JPS6045768A - Cooling device of engine - Google Patents

Cooling device of engine

Info

Publication number
JPS6045768A
JPS6045768A JP58154503A JP15450383A JPS6045768A JP S6045768 A JPS6045768 A JP S6045768A JP 58154503 A JP58154503 A JP 58154503A JP 15450383 A JP15450383 A JP 15450383A JP S6045768 A JPS6045768 A JP S6045768A
Authority
JP
Japan
Prior art keywords
water
cooling
cooling water
temperature
head
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP58154503A
Other languages
Japanese (ja)
Inventor
Tokuji Koga
古賀　徳治
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Jukogyo KK
Fuji Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Jukogyo KK, Fuji Heavy Industries Ltd filed Critical Fuji Jukogyo KK
Priority to JP58154503A priority Critical patent/JPS6045768A/en
Publication of JPS6045768A publication Critical patent/JPS6045768A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/10—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot liquids, e.g. lubricants or cooling water
    • F02M31/107—Controlled or manual switching
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To eliminate excessive cooling and insufficient cooling throughout a cooling system, by selectively communicating water passages for preheating an intake-pipe, and a heater with the head side or crank casing side of the engine in accordance with the temperature of cooling water. CONSTITUTION:When the temperature of cooling water is low upon starting of the engine, the output of a comparator is L level so that selector valves 8, 16, 22, 26, 32 are deenerigized to communicate a water passage 4 with a bypass water passage 9, and therefore, cooling water is passed by a radiator 5 to circulate between the engine and the crank casing 1. Further, the selector valves 16, 22, 26, 32 communicates water passages 28, 21, 25 and 31 with passages 17, 23, 28 and 34, respectively, so that cooling water is passed by a radiator 13 and circulates between the head 2 and the bypass water passage 17 through an intake-air pipe preheating water passage 24 and a heater 30. The outlet temperature of cooling water exceeds T, the output of the comparator becomes H level so that the cooling water circulates between the crank casing 1 and the bypass water passage 9, and further when the outlet temperature of cooling water exceeds TH, the output of the comparator becomes H level so that cooling water flows by way of the radiator 5.

Description

【発明の詳細な説明】 本発明は、車両用の水冷式エンジンにおりる冷却装置に
関し、特にクランクケース、ヘッドの外に吸気鈷・予熱
及び）Ｊ−ヒータ用温水を含む冷却系全体の）Ω度を最
適制御するものに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cooling device for a water-cooled engine for a vehicle, and in particular to a cooling system for the entire cooling system including the crankcase, outside of the head, intake port, preheating, and hot water for the J-heater. Concerning optimal control of Ω degrees.

水冷式エンジンにおいて、ピストン運動を行うクランク
ケースと、燃焼室を有するヘッドでは各１幾ｒｌｌｉ　
１．：基づいて異なる温度特性が望まれる。即ち、クラ
ンクケースでは油温を高くして摩擦の低減を図るため高
温に保持し、ヘッドはエンジンのメカニカルオクタン価
を上げるため低温に保持することが望ましい。そこで、
かかるクランクケースとヘッドの最適湿度特性を得るた
め、従来例えば特開昭５Ｇ−１４８６１０号公報に示さ
れるように、クランクケースとヘッドを別個のポンプと
温度ヒンナを有する冷却系で各別に成したものが提案さ
れている。In a water-cooled engine, the crankcase that performs piston movement and the head that has a combustion chamber each have a
1. : Different temperature characteristics are desired based on: That is, it is desirable to maintain the oil temperature in the crankcase at a high temperature to reduce friction, and to maintain the head at a low temperature to increase the mechanical octane number of the engine. Therefore,
In order to obtain such optimum humidity characteristics for the crankcase and head, conventionally the crankcase and head have been constructed using separate cooling systems having separate pumps and temperature hinges, as shown in, for example, Japanese Unexamined Patent Publication No. 5G-148610. is proposed.

ところで、エンジンの冷却水は上記クランクケース、ヘ
ッドを冷却する以外に、燃料霧化の促進を図る吸気管予
熱やカーヒータ用温水にも利用されている。そして、こ
の吸気管予熱等においてはエンジン始動後でさる限り早
く高温化し、且つ高温状態を保持した冷却水によりその
機能を充分発揮させることが望まれる。In addition to cooling the crankcase and head, engine cooling water is also used to preheat the intake pipe to promote fuel atomization and as hot water for the car heater. In the case of preheating the intake pipe, etc., it is desired that the temperature be raised as quickly as possible after the engine is started, and that the cooling water maintained at a high temperature can fully demonstrate its function.

本発明は、このようなエンジンにお１プるクランクケー
ス、ヘッド及び吸気管予熱、ノコ−ヒータを含む冷却系
全体に関し、過冷月１や冷１ｉｉ＋不足を生じることな
く効率的に行い冑るようにしたエンジンの冷却装置を提
供することを目的とする。The present invention relates to the entire cooling system including the crankcase, head and intake pipe preheating, and heater for such an engine, and is capable of efficiently cooling the entire cooling system without causing overcooling or insufficient cooling. An object of the present invention is to provide an engine cooling device as described above.

この目的のため本発明は、クランクケースとへラドにお
いては温度センサ及び水ポンプを具備してラジェータを
経由し又はそれをバイパスして循環する冷却系路を独立
して栴成し、これらの各冷却系路を吸気管予熱水路及び
ヒータに連設し、冷却水温に応じて吸気管予熱水路及σ
ヒータをヘッド側又はクランクケース側冷却系路に選択
的に連通ずることを要旨とするものである。For this purpose, the present invention independently establishes a cooling system path in the crankcase and the heat sink that is equipped with a temperature sensor and a water pump and circulates through the radiator or by bypassing it. A cooling system path is connected to the intake pipe preheating waterway and the heater, and the intake pipe preheating waterway and σ are connected according to the cooling water temperature.
The gist is to selectively communicate the heater with the cooling system passage on the head side or the crankcase side.

以下、図面を参照して本発明の一実施例を具体的に説明
する。第１図において冷却系全体の系統について説明す
ると、符号１はクランクケース、２はその上部のヘッド
であり、クランクケース１において冷却水出口側の温ｇ
ｔンサ３を有する水路４がラジェータ５．水ポンプ０を
有づる水路７を介しクランクケース１の冷却水入口側に
連通し、水路４の途中に設置ノられる切換弁８から水ポ
ンプ６の吸入側にバイパス水路９が連通して循環する冷
却系路１０が独立して溝底される。また、ヘッド２にお
いても全く同様にして温度センサ１１をイｊする水￥Ｂ
１２．ラジェータ１３．水ポンプ１４を有する水路１５
．切換弁１６及びバイパス水路１１から成る冷却系路１
８が独立して構成される。Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings. To explain the entire cooling system in Fig. 1, reference numeral 1 is the crankcase, 2 is the head at the upper part of the crankcase, and the temperature g on the cooling water outlet side of the crankcase 1 is as follows.
A waterway 4 having a radiator 3 is connected to a radiator 5. It communicates with the cooling water inlet side of the crankcase 1 via a water channel 7 having a water pump 0, and a bypass channel 9 communicates with the intake side of the water pump 6 from a switching valve 8 installed in the middle of the water channel 4 for circulation. The cooling system passages 10 are individually grooved. In addition, in the head 2, water is applied to the temperature sensor 11 in exactly the same manner.
12. Radiator 13. Channel 15 with water pump 14
．． Cooling system path 1 consisting of a switching valve 16 and a bypass waterway 11
8 are independently configured.

そして、上記各市に１系路１０．１８において水路４゜
１２の切換弁８，１Ｇ上流側から分岐Ｊる水路２０．２
１が切換弁２２．水路２３を介して吸気管予熱水路２４
に連通し、この水路２４からの戻り水路２５が切換弁２
６゜水路２７．２８を介し上記切換弁４．１６にそれぞ
れ選択的に連通ずる。ここで、切換弁２６はカーヒータ
使用時に手動操作される弁を有し、この弁操作により水
路２９を介してヒータ３０に連通し、ヒータ３０からの
戻り水路３１が切換弁３２．水路３３．３４を介し上記
水路２７．２８に連通しである。一方、温度センサ３，
１１は制御回路３５を介し各切換弁８３　ｉｅ、　２２
゜２６、３２に電気的に回路接続される。Then, a waterway 20.2 branches from the upstream side of the waterway 4゜12 switching valve 8,1G in the 1st route 10.18 to each of the above cities.
1 is a switching valve 22. Intake pipe preheating waterway 24 via waterway 23
The return waterway 25 from this waterway 24 communicates with the switching valve 2.
They selectively communicate with the switching valves 4,16 via 6° water channels 27,28, respectively. Here, the switching valve 26 has a valve that is manually operated when the car heater is used, and by operating this valve, it communicates with the heater 30 via the water channel 29, and the return water channel 31 from the heater 30 is connected to the switching valve 32. It communicates with the water channel 27,28 via water channel 33,34. On the other hand, temperature sensor 3,
11 is connected to each switching valve 83 ie, 22 via the control circuit 35.
26 and 32 are electrically connected to the circuit.

？Ａ２図において制御回路３５について説明すると、ク
ランクケース側のｔ？Ｑ度レンし３は例えばサーミスタ
から成り冷却水温に応じ／ζ電圧を発生するようにされ
、分圧回路３６の高い設定温度Ｔ　Ｉ−＋以上になると
コンパレータ３７から１−ルベルを出力づる。? To explain the control circuit 35 in Fig. A2, t? on the crankcase side. The Q degree sensor 3 is made of, for example, a thermistor and is adapted to generate a /ζ voltage in accordance with the cooling water temperature, and when the temperature exceeds the high set temperature T I-+ of the voltage dividing circuit 36, a comparator 37 outputs 1-level.

また、ヘッド側の温度センサ１１も同様にして、分圧回
路３８の低い設定温度ＴＬ以上になるとコンパレータ３
９から１−ルベルを出力するように回路構成される。そ
して、コンパレータ３１の出力側はトランジスタ４０を
介して切換弁８に接続し、且つＯＲゲート４１にも接続
づ−る。Similarly, the temperature sensor 11 on the head side is connected to the comparator 3 when the temperature exceeds the low set temperature TL of the voltage dividing circuit 38.
The circuit is configured to output 9 to 1-levels. The output side of the comparator 31 is connected to the switching valve 8 via a transistor 40 and also to an OR gate 41.

また、温度センサ３，１１はクランクケース１とヘッド
２の冷却水温において、クランクケース１／ の方が高くなるとコンパ１ノ、トタ４２から１ルベルを
出ノ］するようにされ、こめコンパレータ４２と上記コ
ンパレータ３９がＡＮＤゲート４３を介しＯＲゲート４
１に接続する。そして、このＯＲゲート４１がトランジ
スタ４４を介して切換弁ＩＪ　２２．２６．３２に接続
しである。In addition, the temperature sensors 3 and 11 are arranged so that when the cooling water temperature of the crankcase 1 and the head 2 is higher, the temperature sensor 1 outputs 1 lbel from the comparator 1 and the total 42. The comparator 39 is connected to the OR gate 4 via the AND gate 43.
Connect to 1. This OR gate 41 is connected to the switching valve IJ 22.26.32 via a transistor 44.

ここで、切換弁８は非通電時に水路４．２７と９を連通
し、通電時に水路２７をラジェータ５側に連通し、切換
弁１Ｇは非通電時に水路２８と１７を連通し、通電時に
水路１２と１８を連通さ往る。Here, the switching valve 8 connects the water channels 4, 27 and 9 when not energized, and communicates the water channel 27 to the radiator 5 side when energized; 12 and 18 are connected.

切換弁２２．２６．３２は非通電時に水路２１と２３．
２５と２８．３１と３４を連通し、通電時に水路２０と
２３．２５と２７．３１と３３を連通ずるものである。The switching valves 22, 26, and 32 switch between the water channels 21 and 23. when not energized.
25 and 28, 31 and 34 are communicated, and water channels 20, 23.25, 27.31 and 33 are communicated with each other when energized.

このように構成された冷に１装置の動作について説明す
ると、エンジン始動時冷却水温が低い場合は、制御回路
３５においてコンパレータ３７．３９の出力がＬレベル
であり、ずべての切換弁８　、１６．２２゜２６、３２
が非通電する。そこで、クランクケース１の冷却系路１
０において水路４は切換弁８によりバイパス水路９に連
通し、冷７ＪＩ水は水ポンプ６によりラジェータ５をバ
イパスしてクランクケース１とバイパス水路９０間を循
環づ−る。またこのとき、ヘッド２の冷却系路１８にＪ
３いて切換弁１Ｇにより水路２８と１７が連通し、切換
弁２２により水路２１と２３が連通し、切換弁２θによ
り水路２５と２８が連通し、更に切換弁３２により水路
３１と３４が連通ずる。そして、ラジェータ１３をバイ
パスしたものになり、且つ吸気管予熱水路２４とヒータ
３０が組込まれ、これにより冷却水は水ポンプ１４によ
りヘッド２から吸気管予熱水路２４．カーヒータ使用時
はヒータ３０を経てバイパス水路１７０間を循環１′る
。To explain the operation of the refrigeration unit configured in this way, when the cooling water temperature is low at engine start, the output of the comparator 37.39 in the control circuit 35 is at the L level, and all the switching valves 8, 16 .22°26,32
is de-energized. Therefore, cooling system path 1 of crankcase 1
At 0, the water channel 4 is communicated with the bypass water channel 9 by the switching valve 8, and the cold 7JI water is circulated between the crankcase 1 and the bypass water channel 90 by bypassing the radiator 5 by the water pump 6. Also, at this time, J is connected to the cooling system path 18 of the head 2.
3, the switching valve 1G connects the waterways 28 and 17, the switching valve 22 allows the waterways 21 and 23 to communicate, the switching valve 2θ allows the waterways 25 and 28 to communicate, and the switching valve 32 allows the waterways 31 and 34 to communicate. . The radiator 13 is bypassed, and the intake pipe preheating water channel 24 and the heater 30 are incorporated, so that the cooling water is transferred from the head 2 by the water pump 14 to the intake pipe preheating water channel 24. When the car heater is used, the water is circulated 1' between the bypass water channels 170 via the heater 30.

次いで、ヘッド２の出［１側冷却水渇が設定値１以上に
なると、制御回路３５においてコンパレータ３９の出力
が１−ルベルになる。そして、クランクケ−ス１の出口
側冷却水温がヘッド２のものより高くなると、コンパレ
ータ４２の出力もＨレベルになり、このためＡＮＤゲー
ト４３．ＯＲゲート４１の出力によりトランジスタ４４
を介し切換弁１６．２２．２６゜３２が通電して切換わ
る。そこで、ヘッド２の冷ＩＪ］系路１８において切換
弁１６にＪ：り水路１２が連通することから、冷却水は
ヘッド２どラジェータ１３の間をのみ循環する。一方、
切換弁２２．２６．３２により水路２０ど２３．２５と
２７．３１ど３３が連通するようになって、吸気管予熱
水路２４等はクランクケース側の冷却系路１０に組込ま
れる。そのため、冷却水はクランクケース１から吸気管
予熱水路２４．必要に応じヒータ３０．バイパス水路９
の間を循環りる。Next, when the output [1 side cooling water shortage of the head 2] reaches the set value 1 or more, the output of the comparator 39 in the control circuit 35 becomes 1-level. When the temperature of the cooling water on the outlet side of the crankcase 1 becomes higher than that of the head 2, the output of the comparator 42 also becomes H level, and therefore the AND gate 43. The output of the OR gate 41 causes the transistor 44 to
The switching valve 16, 22, 26° 32 is energized and switched via the switch. Therefore, since the cooling water channel 12 communicates with the switching valve 16 in the cold IJ line 18 of the head 2, the cooling water circulates only between the head 2 and the radiator 13. on the other hand,
The water channels 20, 23, 25 and 27, 31, 33 communicate with each other by the switching valves 22, 26, 32, and the intake pipe preheating water channel 24 and the like are incorporated into the cooling system channel 10 on the crankcase side. Therefore, the cooling water flows from the crankcase 1 to the intake pipe preheating channel 24. Heater 30 if necessary. Bypass waterway 9
It circulates between.

そして、クランクケース１の出口側冷却水温が設定値Ｔ
　＋−＋以上になると、更に制御回路３５で］ンパレー
タ３７の出力も１−（レベルになり、トランジスタ４０
を介して切換弁８も通電して１ｉｌＪ換わる。そこで、
ヘッド２では上述と同様の冷却が行われており、クラン
クケース１の冷却系路１０においては切換弁８により水
路２１がラジェータ５側に連通して、クランクケース１
．吸気色・予熱水路２４等を流れる冷却水がラジェータ
５を経由する。Then, the temperature of the cooling water on the outlet side of the crankcase 1 is the set value T.
When the voltage exceeds +-+, the control circuit 35 also outputs the output of the comparator 37 to 1-(level), and the transistor 40
The switching valve 8 is also energized through the switch and switched to 1ilJ. Therefore,
The head 2 is cooled in the same manner as described above, and in the cooling system passage 10 of the crankcase 1, a water passage 21 is connected to the radiator 5 side by the switching valve 8, and the cooling system passage 10 of the crankcase 1 is connected to the radiator 5 side.
．． Cooling water flowing through the intake color/preheating water channel 24 and the like passes through the radiator 5.

以上の説明から明らかなように、本発明によると、クラ
ンクケース１とヘッド２が別個の温度ゼンナ３，１１と
水ポンプ６．１４を右して冷却系路１０゜１８を独立に
構成しているので、それらのクランクケース１及びヘッ
ド２に）＆シた所望の温度特性に冷却することができる
。また、吸気管予熱水路２４及びヒータ３０は上記クラ
ンクケース１とヘッド２の冷却系路１０．１８に冷却水
温に応じて選択的に組込まれ、冷却水温が低い場合は温
度上Ｒの大きいヘッド側に組込まれるのぐ、早期に高温
化した冷却水を使用して燃料霧化の促進、カーヒータの
効きを向上し得る。そして、冷却水温が高くなると高温
制御されるクランクケース側に組込まれるので、上記性
能を連続的にルイ「保し）Ｊる。更に、上記選択的な組
合わじは、クランクケース１及びヘッド２の冷却水出口
側の温度レンリー３，１１により切換弁を動作して行わ
れるので、簡単な構成で円滑に行い得る。As is clear from the above description, according to the present invention, the crankcase 1 and the head 2 have separate temperature sensors 3, 11 and water pumps 6, 14 to form cooling system passages 10.18 independently. Therefore, the crankcase 1 and head 2 can be cooled to the desired temperature characteristics. In addition, the intake pipe preheating water passage 24 and the heater 30 are selectively incorporated into the cooling system passage 10.18 between the crankcase 1 and the head 2 according to the cooling water temperature. By incorporating the cooling water into the engine, the cooling water that quickly reaches a high temperature can be used to promote fuel atomization and improve the effectiveness of the car heater. When the cooling water temperature rises, it is incorporated into the crankcase side, which is controlled at high temperature, so that the above performance is continuously maintained. Since this is performed by operating a switching valve based on the temperature levels 3 and 11 on the cooling water outlet side, it can be performed smoothly with a simple configuration.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明による装置の一実施例を示す回路図、第
２図は制御回路の電気的回路図である。 １・・・クランクケース、２・・・ヘッド、５，１３・
・・クジュータ、６，１４・・・水ポンプ、３．１１・
・・温度センサ、１０．１８・・・冷却系路、２４・・
・吸気管予熱水路、３０・・・ヒータ、８　、１６．２
２．２６．３２・・・切換弁、３５・・・制御回路。 特Ｗ’ｆ出願人　富士重工業株式会社 代理人　弁理士　小　橋　信　沖 同　弁理士　村　井　進FIG. 1 is a circuit diagram showing an embodiment of the device according to the present invention, and FIG. 2 is an electrical circuit diagram of a control circuit. 1... Crank case, 2... Head, 5, 13.
... Kujuta, 6,14... Water pump, 3.11.
...Temperature sensor, 10.18...Cooling system path, 24...
・Intake pipe preheating waterway, 30...Heater, 8, 16.2
2.26.32...Switching valve, 35...Control circuit. Special W'f Applicant Fuji Heavy Industries Co., Ltd. Agent Patent Attorney Shin Kobashi Patent Attorney Susumu Murai

Claims (1)

【特許請求の範囲】[Claims] クランクケースとヘッドにおいて別個に温度センザ、水
ポンプを具備してラジェータを経由し又はそれをバイパ
スして循環する冷却系路を独立して構成し、吸気管予熱
水路及びヒータを上記各冷却系路に上記温度センザによ
り切換動作する切換弁を介して選択的に連通させること
を特徴とするエンジン冷却装置。The crankcase and head are equipped with separate temperature sensors and water pumps, and the cooling system passages that circulate through the radiator or by bypassing it are configured independently, and the intake pipe preheating water passage and heater are connected to each of the above cooling system passages. An engine cooling system characterized in that the temperature sensor selectively communicates with the temperature sensor via a switching valve operated by the temperature sensor.
JP58154503A 1983-08-23 1983-08-23 Cooling device of engine Pending JPS6045768A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58154503A JPS6045768A (en) 1983-08-23 1983-08-23 Cooling device of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58154503A JPS6045768A (en) 1983-08-23 1983-08-23 Cooling device of engine

Publications (1)

Publication Number Publication Date
JPS6045768A true JPS6045768A (en) 1985-03-12

Family

ID=15585662

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58154503A Pending JPS6045768A (en) 1983-08-23 1983-08-23 Cooling device of engine

Country Status (1)

Country Link
JP (1) JPS6045768A (en)

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