JPS6183452A - Intercooler device for internal-combustion engine - Google Patents
Intercooler device for internal-combustion engineInfo
- Publication number
- JPS6183452A JPS6183452A JP59204583A JP20458384A JPS6183452A JP S6183452 A JPS6183452 A JP S6183452A JP 59204583 A JP59204583 A JP 59204583A JP 20458384 A JP20458384 A JP 20458384A JP S6183452 A JPS6183452 A JP S6183452A
- Authority
- JP
- Japan
- Prior art keywords
- refrigerant
- air cooler
- condenser
- air
- liquid phase
- 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
- F02B29/0437—Liquid cooled heat exchangers
- F02B29/0443—Layout of the coolant or refrigerant circuit
-
- 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)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
この発明は、過給機付内燃機関において過給機通過後の
高温化した吸気を冷却するインタークーラ装置に関し、
とりわけ冷媒の沸騰気化ａ熱を利用して吸気を冷却する
沸騰冷却式のインタークーラ装置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to an intercooler device for cooling high temperature intake air after passing through a supercharger in a supercharged internal combustion engine.
In particular, the present invention relates to a boiling cooling type intercooler device that cools intake air using heat of boiling vaporization of a refrigerant.
従来の技術
周知のように過給機により圧縮され九吸気はその温度が
上昇し、実質的表充填効率の低下やノッキング（ガソリ
ン機関の場合）４の間ｆｆ１ｔ−生じるので、吸気通路
中に空冷式もしくは水冷式のインタークーラ装置上膜け
たものがある。As is well known in the art, the temperature of the intake air compressed by the supercharger increases, resulting in a substantial reduction in surface charging efficiency and knocking (in the case of gasoline engines), so air cooling is required in the intake passage. Type or water-cooled intercooler device with a membrane on top.
しかし、空冷式のインタークーラ装置は熱交換効率が低
く、大盤であるとともに、車両への装着性が悪い。また
水冷式の装置では空冷式に比べて溝道が著しく複雑化す
るわりには高い冷却性能を得ることができず、多量の冷
却水の循環による出力損失も大きい・
一万１本出願人は冷却水（冷媒）の非常に大きな気化ａ
熱を利用して効果的表吸気冷却を行うようにしたインタ
ークー２装［−共に提案している（特開昭５７−４６０
１６号公報参照）。こｎは。However, air-cooled intercooler devices have low heat exchange efficiency, are large in size, and are difficult to install on vehicles. Furthermore, compared to air-cooled systems, water-cooled systems have significantly more complicated grooves, but high cooling performance cannot be obtained, and the output loss due to the circulation of a large amount of cooling water is large. Extremely large vaporization of water (refrigerant) a
Two intercoolers designed to effectively cool the surface intake air using heat [-both proposed (Japanese Patent Laid-Open No. 57-460
(See Publication No. 16). This is.
吸気通路に介装した熱交換器（エアクーラ）内に機関冷
却系から分岐した冷却水を貯留しておき、吸気との熱交
換により沸騰気化させて吸気を冷却するとともに、発生
した蒸気は機関冷却後の冷却水と混合して２ジエータに
導くように構成したものである。Cooling water branched from the engine cooling system is stored in a heat exchanger (air cooler) installed in the intake passage, and is boiled and vaporized through heat exchange with the intake air to cool the intake air, and the generated steam is used to cool the engine. It is configured so that it is mixed with the subsequent cooling water and introduced into the two radiators.
発明が解決しようとする問題点
上記のように冷媒の沸騰気化により吸気の冷却を行う方
式では、冷媒として水を主体とし友ものを用いるとする
と、６０〜９０℃程度で沸′ｍを生じさせるために熱交
換器内部七減圧下に置く必要がある。そのため上記公報
記載の装置では駆動もしくは機械駆動による真空ポンプ
や蒸気エゼクタ等からなる減圧装置Ｉを設けているので
あるが、このように気相冷媒を吸引して熱交換器内部ｔ
′旗圧する構成では、実際には相当に大型の真空ポンプ
等が要求される。しかも、機関の冷却水循環経路の一部
分のみを上記減圧装置によって減圧する構成であるため
、上記減圧装置を常時電動し続ける必要があり、その駆
動に要する損失も無視できない。すなわち、この種の沸
騰冷却式インタークーラ装置を実用化するには、吸気を
冷却するに十分な減圧沸騰状態を如何にして安定的にか
つ効率良く得るかということが、解決すべき大きな問題
となっている。Problems to be Solved by the Invention In the above-mentioned method of cooling intake air by boiling vaporization of a refrigerant, if water is used as the main refrigerant, boiling occurs at about 60 to 90°C. In order for the inside of the heat exchanger to be placed under seven reduced pressure. For this reason, the device described in the above publication is equipped with a pressure reducing device I consisting of a vacuum pump, a steam ejector, etc. driven by a drive or mechanical drive.
'In a configuration in which the pressure is increased, a fairly large vacuum pump or the like is actually required. Furthermore, since the pressure reducing device is configured to reduce the pressure of only a portion of the cooling water circulation path of the engine, the pressure reducing device must be constantly powered, and the loss required to drive it cannot be ignored. In other words, in order to put this type of boiling cooling intercooler into practical use, a major problem that must be solved is how to stably and efficiently obtain a reduced pressure boiling state sufficient to cool the intake air. It has become.
問題点ｔ−解決するための手段
この発明に係る内燃機関のインタークー２装置は、エア
クーラとコンデンサとを生体として外部から密閉された
冷媒循環系を構成し、全体が略等しい圧力下にある系内
で冷媒の沸騰・１疑縮のサイクルを行わせるようにする
とともに、系内の余剰の液相冷媒を冷媒供給ポンプによ
シ系外のりザーバタンクにＪ薫制排出することによって
系内の減圧を行なうようにし九ものである。すなわち、
この発明のインタークーラ装置は、過給機の下流に介装
され、かつ内部に液相冷媒が貯留されるエアクーラと、
このエアクーラの上部から取り出され九冷媒蒸気が導入
され、かつ下部に凝縮した液相冷媒が貯留されるコンデ
ンサと、密閉状態に保たｎた上記エアクーラおよび上記
コンデンサに対し、その外部に設けらｆｔ７？：ＩＪザ
ーバタンクと、正逆両方向へ送給可能に構成さ１、かつ
−万のポートが上記コンデンサの下部に接続され九冷媒
供給ポンプと、上記冷媒供給ポンプの他方のポート金、
上記エアクーラあるいは上記リザーバタンクに選択的に
連通させる流路切替機構と、上記エアクーラおよび上記
コンデンサからなる密閉系の最上部に接続され、かつ開
閉弁を備え７′？、空気排出通路と金備えて構成さｎて
いる。Problem t - Means for Solving The intercooler 2 device for an internal combustion engine according to the present invention constitutes a refrigerant circulation system that is sealed from the outside using an air cooler and a condenser as a living body, and the entire system is under approximately equal pressure. The pressure inside the system is reduced by causing the refrigerant to undergo a cycle of boiling and 1-condensation within the system, and by discharging excess liquid phase refrigerant within the system to a reservoir tank outside the system using a refrigerant supply pump. There are nine things you should do. That is,
The intercooler device of the present invention includes an air cooler installed downstream of a supercharger and in which a liquid phase refrigerant is stored;
A condenser into which refrigerant vapor taken out from the upper part of the air cooler is introduced and condensed liquid phase refrigerant stored in the lower part, and a ft7 ? : an IJ server tank, a refrigerant supply pump configured to be able to feed in both forward and reverse directions, and ports 1 and -10,000 connected to the lower part of the condenser, and a refrigerant supply pump at the other port of the refrigerant supply pump;
A channel switching mechanism for selectively communicating with the air cooler or the reservoir tank, connected to the top of a closed system consisting of the air cooler and the condenser, and equipped with an on-off valve 7'? , an air exhaust passage and a metal fitting.
作用
上記のインタークーラ装置は、エアクーラおよびコンデ
ンサからなる密閉系内が液相冷媒で略満たされた状態で
運転が開始される。初期は系内が常圧であるが、この状
聾からエアクーラ内の液相冷媒が吸気との熱交換に工っ
で温度上昇して行く一方で、冷媒供給ポンプの作動によ
り流路切替機構を介して系内の液相冷媒が系外のりザー
バタンクに強制的に排出される。こｎによシ系内が戚圧
状聾となり、吸気から熱を受けるエアクーラ内で液相冷
媒が減圧ＰＡＩｉＦ’ａ−生じる。一旦減圧状態とな！
しば、系をで閉じ几状態で運転さＣ１冷媒はエアクーラ
内で多量の熱ｔ＝Ｘつで沸騰気化し、かつコンデンサに
おいて放熱して凝縮回収される。またコンデンサ下部に
回収された液相冷媒は、冷媒供給ポンプにより再度エア
クーラに循環供給される。Operation The intercooler device described above starts operating in a state in which the closed system consisting of an air cooler and a condenser is substantially filled with liquid phase refrigerant. Initially, the pressure inside the system is normal, but due to this condition, the liquid phase refrigerant in the air cooler exchanges heat with the intake air and the temperature rises, while the flow path switching mechanism changes due to the operation of the refrigerant supply pump. The liquid phase refrigerant inside the system is forcibly discharged to the reservoir tank outside the system. As a result, the inside of the system becomes pressure-deaf, and a liquid phase refrigerant is generated under reduced pressure in the air cooler that receives heat from the intake air. Once the pressure is reduced!
Often, the C1 refrigerant, which is operated in a closed system with the system closed, boils and vaporizes in the air cooler with a large amount of heat t=X, and radiates heat in the condenser to be condensed and recovered. Further, the liquid phase refrigerant collected in the lower part of the condenser is circulated and supplied to the air cooler again by the refrigerant supply pump.
一方、冷媒供給ポンプ金逆方向に駆動することによｐ系
外のリザーバタンクから系内に液相冷媒？強制導入でき
、空気排出通路を通して系内から不＠縮気体である空気
を押し出すことができる。On the other hand, by driving the refrigerant supply pump in the opposite direction, liquid phase refrigerant is transferred from the reservoir tank outside the P system into the system. It can be forcibly introduced, and air, which is a non-condensable gas, can be pushed out from the system through the air exhaust passage.
この空気排出動作は例えば始動時等において実行される
。This air exhaust operation is performed, for example, at the time of startup.
実施例
第１図はこの発明に係るインタークー２装置の一実施例
を示すもので、同図において、１は過給機下流の吸気通
路に介装されたエアクーラ、２は発生蒸気を外気による
冷却によって凝縮するためのコンデンサ、３は電動式の
冷媒供給ポンプ、４は冷媒循環系の系外に設けらＣた大
気開放のりザーバタンクを夫々示している。Embodiment FIG. 1 shows an embodiment of an intercooler 2 device according to the present invention. In the figure, 1 is an air cooler installed in an intake passage downstream of a supercharger, and 2 is an air cooler that converts generated steam into external air. A condenser for condensation by cooling, 3 an electric refrigerant supply pump, and 4 a reservoir tank open to the atmosphere provided outside the refrigerant circulation system.
上記エアクーラ１は、液相冷媒が貯留されるように適宜
な容積を有するタンク状をなし、かつ内部に吸気が通流
する複数のチューブ５が列設さＣているとともに、上部
に蒸気出口６が形成さｎている。また上記チ二−プ５の
上端まで液相冷媒が厘う：うに冷媒液面の設定レベルを
規定する第１液面七ンサ７が、１Ｉ１１１面のバイパス
部８内に装着さｎており、かつ比較的上部に温度センサ
９が装着さｎでいる。The air cooler 1 has a tank shape with an appropriate volume so that liquid phase refrigerant is stored, and has a plurality of tubes 5 arranged in a row through which intake air flows, and a vapor outlet 6 at the top. is formed. In addition, the liquid phase refrigerant reaches the upper end of the chip 5: A first liquid level sensor 7 that defines the set level of the refrigerant liquid level is installed in the bypass section 8 on the 1I111 surface, Moreover, a temperature sensor 9 is attached relatively to the upper part.
コンデンサ２は、エアクーラｌの蒸気出口６に蒸気通路
１（）を介して接続されたアッパタンク１１と、上下方
向に沿った微細なチューブを主体としたコア部１２と、
このコア部１２にて凝縮さｎｆｃ液相冷媒金一時貯留す
るロアメ／クエ３とから構成されており、車両前部など
車両走行風全党は得る位置に設置され、更にその前面あ
るいは背面に強制冷却用の電動式冷却ファン１４を備え
ている。The condenser 2 includes an upper tank 11 connected to the steam outlet 6 of the air cooler 1 via a steam passage 1 ( ), and a core section 12 mainly consisting of a fine tube extending in the vertical direction.
This core part 12 is composed of a NFC liquid phase refrigerant temporarily stored in the core part 12, and is installed in a position such as the front of the vehicle where it can obtain all the wind when the vehicle is running, and is also forced to the front or back of the core part 12. It is equipped with an electric cooling fan 14 for cooling.
まな上記ロアタンク１３は、所定レベルに第２液面七ン
サ１５が装着されているとともに、こｎより下方位置に
冷媒循環通路１６の一端が接続さｎている。A second liquid level sensor 15 is attached to the lower tank 13 at a predetermined level, and one end of a refrigerant circulation passage 16 is connected to a position below this.
上記冷媒循環通路１６は、その通路中に冷媒供給ポンプ
３ｉ有し、かつ他端が上記エアクーラ１の下部にＷｃ続
さＣている。を九上記冷媒供給ポンプ３とエアクーラ１
との間に、三方型の第２ｉｉ磁弁１７が介装さｎており
、該ＴｔｆＢ弁１７を介して補助冷媒通路１８が分岐し
、その先端がリザーパタ／り４の底部に接続さｎでいる
。上記第２［ｆｆｌ弁１７は流路切替機構を構成するも
のでおり、冷媒供給ポンプ３とエアクーラ１とを連通し
た流路Ａの状態と、冷媒供給ポンプ３とリザーバタンク
４とを連通した流路Ｂの状態とに切替可能となっている
。そして冷媒供給ポンプ３としては、正逆両方向に液相
冷媒を圧送できるものが用いらｎており、上記の流路Ａ
の状態で冷媒供給ポンプ３ｆｃ正方向に駆動すｎばロア
タンク１３からエアクーラ１へ液相冷媒を循環供給でき
、また流路Ｂの状態で冷媒供給ポンプ３′ｔ−正方向に
駆動すｎばロアタンク１３からリザーバタンク４へ液相
冷媒を強制排出できるとともに、逆方向に駆動すｎばリ
ザーバタンク４からロアタンク１３へ液相冷媒上強制導
入できる。The refrigerant circulation passage 16 has a refrigerant supply pump 3i therein, and the other end thereof is connected to the lower part of the air cooler 1. 9 above refrigerant supply pump 3 and air cooler 1
A three-way type second magnetic valve 17 is interposed between the TtfB valve 17, and an auxiliary refrigerant passage 18 branches off, the tip of which is connected to the bottom of the reservoir pattern 4. There is. The second ffl valve 17 constitutes a flow path switching mechanism, and controls the state of the flow path A that communicates the refrigerant supply pump 3 and the air cooler 1, and the state of the flow path that communicates the refrigerant supply pump 3 and the reservoir tank 4. It is possible to switch to the state of road B. As the refrigerant supply pump 3, one that can pump the liquid phase refrigerant in both forward and reverse directions is used, and the above-mentioned flow path A is used.
If the refrigerant supply pump 3f is driven in the forward direction in the state of , liquid phase refrigerant can be circulated and supplied from the lower tank 13 to the air cooler 1, and if the refrigerant supply pump 3' is driven in the forward direction in the state of flow path B, the lower tank can be supplied. The liquid phase refrigerant can be forcibly discharged from the reservoir tank 13 to the reservoir tank 4, and by driving in the opposite direction, the liquid phase refrigerant can be forcibly introduced from the reservoir tank 4 to the lower tank 13.
一方、エアクーラ１とコンデンサ２とからなる冷媒循環
系の最上部となるエアクーラ１の蒸気出ロ６上磯部に、
空気排出通路１９の一端が接続さｎており、かつ空気排
出時に同時にａｎ出る液相冷媒を回収するために、その
先端はリザーバタンク４に接続さｎている。また上記空
気排出通路１９には常開型の第１電出弁２ｏが介装さｎ
ている。On the other hand, at the uppermost part of the steam outlet 6 of the air cooler 1, which is the top of the refrigerant circulation system consisting of the air cooler 1 and the condenser 2,
One end of the air discharge passage 19 is connected to the air discharge passage 19, and its tip is connected to the reservoir tank 4 in order to recover the liquid phase refrigerant that is discharged at the same time when air is discharged. Further, a normally open first electric valve 2o is interposed in the air discharge passage 19.
ing.
上記の各電磁弁２０，１７．冷媒供給ポンプ３および冷
却ファン１４は、所謂マイクロコンビエータシステムを
用いた制御回路２１により所定のプログ２ムに従って制
御されるもので６９、以下その制御の内容を機関の始動
がら停止までの流ｎに沿って説明する。尚、第２図〜第
８図のフローチャートにおいては、第１電磁弁２ｏおよ
び第２電磁弁１７ｆｔｒ電磁弁■」、「電磁弁■」と略
記し、またエアクーラ１内の冷媒液面をＶ Ａ ／ ｃ
内液面」と略記する。Each of the above solenoid valves 20, 17. The refrigerant supply pump 3 and the cooling fan 14 are controlled according to a predetermined program 21 by a control circuit 21 using a so-called micro combinator system. I will explain along. In the flowcharts of FIGS. 2 to 8, the first solenoid valve 2o and the second solenoid valve 17ftr are abbreviated as "Solenoid valve ■" and "Solenoid valve ■," and the refrigerant liquid level in the air cooler 1 is referred to as VA. /c
It is abbreviated as "inner fluid level".
第２図は制御の（既要を示す７０−チャートであって、
機関の始動（イグニッションキー○Ｎ）Ｋより制御が開
始すると、先ず系内温度が所定温度（例えば４５°Ｃ）
より高いか否かを判断しくステップ１）、所定温度以下
の場合はステップ２の空気排出側＠を経てからステップ
３の暖機制御へ進み、以後、温度制御、′６！Ｌ面制御
等のステップ４〜ステツプ８の制御ループをキーＯＦＦ
時まで繰り返し実行する。一方、所定温度以上であれば
、再始動であることを意味し、経時的な空気の侵入が考
えられないので空気排出制御（７，テップ２）を省略す
る。FIG. 2 is a 70-chart showing the control (already required),
When control starts from engine start (ignition key ○N) K, the system temperature first reaches a predetermined temperature (for example, 45°C)
If the temperature is lower than a predetermined temperature, the process proceeds to step 3, warm-up control, after passing through step 2, the air discharge side @, and thereafter, temperature control, '6! Key off the control loop of steps 4 to 8 such as L-plane control.
Repeat until the end. On the other hand, if the temperature is higher than the predetermined temperature, it means that the engine is being restarted, and air intrusion over time is not considered, so air exhaust control (7, step 2) is omitted.
また制御実行中にキーＯＦＦの信号が入力されると、第
３図に示す割込処理の判断（ステップ９）に基づきｔ源
がＯＦＦとなって一連の制御が終了する。Further, when a key OFF signal is input during control execution, the t source is turned OFF based on the judgment of the interrupt processing shown in FIG. 3 (step 9), and the series of control ends.
第４図はステップ２の空気排出制御のフローチャートｔ
−示している。この始動の際には、エアクーラ１および
コンデンサ２からなる系内は１通常級相冷媒（例えば水
と不床液の混合液）で殆ど満足された状態にあるが、空
気排出側＠は、この状態から更に系内金完全に満水状態
とすることによって不凝縮気体である空気の排出を行う
ものでちる。具体的ＩＣＨ，第１ｔａ弁２０’ｉｒ［ｉ
Ｊ、第２電磁弁１ｙｉｒ流路Ｂ」とした状態（ステップ
１１）で冷媒供給ポンプ３を一定時間、例えば数秒ない
し数十程度度、逆方向へ駆動しくステップ１２゜１ｊ）
、リザーバタンク４から系内へ液相冷媒を強制導入する
。こＡＫより系内に残存していた空気は、系上部に果め
らｎた後、空気排出通路１９？介して系外に排出される
。その後、第１電占弁２０全「閉」、冷媒供給ポンプ３
′ｆ、ＯＦＦ （ｙ、テップ１４．１５）とし、第５
図の暖機制御（ステップＡ）へ進む。Figure 4 is a flowchart of air exhaust control in step 2.
- Shows. At this startup, the inside of the system consisting of the air cooler 1 and the condenser 2 is almost completely satisfied with 1 normal phase refrigerant (for example, a mixture of water and bed liquid), but the air discharge side @ Furthermore, by completely filling the system with water, air, which is a non-condensable gas, is discharged. Specific ICH, first ta valve 20'ir[i
J, second solenoid valve 1yir flow path B'' (step 11), drive the refrigerant supply pump 3 in the opposite direction for a certain period of time, for example, several seconds to several tens of degrees (step 12゜1j)
, the liquid phase refrigerant is forcibly introduced into the system from the reservoir tank 4. After the air remaining in the system is discharged to the upper part of the system, it is discharged through the air exhaust passage 19. is discharged from the system through the After that, the first electronic valve 20 is fully closed, and the refrigerant supply pump 3
'f, OFF (y, step 14.15) and the fifth
Proceed to warm-up control (step A) in the figure.
暖機制御は、第１？ＩＥ磁弁２０ｔ−ｒ閉」、第２電磁
弁１７を「流路Ｂ」とした状態（ステップ１６）でエア
クーラ１内の温度が所定温度に上昇するまで待機するも
のであり、この段階ではエアクーラ１内で沸騰を生じて
いないので、機関が冷間始動された場合に、始動初期に
おいて吸気に対し冷却効果？与える不具合がない。機関
の暖機進行に伴い、エアクーラｌ内の温度が「設定温度
十αｓ ℃Ｊとなると、第２を磁弁１７ｔ−「流路Ａ」
に切替えて、この制御を終了する（ステップ１７．１９
）。Is warm-up control the first thing? The process waits until the temperature inside the air cooler 1 rises to a predetermined temperature with the IE solenoid valve 20t-r closed and the second solenoid valve 17 set to the flow path B (step 16). Since boiling does not occur within 1, when the engine is cold started, does it have a cooling effect on the intake air in the early stage of startup? There are no problems caused. As the engine warms up, when the temperature inside the air cooler l reaches the set temperature 10 αs ℃J, the second magnetic valve 17t - flow path A
to end this control (step 17.19
).
上記の設定温度は、過給機の性能、過給圧と点火進角特
性、出力性能等の諸要因にょシ決定されるが１通常は６
ｆｌ〜９ （］ ’Ｃ程度に設定される。またα、は
例えばλ（）℃程度の値であり、第２図のステップ６の
判別における値と等しく与えられている。尚、再始動の
場合などに、エアクーラ１内の冷媒液面あるいはロアタ
ンク１３内の冷媒液面が過度に低下していることがあり
、この場合には直ちに暖機制御を終了する（ステップ１
８）。The above set temperature is determined by various factors such as turbocharger performance, boost pressure and ignition advance characteristics, output performance, etc. 1 Normally 6
fl~9(]'C is set to about C. Also, α is a value of about λ()C, for example, and is given equal to the value in the determination in step 6 in Fig. 2. In some cases, the refrigerant liquid level in the air cooler 1 or the refrigerant liquid level in the lower tank 13 may drop excessively, and in this case, warm-up control is immediately terminated (step 1).
8).
暖機制御の終了後は、前述したようにステップ４〜ステ
ツプ８０制御ループが繰ジ返されることになるが、この
制御ループは、冷却７ア／１４の０Ｎ−ＯＦＦ によ
りＩｔＭＡな温度制御を行うステップ４のファン制御（
第６図）と、液相冷媒の循環供給によりエアクーラ１内
の冷媒液面を設定レベル以上に保つステップ５の液ｒｒ
Ｊ制＃（第７図）と、エアクーラ１内温度が巨像とする
設定温度を比較的大きく上廻った場合に、コンデンサ２
における実質的放熱面積の拡大全行うステップ８の液相
冷媒排出側＃（コンデンサ水位低下制御）（第８図）と
に大別さＣる。After the warm-up control is completed, the control loop from step 4 to step 80 is repeated as described above, but this control loop performs ItMA temperature control by turning the cooling 7A/14 ON-OFF. Step 4 fan control (
(Fig. 6) and the liquid rr in step 5, which maintains the refrigerant liquid level in the air cooler 1 at a set level or higher by circulating and supplying the liquid phase refrigerant.
J system # (Figure 7), when the temperature inside the air cooler 1 is relatively large above the set temperature for the colossus, the capacitor 2
The liquid phase refrigerant discharge side # (condenser water level lowering control) (FIG. 8) in step 8, in which the substantial heat dissipation area is completely expanded (FIG. 8), is broadly divided into C.
先ず、前述したように、暖機制御（第５図）において検
出温度が「設定温度十α３℃」となった状態でこの制御
ループに進んで来几場合について説明すると、第６図の
ステップ２１．２２で冷却ファン１４ｉＯＮとするとと
もに、既にステップ６の上限温度を越えているので直ち
に第８図の液相冷媒排出制御に入る。First, as mentioned above, in the warm-up control (Fig. 5), we will explain the case where the detected temperature is "set temperature 10 α3°C" and the control loop is proceeded to when the ship arrives at the ship. Step 21 in Fig. 6 At .22, the cooling fan 14i is turned on, and since the upper limit temperature in step 6 has already been exceeded, the liquid phase refrigerant discharge control shown in FIG. 8 is immediately started.
この液相冷媒排出制御は、コンデンサ２内のｌ色相冷媒
を冷媒供給ポンプ３によりリザーバタンク４へ強制的に
排出しくステップ３１．；４２）、コンデンサ２内の液
面を低下させて放熱能力を高めようとするものである。This liquid-phase refrigerant discharge control is performed in step 31 by forcibly discharging the l-color refrigerant in the condenser 2 to the reservoir tank 4 by the refrigerant supply pump 3. ;42), the liquid level inside the capacitor 2 is lowered to improve the heat dissipation ability.
ここで系内は当初液相冷媒で満九された状態にあるから
、冷媒供給ポンプ３の作動により系内の液相冷媒が強制
排出されると、系内の圧力が徐々に低下する。従って、
そのときのエアクーラ１内温度つまり「設定温度十α１
℃」の温度下で沸騰が起こり得る値にまで圧力が低下し
てくるとエアクー−）１内で減圧沸譜が開始する。すな
わち、吸気に対する積極的な冷却が行わｎ始める。、ま
た熱交換によフ発生した蒸気はコンデンサ２に流入し、
ここで凝噛される、系内からある程度の量の液相冷媒が
排出され、沸騰開始によりエアクーラ１内の温度がステ
ップ３７の「設定温度十α４℃」以下となｎば、上記の
冷媒排出は終了する（ステップ３８．ステップ２５）。Since the system is initially filled with liquid phase refrigerant, when the liquid phase refrigerant in the system is forcibly discharged by the operation of the refrigerant supply pump 3, the pressure in the system gradually decreases. Therefore,
At that time, the temperature inside the air cooler 1, that is, the "set temperature 10 α1
When the pressure decreases to a value at which boiling can occur at a temperature of 15°C, reduced pressure boiling begins in the air cooler 1. That is, active cooling of the intake air begins. , and the steam generated by heat exchange flows into the condenser 2,
A certain amount of the liquid phase refrigerant that is coagulated here is discharged from the system, and if the temperature inside the air cooler 1 falls below the "set temperature 4 degrees Celsius" in step 37 due to the start of boiling, the refrigerant is discharged as described above. ends (step 38. step 25).
尚、上記のα４は、液面下降に対する温度変化の応答遅
れを考慮して与えらｎた値であり、１．０’Ｃ程度に設
定される。また、上記の冷媒排出中にエアクーラ１内で
の沸騰によって冷媒液面が設定レベル以下となつ九場合
には、第２１Ｅ！弁１７を一時「流路Ａ」に切替えてコ
ンデンサ２からエアクーラ１へ液相冷媒の補給を行い（
ステップ３３〜３５）、第１液面センサ７の設定レベル
に維持する。尚、万一コンデンサ３内の液面を最大限に
低下させても放熱能力不足が回避できずに、第２液面七
ンサ１５による設定レベルにまで液面が下降してしまっ
た場合には、蒸気の流出を防止するために、直ちにこの
制御を終了する（ステップ３６）。Note that the above α4 is a value given in consideration of the response delay of temperature change to a drop in the liquid level, and is set to about 1.0'C. In addition, if the refrigerant liquid level falls below the set level due to boiling within the air cooler 1 during the above-mentioned refrigerant discharge, the 21st E! Temporarily switch the valve 17 to "flow path A" to replenish liquid phase refrigerant from the condenser 2 to the air cooler 1 (
Steps 33 to 35), maintaining the level set by the first liquid level sensor 7. In addition, in the event that even if the liquid level in the condenser 3 is lowered to the maximum level, insufficient heat dissipation capacity cannot be avoided and the liquid level falls to the level set by the second liquid level sensor 15. , this control is immediately terminated in order to prevent steam from escaping (step 36).
また同様の理由からステップ７でコンデンサ２内の液面
が第２液面センサ１５の設定レベルＪＥ下である場合に
は液相冷媒排出制御は行わない、上記の液相冷媒排出制
御は、始動後一旦試圧沸騰が開始し九後も、負荷の増大
などによりエアクーラ１内温度が「設定温度十α５°Ｃ
」以上となｎば、再度行わｎるのであるが、エアク―う
１の受熱量とコンデン？２の放熱量とが略平衡した定常
状態においては、系内は密閉状悪とされ、単に第６図に
示し次ファン制御（ステップ４）と第７図に示した液面
制御（ステップ５）とを繰り返し行う。上記ファン制御
においては、エアクーラ１内の温度を「設定温度十α１
℃」〜「設定温度−α。For the same reason, if the liquid level in the condenser 2 is below the set level JE of the second liquid level sensor 15 in step 7, the liquid phase refrigerant discharge control is not performed. Even after test pressure boiling has started, the internal temperature of air cooler 1 remains below the set temperature of 5°C due to an increase in load, etc.
If the above is reached, we will repeat the process again, but the heat received by the air cooler and the condensation? In a steady state where the amount of heat dissipated in step 2 is approximately balanced, the inside of the system is considered to be poorly sealed, and the following fan control (step 4) shown in Fig. 6 and the liquid level control (step 5) shown in Fig. 7 are performed. Repeat. In the above fan control, the temperature inside the air cooler 1 is set to "set temperature + α1".
°C" to "Set temperature - α.
’ＣＪ内に維持するように冷却ファン１４のみｉＯＮ・
ＯＦＦ制御する。上記α１．α、は夫々０，５℃程度に
設定される。また上記液面制御においては、エアクーラ
１内の液面が第１液面センサ７の設定レベル以下となっ
た場合に、コンデンサ２ ｇＪ＋からエアクーラ１へ液
相冷媒を補給し、その液面を設定レベルに維持する。'In order to maintain the cooling fan 14 in the CJ, only the iON
OFF control. Above α1. α and are set at about 0.5°C, respectively. In addition, in the liquid level control described above, when the liquid level in the air cooler 1 falls below the level set by the first liquid level sensor 7, liquid phase refrigerant is supplied from the condenser 2 gJ+ to the air cooler 1, and the liquid level is set. maintain at the level.
一方１機関のイグニッションキーがＯＦＦ操作されると
、ステップ１（）の電源ＯＦＦ Ｋよって常開型電磁弁
である第１電磁弁２０が「開」となるため。On the other hand, when the ignition key of one engine is turned OFF, the first solenoid valve 20, which is a normally open solenoid valve, becomes "open" due to the power OFF K in step 1().
系内の＠度低下つまり圧力低下に伴ってリザーバタンク
４から空気排出通路１９ｔ−介して液相冷媒が自然に導
入さｎ％最終的には系全体が液相冷媒で満たされた状態
となって停止中の空気侵入を防止することができる。As the temperature in the system decreases, that is, the pressure decreases, liquid refrigerant is naturally introduced from the reservoir tank 4 through the air discharge passage 19t, and eventually the entire system is filled with liquid refrigerant. This can prevent air from entering while the vehicle is stopped.
上記のように、このインタークーラ装置においては、始
動時に液相冷媒で満たさｎていた系内から冷媒供給ポン
プ３により液相冷媒をリザーバタンク４に排出すること
によって、エアクーラ１における減圧状ａｔ影形成るの
で、比較的小型な小容量のポンプによって十分な減圧を
行うことが可能であり、かつ応答性にも憂ｎたものとな
る。また、一旦減圧沸騰が開始した後、エアクーラ１の
受熱量とコンデンサ２の放熱量とが平置した状態におい
ては、密閉さｎ友系内で冷媒の沸騰・凝縮のサイクルが
繰り返されることになるので、減圧状態ｔ−維持するた
めに冷媒供給ポンプ３を作動させる必要はない。As mentioned above, in this intercooler device, by discharging the liquid phase refrigerant from the system filled with liquid phase refrigerant into the reservoir tank 4 by the refrigerant supply pump 3 at the time of startup, the depressurized state of the air cooler 1 is Therefore, sufficient pressure reduction can be achieved with a relatively small, small-capacity pump, and the responsiveness is also satisfactory. Furthermore, once boiling under reduced pressure has started, when the amount of heat received by the air cooler 1 and the amount of heat released by the condenser 2 are placed parallel to each other, the cycle of boiling and condensation of the refrigerant will be repeated in the closed system. Therefore, there is no need to operate the refrigerant supply pump 3 to maintain the reduced pressure state t-.
尚、上記実施例では冷却ファン１４を備えているが、自
動車用機関ではこれを省略して車両走行風のみに依存す
ることも十分に可能である。またエアクーラ１の温度が
過度に低下してもインタークーラ装置としては何ら問題
がないので上記実施例では過度の温度低下に対し何ら対
処していないが、過度の圧力低下によるシールの損傷等
を回避するために、過冷却時にコンデンサ２内の冷媒液
面を高めて放熱量を抑制するようにしても良い。Although the above embodiment includes a cooling fan 14, it is entirely possible to omit this in an automobile engine and rely solely on the wind when the vehicle is running. Furthermore, even if the temperature of the air cooler 1 drops excessively, there is no problem with the intercooler device, so in the above embodiment, no measures are taken against excessive temperature drops, but damage to seals due to excessive pressure drops can be avoided. In order to do so, the amount of heat dissipation may be suppressed by increasing the refrigerant liquid level in the condenser 2 during supercooling.
こｎは例えば冷媒供給ポンプ３の逆方向駆動によって容
易に実現できる。This can be easily achieved, for example, by driving the refrigerant supply pump 3 in the reverse direction.
祐明の効果
以上の説明で明らかなように、この発明に係る内燃機関
のインタークーラ装喧においては、大型の真空ポンプや
過大な出力損失などｔ−要さずに、極めて容易にかつ安
定的に所定温度下で減圧沸騰を生じさせることができ１
例えば水上主体とし几冷媒の有する非常に大きな気化潜
熱を利用し九効率の良い吸気冷却を実現することが可能
となる。Effect of Yumei As is clear from the above explanation, the intercooler installation for an internal combustion engine according to the present invention can be achieved extremely easily and stably without requiring a large vacuum pump or excessive output loss. It is possible to cause reduced pressure boiling at a predetermined temperature in 1
For example, it is possible to realize highly efficient intake air cooling by utilizing the extremely large latent heat of vaporization of a water-based refrigerant.
第１図はこの発明の一実施例を示す構成説明図。
第２図、第３図、第４図、第５図、第６１・る、第７図
および第８９はこの実施例における制御の内容を示す７
０−チャートである。 。
１゛パエアクーラ、２・・・コンデンサ、３・・・冷媒
供給ポンプ、４・・・リザーバタンク、７・・・第１′
Ｈ，面センサ、９・・・温度センサ、１３・・・ロアタ
ンク、１４・・・冷却ファ／、１５・・・第２液面セン
サ、１６・・・冷媒循環通路、１７・・・第２電磁弁、
１８・・・補助冷媒通路、１９・・・空気排出通路、２
０・・・第１ｔａ弁。
２１・・・制御回路。
外２名
第２図
第３図
第６図
第７図FIG. 1 is a configuration explanatory diagram showing an embodiment of the present invention. Figures 2, 3, 4, 5, 61, 7, and 89 show the details of control in this embodiment.
0-Chart. . 1. Air cooler, 2. Condenser, 3. Refrigerant supply pump, 4. Reservoir tank, 7. 1'
H, surface sensor, 9... temperature sensor, 13... lower tank, 14... cooling fan/, 15... second liquid level sensor, 16... refrigerant circulation passage, 17... second solenoid valve,
18... Auxiliary refrigerant passage, 19... Air discharge passage, 2
0...1st ta valve. 21...Control circuit. 2 people Figure 2 Figure 3 Figure 6 Figure 7
Claims (1)
貯留されるエアクーラと、このエアクーラの上部から取
り出された冷媒蒸気が導入され、かつ下部に凝縮した液
相冷媒が貯留されるコンデンサと、密閉状態に保たれた
上記エアクーラおよび上記コンデンサに対し、その外部
に設けられたリザーバタンクと、正逆両方向へ送給可能
に構成され、かつ一方のポートが上記コンデンサの下部
に接続された冷媒供給ポンプと、上記冷媒供給ポンプの
他方のポートを、上記エアクーラあるいは上記リザーバ
タンクに選択的に連通させる流路切替機構と、上記エア
クーラおよび上記コンデンサからなる密閉系の最上部で
接続され、かつ開閉弁を備えた空気排出通路を備えてな
る内燃機関のインタークーラ装置。(1) An air cooler that is installed downstream of the supercharger and stores liquid phase refrigerant inside, and the refrigerant vapor taken out from the top of this air cooler is introduced, and the condensed liquid phase refrigerant is stored at the bottom. The air cooler is kept in a sealed state, and the reservoir tank is provided outside of the condenser, and the condenser is configured to be able to feed in both forward and reverse directions, and one port is located at the bottom of the condenser. A connected refrigerant supply pump and a flow path switching mechanism that selectively communicates the other port of the refrigerant supply pump with the air cooler or the reservoir tank are connected at the top of a closed system consisting of the air cooler and the condenser. An intercooler device for an internal combustion engine, comprising an air exhaust passageway equipped with an on-off valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59204583A JPS6183452A (en) | 1984-09-29 | 1984-09-29 | Intercooler device for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59204583A JPS6183452A (en) | 1984-09-29 | 1984-09-29 | Intercooler device for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6183452A true JPS6183452A (en) | 1986-04-28 |
Family
ID=16492869
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59204583A Pending JPS6183452A (en) | 1984-09-29 | 1984-09-29 | Intercooler device for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6183452A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102562258A (en) * | 2010-11-10 | 2012-07-11 | 株式会社电装 | Intake Air Cooling Device |
-
1984
- 1984-09-29 JP JP59204583A patent/JPS6183452A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102562258A (en) * | 2010-11-10 | 2012-07-11 | 株式会社电装 | Intake Air Cooling Device |
| CN102562258B (en) * | 2010-11-10 | 2015-05-06 | 株式会社电装 | Intake air cooling device |
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