FIG. (1) which shows the valve | bulb of the temperature control apparatus which concerns on the 3rd Embodiment of this invention. It is FIG. (1) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 3rd Embodiment of this invention opened. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 3rd Embodiment of this invention closed. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 3rd Embodiment of this invention. It is FIG. (2) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 3rd Embodiment of this invention opened. It is FIG. (2) which shows the valve | bulb of the temperature control apparatus which concerns on the 3rd Embodiment of this invention. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 4th Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is FIG. (1) which shows the valve | bulb of the temperature control apparatus which concerns on the 4th Embodiment of this invention. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 4th Embodiment of this invention closed. It is FIG. (1) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 4th Embodiment of this invention opened. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 4th Embodiment of this invention. It is FIG. (2) which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 4th Embodiment of this invention opened. It is a figure (the 2) which shows the valve | bulb of the temperature control apparatus which concerns on the 4th Embodiment of this invention. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 5th Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is a figure which shows the valve | bulb of the temperature control apparatus which concerns on the 5th Embodiment of this invention. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 5th Embodiment of this invention closed to the heat insulation member side. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 5th Embodiment of this invention opened. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 5th Embodiment of this invention. It is sectional drawing which cut | disconnected the cylinder of the engine of the temperature control apparatus which concerns on the 6th Embodiment of this invention perpendicularly | vertically with respect to the rotating shaft of a crankshaft. It is a figure which shows the valve | bulb of the temperature control apparatus which concerns on the 6th Embodiment of this invention. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 6th Embodiment of this invention closed to the heat insulation member side. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 6th Embodiment of this invention opened. It is a figure which shows the state which the valve | bulb of the temperature control apparatus which concerns on the 6th Embodiment of this invention closed to the fin side. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 6th Embodiment of this invention. It is sectional drawing (the 1) which cut | disconnected the exhaust port of the temperature control apparatus which concerns on the 7th Embodiment of this invention perpendicularly | vertically with respect to the direction through which exhaust gas flows. It is sectional drawing (the 2) which cut | disconnected the exhaust port of the temperature control apparatus which concerns on the 7th Embodiment of this invention perpendicularly | vertically with respect to the direction through which exhaust gas flows. It is a figure which shows the valve | bulb of the temperature control apparatus which concerns on the 7th Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 7th Embodiment of this invention. It is sectional drawing (the 3) which cut | disconnected the exhaust port of the temperature control apparatus which concerns on the 7th Embodiment of this invention perpendicularly | vertically with respect to the direction through which exhaust gas flows. It is sectional drawing (the 4) which cut | disconnected the exhaust port of the temperature control apparatus which concerns on the 7th Embodiment of this invention perpendicularly | vertically with respect to the direction through which exhaust gas flows. It is a schematic block diagram which shows the engine of the vehicle carrying the temperature control apparatus which concerns on the 8th Embodiment of this invention. It is a figure which shows the valve | bulb of the temperature control apparatus which concerns on the 8th Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 8th Embodiment of this invention. It is a top view which shows the engine of the vehicle by which the temperature control apparatus which concerns on the 9th Embodiment of this invention is mounted. FIG. 56 is a cross-sectional view (No. 1) showing the AA cross-section in FIG. 55; It is sectional drawing (the 2) which shows the AA cross section in FIG. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 9th Embodiment of this invention. It is a top view which shows the engine of the vehicle by which the temperature control apparatus which concerns on the 10th Embodiment of this invention is mounted. It is sectional drawing which shows the BB cross section in FIG. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 10th Embodiment of this invention. It is a top view which shows the engine of the vehicle by which the temperature control apparatus which concerns on the 11th Embodiment of this invention is mounted. It is a perspective view which shows an exhaust manifold. It is a figure which shows the case where the opening part of the insulator of the temperature control apparatus which concerns on the 11th Embodiment of this invention is located toward the exhaust manifold side. It is a figure which shows the case where the opening part of the insulator of the temperature control apparatus which concerns on the 11th Embodiment of this invention is located toward the other side of an exhaust manifold. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 11th Embodiment of this invention. It is a figure which shows the state which the heater pipe of the temperature control apparatus which concerns on the 12th Embodiment of this invention contact | abutted to the exhaust manifold. It is a figure which shows the state from which the heater pipe of the temperature control apparatus which concerns on the 12th Embodiment of this invention was spaced apart from the exhaust manifold. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 12th Embodiment of this invention. It is a top view which shows the engine of the vehicle by which the temperature control apparatus which concerns on the 13th Embodiment of this invention is mounted. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on the 13th Embodiment of this invention. It is a schematic block diagram which shows the engine of the vehicle carrying the temperature control apparatus which concerns on 14th Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU of the temperature control apparatus which concerns on 14th Embodiment of this invention.

Explanation of symbols

  100 Engine, 102 Cylinder block, 104 Cylinder head, 106 Water pump, 108 Exhaust manifold, 110 Three-way catalyst, 112 Combustion chamber, 120 Intake port, 122 Intake valve, 130 Exhaust port, 132 Exhaust valve, 134 One end, 136 The other End, 138 Bend, 140, 142 Water jacket, 150 Actuator, 152 Diaphragm, 154 Housing, 156 Rod, 158 Atmospheric pressure chamber, 160 Negative pressure chamber, 162 Coil spring, 164 Vacuum tank, 166 Switching valve, 168 Check valve, 170 Left bank, 172 Right bank, 174 space, 200 radiator, 202 thermostat, 300 heater, 302 air conditioner, 306 other end, 400 cold Water passage, 410 Heater pipe, 420 Bypass pipe, 500 ECU, 502 Throttle valve, 504 Throttle position sensor, 508 Intake pipe, 506 Air flow meter, 510 Intake pressure sensor, 512, 13100, 1400 Water temperature sensor, 516 Accelerator position sensor, 518 Shift lever, 520 position switch, 522 Vehicle speed sensor, 1000, 1100, 2000, 3000, 4000, 5000, 7006, 8000, 13000 Valve, 1002, 1102, 2002, 3002, 4002, 5002 Valve shaft, 1004, 1104, 2004 3004, 4004, 5004 Valve body, 1006, 2006, 3006, 4006, 5006 Bearing member, 1008, 2008, 3008, 4008, 008 Rotating shaft, 1010 Arm, 1020, 7200, 8200 Spring, 1030, 7100, 7100, 10100, 11100, 12100 Switch, 2010, 4010, 4200 Opening, 2100, 3200, 6000 Fin, 3100, 4100 Gas guide tube, 5100 Thermal insulation member, 7000 Oil pump, 7002 Oil passage, 7004 Weir, 7008 Outflow passage, 7010 Oil passage, 7012 Three-way valve, 8002 First passage, 8004 Second passage, 9000 Water jacket, 9002 Inner wall, 9100 Water Jacket spacer, 9200 Actuator, 9202 Rod, 9210 Stroke sensor, 9300 Cylinder, 9302 Bore wall, 10000 Front grille, 10002 Freon Air guide, 10004 rear air guide, 10006 radiator assembly, 10008 shutter, 10010 bumper reinforcement, 11000 insulator, 11002 openings, 11100 actuator, 12000 pipe mobile device, 12002 abutment.

Claims (28)

An adjustment mechanism for adjusting the temperature of the internal combustion engine;
The adjustment mechanism is configured to adjust the temperature of the internal combustion engine in any one of the first mode and the second mode in which the temperature increase of the internal combustion engine is suppressed as compared with the first mode. Control means for controlling;
Detecting means for detecting the state of the adjusting mechanism;
A temperature adjustment device for an internal combustion engine, comprising: determination means for determining whether the adjustment mechanism is normal or abnormal based on the detected state. The control means includes means for controlling the adjustment mechanism to adjust the temperature of the internal combustion engine in the first mode while the internal combustion engine is warming up,
The determination means determines that the adjustment mechanism is normal when it is detected that the adjustment mechanism is in the first mode while the internal combustion engine is warming up, and the adjustment mechanism is in the first mode. The temperature adjustment device for an internal combustion engine according to claim 1, further comprising means for determining that the adjustment mechanism is abnormal when it is detected that the mode is not set. The cooling water for cooling the internal combustion engine flows into a radiator, and the cooling water flowing into the radiator is controlled by a thermostat,
The temperature adjusting device is:
Means for detecting the temperature of the cooling water;
The apparatus further comprises means for determining that the thermostat is abnormal when it is determined that the adjustment mechanism is normal when the detected temperature is lower than a predetermined temperature. 3. The temperature adjustment device for an internal combustion engine according to 2. An adjustment mechanism for adjusting the temperature of the internal combustion engine to which the radiator into which the cooling water flows is connected;
The adjustment mechanism is controlled so as to adjust the temperature of the internal combustion engine in any one of the first mode and the second mode in which the temperature increase of the internal combustion engine is suppressed compared to the first mode. Control means for,
Means for detecting the temperature of cooling water flowing into the radiator;
Temperature of the internal combustion engine, including a determination means for determining whether a thermostat for adjusting a flow rate of the cooling water flowing into the radiator is normal or abnormal based on a temperature of the cooling water flowing into the radiator Adjustment device. The temperature adjusting device further includes means for detecting the temperature of cooling water flowing in the internal combustion engine,
In the case where the temperature of the cooling water flowing through the internal combustion engine is lower than a predetermined first temperature, the determination means is configured such that the temperature of the cooling water flowing into the radiator is lower than a predetermined second temperature. Means for determining that the thermostat is normal if low, and for determining that the thermostat is abnormal if the temperature of the cooling water flowing into the radiator is higher than the predetermined second temperature; The temperature adjusting device for an internal combustion engine according to claim 4, further comprising: The control means includes means for controlling the adjustment mechanism to adjust the temperature of the internal combustion engine in the first mode while the internal combustion engine is warming up,
If the temperature of the cooling water flowing through the internal combustion engine is lower than the first temperature and the thermostat is determined to be normal during the warming up of the internal combustion engine, the temperature adjustment device 6. The temperature control device for an internal combustion engine according to claim 5, further comprising means for determining that the mechanism is abnormal. The adjustment mechanism includes a valve provided in the exhaust port so that a flow velocity distribution of the exhaust gas flowing in the exhaust port of the internal combustion engine changes.
When the control means adjusts the temperature of the internal combustion engine in the first mode, the flow rate of the exhaust gas flowing along the inner peripheral surface of the exhaust port becomes larger than in the state in which the valve is opened. The internal combustion engine according to claim 1, further comprising means for opening the valve when the valve is controlled to adjust the temperature of the internal combustion engine in the second mode. Engine temperature control device. The adjustment mechanism is
A valve provided in the exhaust port so that the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine changes;
A heat absorbing member provided on the inner peripheral surface of the exhaust port so as to be located downstream of the exhaust flowing through the exhaust port with respect to the valve;
When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve to be in an open state, and when adjusting the temperature of the internal combustion engine in the second mode, The temperature of the internal combustion engine according to any one of claims 1 to 6, further comprising means for controlling the valve so that a flow rate of exhaust gas flowing along the endothermic member is smaller than that in an open state. Adjustment device.   The temperature adjustment device for an internal combustion engine according to claim 8, wherein the valve has a ring shape.   The temperature adjustment device for an internal combustion engine according to claim 8 or 9, wherein the heat absorbing member is a fin. The adjustment mechanism is
A cylindrical member provided to be separated from the inner peripheral surface of the exhaust port of the internal combustion engine and extend along the exhaust port;
A valve provided on the inner side in the radial direction than the inner peripheral surface of the cylindrical member,
The control means closes the valve when adjusting the temperature of the internal combustion engine in the first mode, and opens the valve when adjusting the temperature of the internal combustion engine in the second mode. The temperature control device for an internal combustion engine according to any one of claims 1 to 6, further comprising means for bringing the engine into a state. The adjustment mechanism includes a valve provided in the exhaust port so that a flow velocity distribution of the exhaust gas flowing in the exhaust port of the internal combustion engine changes.
When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve to be in an open state, and when adjusting the temperature of the internal combustion engine in the second mode, The internal combustion engine according to any one of claims 1 to 6, further comprising means for controlling the valve so that a flow velocity of the exhaust gas flowing along the inner peripheral surface of the exhaust port is smaller than that in the open state. Engine temperature control device.   The temperature adjusting device for an internal combustion engine according to claim 12, wherein the valve has a ring shape.   In addition to the valve, the adjustment mechanism is provided on the downstream side of the exhaust flowing through the exhaust port with respect to the valve, and is provided to be separated from the inner peripheral surface of the exhaust port and extend along the exhaust port. The internal-combustion-engine temperature control apparatus according to claim 12 or 13, comprising a cylindrical member formed. The adjustment mechanism is
A valve provided in the exhaust port so that the flow velocity distribution of the exhaust gas flowing through the exhaust port of the internal combustion engine changes;
A heat insulating member provided on a part of the inner peripheral surface along the inner peripheral surface of the exhaust port;
When the temperature of the internal combustion engine is adjusted in the first mode, the control means is provided on the inner peripheral surface on the opposite side of the heat insulating member as compared with the case where the temperature of the internal combustion engine is adjusted in the second mode. When controlling the valve so that the flow velocity of the exhaust gas flowing along it increases and adjusting the temperature of the internal combustion engine in the second mode, or adjusting the temperature of the internal combustion engine in the first mode The temperature control device for an internal combustion engine according to any one of claims 1 to 6, further comprising means for controlling the valve so that a flow velocity of the exhaust gas flowing along the heat insulating member is increased.   The adjustment mechanism includes a heat absorbing member provided on a part of the inner peripheral surface along an inner peripheral surface opposite to the heat insulating member, in addition to the valve and the heat insulating member. Temperature control device for internal combustion engine.   The temperature adjusting device for an internal combustion engine according to claim 16, wherein the heat absorbing member is a fin. An oil passage provided so that heat can be exchanged between the exhaust gas flowing through the exhaust port of the internal combustion engine and the oil by flowing the oil;
A valve for controlling the inflow of oil into the oil passage,
When adjusting the temperature of the internal combustion engine in the first mode, the control means controls the valve so that oil flows into the oil passage, and controls the temperature of the internal combustion engine in the second mode. The temperature adjustment device for an internal combustion engine according to any one of claims 1 to 6, further comprising means for controlling the valve so as to suppress the inflow of oil into the oil passage when the adjustment is performed. A plurality of the exhaust ports are provided,
The temperature adjusting device for an internal combustion engine according to claim 18, wherein the oil passage is provided so as to pass between adjacent exhaust ports.   The temperature adjusting device for an internal combustion engine according to claim 18, wherein the oil passage is provided so as to cross the exhaust port.   21. The temperature adjustment device for an internal combustion engine according to any one of claims 18 to 20, wherein the temperature adjustment device further includes an outflow passage through which oil flows out from the oil passage. The adjustment mechanism is
A first flow path through which cooling water flowing through a cylinder block and a cylinder head of the internal combustion engine flows out of the cylinder head;
A second flow path through which the cooling water flowing through the cylinder block flows out of the cylinder block;
A valve that controls cooling water flowing out from the cylinder block to the second flow path,
When the temperature of the internal combustion engine is adjusted in the first mode, the control means controls the valve so that cooling water flows from the cylinder block to the second flow path, and the second mode When adjusting the temperature of the internal combustion engine in a mode, it includes means for controlling the valve so as to suppress cooling water flowing out from the cylinder block to the second flow path. A temperature control device for an internal combustion engine according to claim 1. The adjustment mechanism is
A water jacket formed in the internal combustion engine;
A heat insulating member provided in the water jacket so as to be movable between a first position and a second position closer to the cylinder of the internal combustion engine than the first position;
When the temperature of the internal combustion engine is adjusted in the first mode, the control means sets the heat insulating member to the first position, and when the temperature of the internal combustion engine is adjusted in the second mode, The temperature adjusting device for an internal combustion engine according to any one of claims 1 to 6, further comprising means for bringing a member into the second position. The adjustment mechanism is
A first guide for guiding air to an end of the internal combustion engine;
A second guide for guiding air into the vehicle interior from an end opposite to the end where the air is guided by the first guide;
A valve body for adjusting a flow of air guided by at least one of the first guide and the second guide,
The control means, when adjusting the temperature of the internal combustion engine in the first mode, suppresses the flow of air compared to a state in which the valve body is opened, and controls the temperature of the internal combustion engine in the second mode. The temperature adjusting device for an internal combustion engine according to any one of claims 1 to 6, further comprising means for opening the valve body when adjusting the valve. The internal combustion engine is a V-type engine provided with a crankshaft oriented in the vehicle longitudinal direction,
The first guide guides air to the front end of the V-type engine;
The temperature adjusting device for an internal combustion engine according to claim 24, wherein the second guide guides air from a rear end of the V-type engine into the vehicle interior. The temperature adjusting device further includes a pipe provided to receive the radiant heat from the exhaust pipe of the internal combustion engine through which the cooling water flows.
The temperature adjustment device for an internal combustion engine according to claim 1, wherein the adjustment mechanism adjusts an amount of heat received by the pipe. The adjustment mechanism includes a heat insulating member provided so as to be movable between a first position and a second position for suppressing the amount of heat received by the pipe from the first position.
When the temperature of the internal combustion engine is adjusted in the first mode, the control means sets the heat insulating member to the first position, and when the temperature of the internal combustion engine is adjusted in the second mode, 27. An internal combustion engine temperature regulator as set forth in claim 26 including means for placing a member in said second position. The adjusting mechanism includes means for moving the pipe between a first position and a second position that is more distant from the exhaust pipe than the first position;
When adjusting the temperature of the internal combustion engine in the first mode, the control means sets the heat insulating member to the first position and adjusts the temperature of the internal combustion engine in the second mode. 27. The temperature control device for an internal combustion engine according to claim 26, further comprising means for setting the second position to the second position.

Images