JPS608418A - Intake-air temperature regulating device in internal-combustion engine - Google Patents
Intake-air temperature regulating device in internal-combustion engineInfo
- Publication number
- JPS608418A JPS608418A JP58116610A JP11661083A JPS608418A JP S608418 A JPS608418 A JP S608418A JP 58116610 A JP58116610 A JP 58116610A JP 11661083 A JP11661083 A JP 11661083A JP S608418 A JPS608418 A JP S608418A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake air
- passage
- cooling
- engine
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
- F02B29/0443—Layout of the coolant or refrigerant circuit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0493—Controlling the air charge temperature
-
- 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)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は内燃機関の吸入空気温度調整装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to an intake air temperature regulating device for an internal combustion engine.
（実施例）
ターボチャージャやその他の給気ブロアなど過給手段を
備えた内燃機関では、過給の際の吸気温度上昇により充
填高率が低下したり、火花点火機関ではノッキングを誘
発したりする問題点が出やすいため、吸気の温度を機関
運転条件に応じて可変制御する吸入空気温度調整装置と
いうものが考えられている。(Example) In an internal combustion engine equipped with a supercharging means such as a turbocharger or other charge air blower, a rise in intake air temperature during supercharging may reduce the filling ratio, and in a spark ignition engine, this may induce knocking. Because problems tend to occur, an intake air temperature adjustment device that variably controls the intake air temperature according to engine operating conditions has been considered.
従来吸入空気温度調整装置としては、例えば第１図に示
すようなものが、本出願人により実願昭５６−４６７７
号として提案されている。As a conventional intake air temperature regulating device, for example, the one shown in FIG.
It has been proposed as a number.
第１図で、６はエンジン、１はターボチャージャ、７は
エンジン排ガスにより駆動されるタービン、２はエアク
リーナ８から導入された給気を過給する給気ブロアであ
る。ただし給気ブロア２下流の吸気通路５にスロットル
バルブ９が介装されている。In FIG. 1, 6 is an engine, 1 is a turbocharger, 7 is a turbine driven by engine exhaust gas, and 2 is an air supply blower that supercharges air introduced from an air cleaner 8. However, a throttle valve 9 is interposed in the intake passage 5 downstream of the air supply blower 2.
１ｏは単室冷房用の冷却器であり、車内空気から吸熱し
、気化したエバポレータ１１内の冷媒（例えばフレオン
）は、エンジン６によりベルト駆動されるクーラコンプ
レッサ１２に導入され、圧縮、液化される。そして、コ
ンデン１Ｊ１３を通り冷却ファン１４によって冷却され
た後、いったんリキッドタンク１５に溜められ、もとの
冷却器１０に循環するようになっている。ただし、液状
の冷媒は絞弁１６を通る際、気液化される。1o is a cooler for cooling a single room, and the refrigerant (for example, Freon) in the evaporator 11 that absorbs heat from the air inside the car and vaporizes is introduced into a cooler compressor 12 driven by a belt by the engine 6, where it is compressed and liquefied. . After passing through the condenser 1J13 and being cooled by the cooling fan 14, the liquid is temporarily stored in the liquid tank 15 and circulated back to the cooler 10. However, when the liquid refrigerant passes through the throttle valve 16, it is vaporized and liquefied.
この単室冷房用に使用される冷媒を、での循環回路１７
の途中に配置されたリキッドタンク１５下流から取出し
て吸気ブロア２で加圧される前の給気を冷却するように
、前記冷却器１０と並列に給気冷却用の冷却器１８が設
けられ、給気ブロア２上流の例えばエアクリーナ８近傍
の吸気通路５に配置される。The refrigerant used for cooling this single room is circulated in the circulation circuit 17.
A cooler 18 for cooling the supply air is provided in parallel with the cooler 10 so as to cool the supply air taken out from the downstream side of the liquid tank 15 disposed in the middle of the liquid tank 15 and before being pressurized by the intake blower 2. It is arranged in the intake passage 5 upstream of the supply air blower 2, for example, near the air cleaner 8.
この給気冷却用の冷却器１８は、車室冷房用の冷却器１
０とほぼ同様に構成され、蛇行状に形成されたエバポレ
ータ１１Ａと絞り弁１６Ａ等を備え、エアクリーナ８か
ら導入される吸気を効率良く冷却するように形成されて
いる。This cooler 18 for cooling air supply is the cooler 1 for cooling the passenger compartment.
The air conditioner is configured in substantially the same manner as the air cleaner 8, and includes an evaporator 11A formed in a meandering shape, a throttle valve 16A, etc., and is configured to efficiently cool the intake air introduced from the air cleaner 8.
そして、この給気冷却用の冷却器１８に、前記リキッド
タンク１５からの冷媒をエンジン負荷に応じて選択的に
導入するように、その入口部１９に電磁弁２０が設置さ
れると共に、この電磁弁２０を開閉制御するためのコン
トロールモジュール２１が設けられる。A solenoid valve 20 is installed at the inlet portion 19 of the air supply cooling cooler 18 so as to selectively introduce the refrigerant from the liquid tank 15 according to the engine load. A control module 21 for controlling opening and closing of the valve 20 is provided.
コントロールモジュール２１は、エンジン負荷を検出す
る手段として例えばスロワ１へルバルブ９の開度を検出
りるスロットルスイッチ２２等からの信号によりスロッ
トルバルブ９の開度が所定開度以上になると、前記電磁
弁２０を聞くように制御すると共に、電磁弁２０が開状
態のときに、前記リキッドタンク１５内の冷媒液量が減
少１°るか、またはその液圧が所定値以下になると、こ
れを検知してクーラコンプレッザ１２を作動させ、冷媒
循環を促進させるようにコントロールしている。When the opening of the throttle valve 9 exceeds a predetermined opening according to a signal from a throttle switch 22 or the like that detects the opening of the throttle valve 9 to the thrower 1 as a means for detecting the engine load, the control module 21 detects the opening of the solenoid valve 9. 20, and when the solenoid valve 20 is in the open state, if the amount of refrigerant in the liquid tank 15 decreases by 1° or the liquid pressure becomes less than a predetermined value, this is detected. The cooler compressor 12 is operated to promote refrigerant circulation.
しかしながら、上記構成によると、熱容聞の大きいエバ
ポレータ１１Ａにスロットルバルブ９の開度に応じて冷
媒を導入する構成のため、実際に吸入空気温度が上昇し
てから冷却器１８が吸気冷却を開始するのでの応答性が
悪く、適正な渇ａ調整が難しいという問題があった。However, according to the above configuration, since the refrigerant is introduced into the evaporator 11A, which has a large heat capacity, according to the opening degree of the throttle valve 9, the cooler 18 starts cooling the intake air after the intake air temperature actually rises. There was a problem in that the responsiveness was poor and it was difficult to properly adjust thirst.
（発明の目的）
本発明はこのような問題点に着目してなされたもので、
機関運転条件に対して敏速に吸入空気温度を調整するこ
とを目的とする。(Object of the invention) The present invention has been made by focusing on such problems.
The purpose is to quickly adjust the intake air temperature according to engine operating conditions.
（発明の４１４成）
このために本発明は、機関吸気を過圧する過給手段を備
えた内燃機関において、機関吸気通路の途中に、吸気冷
却用熱交換器を介装した冷却用通路と、この冷却用通路
を迂回するバイパス通路とを形成するとともに、前記冷
却用通路とバイパス通路の吸気流量割合を制御する制御
バルブを設け、基本的には前記熱交換器を常時作動させ
る一方、機関の吸気温度ないし圧力等の機関運転条件を
代表する信号値にもとづき、吸気冷却の要求の小さい条
件下ではバイパス通路への吸気流分を増やすように、ま
た吸気冷却が必要な条件下では冷却用通路への吸気流分
を増やすように前記制御バルブを駆動することにより吸
気温度を適正値に制御するように図った。(414th feature of the invention) For this purpose, the present invention provides, in an internal combustion engine equipped with a supercharging means for overpressurizing engine intake air, a cooling passage in which an intake air cooling heat exchanger is interposed in the middle of the engine intake passage; A control valve is provided to form a bypass passage that detours around this cooling passage and to control the ratio of intake air flow rates between the cooling passage and the bypass passage. Basically, while the heat exchanger is constantly operated, the engine Based on signal values representative of engine operating conditions such as intake air temperature or pressure, the intake air flow to the bypass passage is increased under conditions where intake air cooling is not required, and the intake air flow to the bypass passage is increased under conditions where intake air cooling is required. The intake air temperature is controlled to an appropriate value by driving the control valve to increase the intake air flow to the engine.
（実施例）
以下、添付図面にもとづき、本発明の実施例について説
明する。なお、第１図に示す従来例と同一構成部には同
一符号を付す。(Example) Hereinafter, an example of the present invention will be described based on the accompanying drawings. Note that the same components as those in the conventional example shown in FIG. 1 are given the same reference numerals.
第２図に示すように、ターボチャージャ１の給気ブロア
２より下流の吸気通路３１の途中にエバポレータ（熱交
換器）３５を介装して冷ｋＪ用通路３４とする一方、こ
のエバポレータ３５を迂回するバイパス通路３２を形成
する。両通路３２，３４の分岐点には制御バルブ３６を
設けて両通路３２．３４の吸気流量を相反的に加減する
ように図る。（この制御バルブ３６の開度制御について
後述する。）
冷却用通路３４に介装したエバポレータ３５は、この場
合車両の車室冷房用のエバポレータ１１と並列に、冷却
装置５７の冷媒用通路５５に接続づる。なお、この車掌
冷房用冷却装置５７は冷媒を圧縮、液化するコンプレッ
サ１２と冷却ファン１４を備えたコンデンサ１３とリキ
ッドタンク１５とで構成される周知のものである。また
エバポレータ１１に向けて冷媒を気液化する絞弁（膨張
弁）１６を設【プる。As shown in FIG. 2, an evaporator (heat exchanger) 35 is interposed in the intake passage 31 downstream of the air supply blower 2 of the turbocharger 1 to form a cold kJ passage 34. A bypass passage 32 is formed. A control valve 36 is provided at the branch point of both passages 32, 34 to control the intake flow rate of both passages 32, 34 reciprocally. (The opening degree control of this control valve 36 will be described later.) The evaporator 35 installed in the cooling passage 34 is connected to the refrigerant passage 55 of the cooling device 57 in parallel with the evaporator 11 for cooling the passenger compartment of the vehicle. Connection zuru. The conductor cooling device 57 is a well-known device that includes a compressor 12 that compresses and liquefies a refrigerant, a condenser 13 equipped with a cooling fan 14, and a liquid tank 15. Further, a throttle valve (expansion valve) 16 is provided toward the evaporator 11 to vaporize the refrigerant.
上記冷却器＠５７は基本的には常時作動させて吸気冷却
用エバポレータ３５を常に冷却状態に置くようにする。Basically, the cooler @57 is always operated so that the intake air cooling evaporator 35 is always kept in a cooling state.
ただし、寒冷時など環境条件ににつではその作動を停止
するように図ってもよい。However, the operation may be stopped under environmental conditions such as when it is cold.
一方、バイパス通路３２には、この実施例では熱交換器
３３を介装し、この熱交換器３３は加熱装置５１の熱交
換器４５とエンジン冷却水通路７２とに循環回路４７に
より連通する。冷却水通路７２と熱交換器４５を連通す
る回路４７の途中にはエンジン冷却水を導入するポンプ
４６を介装する。なお、７０はラジェータ、７１はその
冷却ファンである。On the other hand, in this embodiment, a heat exchanger 33 is interposed in the bypass passage 32, and the heat exchanger 33 communicates with the heat exchanger 45 of the heating device 51 and the engine cooling water passage 72 through a circulation circuit 47. A pump 46 for introducing engine cooling water is interposed in the circuit 47 that communicates the cooling water passage 72 with the heat exchanger 45. Note that 70 is a radiator, and 71 is a cooling fan thereof.
ターボヂト−ジャ１の排気タービン７下流に位置する排
気触媒３８のさらに下流の排気通路７３は切換バルブ３
９を設（プ、この切換バルブ３９をバイパスするように
加熱装置５１を配設する。加熱装置５１内←は熱交換器
４５を介装し、この熱交換器４５に排気触媒３８を通過
後の排気ガスを導く。The exhaust passage 73 further downstream of the exhaust catalyst 38 located downstream of the exhaust turbine 7 of the turbocharger 1 is connected to the switching valve 3.
9 is installed, and a heating device 51 is arranged so as to bypass this switching valve 39. A heat exchanger 45 is interposed inside the heating device 51, and the heat exchanger 45 is provided with a heat exchanger 45 after passing through the exhaust catalyst 38. directs exhaust gases.
加熱装置５１内には上記熱交換器４５の上流に燃焼装置
４０を介装する。この燃焼装置４０は燃料噛射弁４１と
燃焼用空気を供給するブロア４２と酸化触媒４３とその
予熱ヒータ４４とからなる。A combustion device 40 is installed in the heating device 51 upstream of the heat exchanger 45 . This combustion device 40 includes a fuel injection valve 41, a blower 42 that supplies combustion air, an oxidation catalyst 43, and a preheater 44 for the oxidation catalyst 43.
制御バルブ３６と切換バルブ３９および燃焼装置４０の
作動はコントローラ６１等からなる制ｔｉ１１系統によ
り制御する。The operations of the control valve 36, the switching valve 39, and the combustion device 40 are controlled by a control system 11 including a controller 61 and the like.
この場合、この制御系統は、冷却用通路３４どバイパス
通路３２の合流点の吸気温（資）を感知する吸気温セン
サ６０と、制御バルブ３６上流の吸気圧を感知する吸気
圧センサ５８と、循環回路４７の熱交換器３３より下流
の触Ｗ（エンジン冷却水）温度を感知する水温センサ５
９など、機関運転条件を検出づる手段と連係して前記作
動制御を行なう。In this case, this control system includes an intake temperature sensor 60 that senses the intake air temperature at the confluence of the cooling passage 34 and the bypass passage 32, an intake pressure sensor 58 that senses the intake air pressure upstream of the control valve 36, A water temperature sensor 5 that senses the temperature of engine cooling water downstream of the heat exchanger 33 in the circulation circuit 47
The operation control is performed in conjunction with a means for detecting engine operating conditions, such as 9.
第３図にこの制御系統の一例を示す。これについて説明
すると、関数発生器８１は水温センサ５９からの水温信
号ａを入力して、水温が所定値（例えば９０℃）以上の
とき水温に比例し直線的に減少するとともに所定値以下
のとき一定となる設定信号（〕を出力する。差動増幅器
８２はこの設定信）３ ｂと吸気温センサ６０からの信
０Ｃとを入力して両者の差に比例した制御電圧ｄを出力
する。FIG. 3 shows an example of this control system. To explain this, the function generator 81 inputs the water temperature signal a from the water temperature sensor 59, and when the water temperature is above a predetermined value (for example, 90°C), it decreases linearly in proportion to the water temperature, and when it is below a predetermined value, it decreases linearly. A constant setting signal () is outputted. The differential amplifier 82 inputs this setting signal 3b and the signal 0C from the intake air temperature sensor 60, and outputs a control voltage d proportional to the difference between the two.
比較器８３は吸気圧センサ５８からの信号ｅを入力して
吸気圧が正圧のときＯＮとなりトランジスタ８４に信号
ｆを出力して制ｔｌＩＩ電圧ｄをアースηる。The comparator 83 inputs the signal e from the intake pressure sensor 58 and turns ON when the intake pressure is positive, outputting a signal f to the transistor 84 and grounding the control tlII voltage d.
比較器８５は水温信号ａを入力して水温が所定値（例え
ば８０℃）以下のときＯＮとなり信号ｑを出力づ°る。A comparator 85 inputs the water temperature signal a and turns ON when the water temperature is below a predetermined value (for example, 80° C.) and outputs a signal q.
切換バルブ３９はこの信号Ｑにもとづいて開閉する。比
較器８６は水温信号ａを入力して水温が所定１（例えば
６０℃）以下のときＯＮとなり信号りを出力する。加算
器８７は上記信号９と信号りが共にＯＮとなったときに
ＯＮとなり信Ｑ ｉを出力する。燃焼機４０はこの信号
ｉにもとづいて作動する。The switching valve 39 opens and closes based on this signal Q. The comparator 86 inputs the water temperature signal a and turns ON when the water temperature is below a predetermined value (for example, 60° C.) and outputs a signal. The adder 87 turns on when both the signal 9 and the signal 1 turn on, and outputs the signal Qi. The combustor 40 operates based on this signal i.
次に作用について説明する。Next, the effect will be explained.
給気ブロア２の作動で過給圧が増大して吸気圧が負圧か
ら正圧に、変わるとコントローラ６１の制御電圧ｄがア
ースに流れて制御バルブ３６はバイパス通路３２を全閉
し、全吸入空気を冷却用通路３４に導く。これにより吸
入空気は冷媒が循環して冷却状態にあるエバポレータ３
５により速やかに冷却される。When the boost pressure increases due to the operation of the air supply blower 2 and the intake pressure changes from negative pressure to positive pressure, the control voltage d of the controller 61 flows to the ground, and the control valve 36 completely closes the bypass passage 32 and completely closes the bypass passage 32. The intake air is guided to the cooling passage 34. As a result, the intake air is cooled by the refrigerant circulating in the evaporator 3.
5, it is quickly cooled down.
これに対して、吸気圧が負圧の場合、制御バルブ３Ｇは
コン１〜ローラ６１の制御電圧ｄにもとづいてバイパス
通路３２と冷却用通路３４とに分岐する吸気のイれぞれ
の流量割合を相反的に調節する。バイパス通路３２を通
過する吸気は媒体くエンジン冷却水）が循環する熱交換
器３３により加熱されている。一方冷却用通路３４を通
過する吸気は媒体が循環するエバポレータ３５により冷
却されている。上記それぞれの吸気は吸気マニホールド
４の上流で合流して混合し、制御バルブ３６の開度に応
じた温度に調整される。On the other hand, when the intake pressure is negative, the control valve 3G controls the flow rate of each of the intake air branched into the bypass passage 32 and the cooling passage 34 based on the control voltage d of the controller 1 to the roller 61. reciprocally adjust. The intake air passing through the bypass passage 32 is heated by a heat exchanger 33 in which a medium (engine cooling water) is circulated. On the other hand, the intake air passing through the cooling passage 34 is cooled by an evaporator 35 in which a medium circulates. The above-mentioned respective intake airs meet and mix upstream of the intake manifold 4, and the temperature is adjusted according to the opening degree of the control valve 36.
つまり、最終的にエンジン６に供給される吸気の温度を
制御バルブ３６の冷却用通路３４またはバイパス通路３
２に対する相反的な開度制御により調整し、吸気温度を
相対的に高める必要のある条件下では冷却用通路３４に
対するバイパス通路３２の開度を増して（全吸気中の低
温吸気流量の割合を高温吸気流量よりも減らして）、所
留の吸気温度を得るのである。In other words, the temperature of the intake air finally supplied to the engine 6 is controlled by the cooling passage 34 of the control valve 36 or the bypass passage 3.
2, and under conditions where it is necessary to relatively increase the intake air temperature, the opening of the bypass passage 32 relative to the cooling passage 34 is increased (the proportion of the low-temperature intake air flow rate in the total intake air is increased). (lower than the high-temperature intake air flow rate) to obtain the stationary intake air temperature.
」−記エンジン６に供給する吸気温度、つまり制御バル
ブ３６の開度は、エンジン６の特性や使用目的に応じて
予め運転状態との関係で適正値となるＪ：うに制御系統
を設定しておくわけであるが、一般には上述したように
して、吸気温度が著しく１臂する過給時に冷却用通路３
４を全開して積極的に吸気温度を低下させ、それ以外の
部分負荷時には制御バルブ３６のバイパス通路３２側へ
の開度を増ずことにより、過冷却とならない程度に吸気
温度を維持するように図れば足りる。- The intake air temperature supplied to the engine 6, that is, the opening degree of the control valve 36, is set to an appropriate value in advance in relation to the operating state according to the characteristics of the engine 6 and the purpose of use. Generally speaking, as mentioned above, the cooling passage 3 is closed during supercharging when the intake air temperature is extremely high.
4 is fully opened to actively lower the intake air temperature, and at other partial loads, the opening degree of the control valve 36 to the bypass passage 32 side is increased to maintain the intake air temperature to the extent that supercooling does not occur. It is enough if you aim for it.
ところで、熱交換器３３を循環する媒体温度が低い場合
、コントローラ６１の出力する信号ｇにもとづく切換バ
ルブ３９の作動によりエンジン排気ガスを加熱装置５１
に導き、熱交換器３３を通過Ｊる媒体が加熱されるので
あるが、エンジン６の低温始動時等、更に低い所定値を
越えて媒体温度が低下したときは、コントローラ６１の
信号ｉにもとづき燃焼器４０が作動して加熱装置５１の
熱交換器４５に燃焼カスを噴射し、媒体湿度を上昇させ
る。By the way, when the temperature of the medium circulating in the heat exchanger 33 is low, the engine exhaust gas is transferred to the heating device 51 by operating the switching valve 39 based on the signal g output from the controller 61.
The medium passing through the heat exchanger 33 is heated. However, when the medium temperature drops beyond a lower predetermined value, such as when starting the engine 6 at a low temperature, the The combustor 40 operates and injects combustion residue into the heat exchanger 45 of the heating device 51, increasing the humidity of the medium.
このため、機関冷機始動性を向上し、また暖機時間を短
縮することができる。Therefore, engine cold startability can be improved and warm-up time can be shortened.
第４図に示す他の実施例においては、燃焼装置４０をバ
イパス通路３２に設りる。In another embodiment shown in FIG. 4, a combustion device 40 is installed in the bypass passage 32.
燃焼装置４０は燃料噴射弁４１とこれにエアクリーナ８
から燃焼用空気を導入する通路７５とからなる。The combustion device 40 includes a fuel injection valve 41 and an air cleaner 8.
and a passage 75 through which combustion air is introduced.
上記構成にＪ：れば、エンジン６の吸入負圧を利用して
燃焼用空気を供給するため、構造が比較的簡単になり、
またバイパス通路３２に直接燃焼ガスを導入するため、
熱交換率が高く、したがって暖機時間を更に短縮するこ
とができる。If the above configuration is adopted, combustion air is supplied using the intake negative pressure of the engine 6, so the structure is relatively simple.
In addition, in order to introduce combustion gas directly into the bypass passage 32,
The heat exchange rate is high, so the warm-up time can be further shortened.
第５図に示ずさらに他の実施例はバイパス通路３２の途
中に排気触媒３８を覆設する熱交換部７６を設りる一方
、排気マニホールド３７には燃料噴射弁１１１１と燃焼
用空気を供給するブロア４２とからなる燃焼器４０を設
けた例である。バイパス通路３２の熱交換部７６より下
流には、排気触媒３８により加熱された吸入空気の温度
を感知するセンサ５９を備え、コントローラ６１はこの
センサ５９からの信号を入力して吸入空気温度が所定値
より低い場合に燃焼器４０を作動させる。これにより排
気マニホールド３７内でつくられる燃焼ガスは排気ター
ビン７を経て排気触媒３８を過熱し、排気触媒３８のま
わりを流れる吸気を過熱する。In yet another embodiment not shown in FIG. 5, a heat exchanger 76 is provided in the middle of the bypass passage 32 to cover the exhaust catalyst 38, while the exhaust manifold 37 is supplied with fuel injection valves 1111 and combustion air. This is an example in which a combustor 40 consisting of a blower 42 is provided. A sensor 59 that detects the temperature of the intake air heated by the exhaust catalyst 38 is provided downstream of the heat exchange section 76 of the bypass passage 32, and the controller 61 inputs the signal from this sensor 59 to adjust the intake air temperature to a predetermined value. If the value is lower than the value, the combustor 40 is activated. The combustion gas produced in the exhaust manifold 37 passes through the exhaust turbine 7 and superheats the exhaust catalyst 38, thereby superheating the intake air flowing around the exhaust catalyst 38.
上記構成によれば、排気系統を燃焼器４０の一部として
利用できるため、構造の簡素化が図れ、また燃焼器４０
を発熱量の大きいものとすることが可能となる。According to the above configuration, since the exhaust system can be used as a part of the combustor 40, the structure can be simplified, and the exhaust system can be used as a part of the combustor 40.
It becomes possible to make the heat generation value large.
（発明の効果）
以−Ｌを要覆るに、本発明によれば、原則として常時作
動する冷却用熱交換器を介装した冷却用通路とこれを迂
回するバイパス通路とを機関吸気通路の途中に形成し、
各通路の開度を制御バルブを介して機関運転条件に応じ
て相反的に増減し、殊に過給が開始される高負荷時には
冷却用通路側への制御バルブ開度を増して吸気を積極的
かつ速やかに冷却するようにしたので、加速時等の過渡
的条件下でも常に適正温度の吸気を機関に供給でき、従
って出力性能および火花点火機関における耐ノツキング
性を確実に向上できるという効果が生じる。(Effects of the Invention) In summary, according to the present invention, in principle, a cooling passage in which a cooling heat exchanger that operates constantly is interposed and a bypass passage that bypasses the cooling heat exchanger are installed in the middle of the engine intake passage. formed into;
The opening degree of each passage is reciprocally increased or decreased according to the engine operating conditions via the control valve, and the opening degree of the control valve to the cooling passage side is increased to actively intake air, especially at high loads when supercharging starts. As the intake air is cooled efficiently and quickly, intake air at the appropriate temperature can always be supplied to the engine even under transient conditions such as during acceleration, and this has the effect of reliably improving output performance and knocking resistance in spark ignition engines. arise.
第１図は従来例の概略構成図である。第２図は本発明の
実施例を示す概略構成図、第３図はコントローラのブロ
ック図である。第４図、第５図はそれぞれ他の実施例を
示す概略構成図である。
２・・・給気ブロア、６・・・エンジン、３２・・・バ
イパス通路、３３・・・熱交換器、３４・・・冷却用通
路、３５・・・］−バボレータ（熱交換器）、３６川制
（〕ＩＩパルプ、４０・・・燃焼器、５１・・・加熱装
置、５７・・・冷Ｗ装［，６１・・・コンｌ−ローラ。
特許出願人 日産自動車株式会社
第１図
第２図
１
（FIG. 1 is a schematic diagram of a conventional example. FIG. 2 is a schematic configuration diagram showing an embodiment of the present invention, and FIG. 3 is a block diagram of a controller. FIGS. 4 and 5 are schematic configuration diagrams showing other embodiments, respectively. 2... Air supply blower, 6... Engine, 32... Bypass passage, 33... Heat exchanger, 34... Cooling passage, 35...]-vaborator (heat exchanger), 36 river system (] II pulp, 40... combustor, 51... heating device, 57... cold W unit [, 61... controller roller. Patent applicant Nissan Motor Co., Ltd. Figure 1 Figure 2 1 (
Claims (1)
、機関吸気通路の途中に、吸気冷却用熱交換器を介装し
た冷却用通路と、この冷却用通路を迂回するバイパス通
路を形成するとともに、前記冷却用通路とバイパス通路
の吸気流量を相反的に増減制御する制御バルブと、機関
運転条件を代表する信号値に応じて該機関運転条件毎に
吸気温度を所定の設定値となるように前記制御バルブを
駆動する制御系統を設けたことを特徴とする内燃機関の
吸入空気温度調整装置。In an internal combustion engine equipped with a supercharging means for pressurizing engine intake air, a cooling passage in which an intake air cooling heat exchanger is interposed and a bypass passage that bypasses this cooling passage are formed in the middle of the engine intake passage. , a control valve that reciprocally controls the increase/decrease of the intake air flow rate in the cooling passage and the bypass passage, and a control valve that controls the intake air temperature to a predetermined set value for each engine operating condition in accordance with a signal value representative of the engine operating condition. An intake air temperature regulating device for an internal combustion engine, comprising a control system for driving the control valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58116610A JPS608418A (en) | 1983-06-28 | 1983-06-28 | Intake-air temperature regulating device in internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58116610A JPS608418A (en) | 1983-06-28 | 1983-06-28 | Intake-air temperature regulating device in internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS608418A true JPS608418A (en) | 1985-01-17 |
Family
ID=14691427
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58116610A Pending JPS608418A (en) | 1983-06-28 | 1983-06-28 | Intake-air temperature regulating device in internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS608418A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5038725A (en) * | 1988-12-02 | 1991-08-13 | Hitachi, Ltd. | Intake manifold of internal combustion engine |
| US6769411B2 (en) | 2002-09-23 | 2004-08-03 | Sandor C. Fabiani | Nozzle air injection system for a fuel-injected engine |
| WO2019073769A1 (en) * | 2017-10-10 | 2019-04-18 | 株式会社デンソー | Intake air cooling system |
-
1983
- 1983-06-28 JP JP58116610A patent/JPS608418A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5038725A (en) * | 1988-12-02 | 1991-08-13 | Hitachi, Ltd. | Intake manifold of internal combustion engine |
| US6769411B2 (en) | 2002-09-23 | 2004-08-03 | Sandor C. Fabiani | Nozzle air injection system for a fuel-injected engine |
| WO2019073769A1 (en) * | 2017-10-10 | 2019-04-18 | 株式会社デンソー | Intake air cooling system |
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