JPS6355359A - Engine intake temperature controller - Google Patents
Engine intake temperature controllerInfo
- Publication number
- JPS6355359A JPS6355359A JP61196795A JP19679586A JPS6355359A JP S6355359 A JPS6355359 A JP S6355359A JP 61196795 A JP61196795 A JP 61196795A JP 19679586 A JP19679586 A JP 19679586A JP S6355359 A JPS6355359 A JP S6355359A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- intake air
- engine
- heat exchange
- heat exchanger
- 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
- 238000005192 partition Methods 0.000 claims description 19
- 230000003584 silencer Effects 0.000 claims 1
- 239000000498 cooling water Substances 0.000 abstract description 11
- 238000010438 heat treatment Methods 0.000 abstract description 10
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 4
- 238000001514 detection method Methods 0.000 abstract description 2
- 101100400378 Mus musculus Marveld2 gene Proteins 0.000 abstract 1
- 239000000446 fuel Substances 0.000 description 8
- 239000002826 coolant Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 235000013372 meat Nutrition 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明はエンジン吸気温度の制御装置に関し、特にディ
ーぜルエンジンの暖房装置に使用して好適なエンジン吸
気温度の制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine intake air temperature control device, and more particularly to an engine intake air temperature control device suitable for use in a diesel engine heating system.
［従来の技術］
現在ガソリンエンジン車の車両暖房は、安全性と効率性
の観点より温水式ヒータが主流となっている。温水式ヒ
ータはエンジンで熱交換して昇温した冷却水をヒータコ
アに供給して、全肉に導入する空気を加温するものであ
る。[Prior Art] Currently, hot water type heaters are the mainstream for vehicle heating in gasoline engine vehicles from the viewpoints of safety and efficiency. The hot water type heater heats the air that is introduced into the whole meat by supplying cooling water that has been heated through heat exchange with the engine to the heater core.
ところで、ディーゼルエンジンにおいては吸入空気量は
負荷の軽重に無関係にほぼ一定であり、出力調整は専ら
供給燃料量の増減により行なっている。したがって、軽
負荷運転時には燃費が良いことともあいまってシリンダ
内温度が充分高くなら゛ず、冷却水の加温が不充分とな
る。Incidentally, in a diesel engine, the amount of intake air is almost constant regardless of the lightness or weight of the load, and output adjustment is performed exclusively by increasing or decreasing the amount of supplied fuel. Therefore, during light load operation, the temperature inside the cylinder does not become high enough, even though fuel efficiency is good, and the cooling water is insufficiently heated.
そこで、バス等の大型車両では、従来、燃料の一部を燃
焼せしめて室内導入空気を加温する燃焼式ヒータを設け
ている。Therefore, large vehicles such as buses have conventionally been equipped with a combustion heater that burns a portion of the fuel to heat the air introduced into the room.
［発明が解決しようとする問題点］
しかしながら、上記燃焼式ヒータは燃費が悪化するのは
もちろん、コストも高く、しかも小型車に搭載するのは
困難であるという間ｍ点がある。[Problems to be Solved by the Invention] However, the above-mentioned combustion type heater has disadvantages in that it not only has poor fuel efficiency but also is expensive and is difficult to install in a small car.
本発明はかかる問題点に鑑み、特にディーゼルエンジン
車において、安価で、燃費の悪化もなく、かつ小型車に
も設置可能な温水式ヒータを実現できるエンジン吸気温
度の制御３１１装置を提供することを目的とする。In view of these problems, it is an object of the present invention to provide an engine intake air temperature control device that is inexpensive, does not cause deterioration in fuel efficiency, and can be installed in small cars, especially in diesel engine cars. shall be.
［問題点を解決するための手段］
本発明の構成を第１図で説明すると、制御装置は熱交換
器４と制御手段７を具備している。熱交５換器４はディ
ーゼルエンジン１への吸気と該ディーゼルエンジン１か
らの排気を熱交換室を介して流通せしめて、排気熱によ
り上記吸気を加温する。[Means for Solving the Problems] The configuration of the present invention will be explained with reference to FIG. 1. The control device includes a heat exchanger 4 and a control means 7. The heat exchanger 4 causes the intake air to the diesel engine 1 and the exhaust air from the diesel engine 1 to flow through a heat exchange chamber, and warms the intake air with exhaust heat.
制御手段７は上記ディーゼルエンジン１の負荷が小さい
場合には上記吸気および排気を上記熱交換室へ流通せし
め、ディーゼルエンジン１の負荷が大きい場合には上記
吸気および排気のいずれかの熱交換器への流通を停止す
る。The control means 7 causes the intake air and exhaust air to flow to the heat exchange chamber when the load of the diesel engine 1 is small, and causes the intake air and exhaust air to flow to one of the heat exchangers when the load of the diesel engine 1 is large. distribution will be stopped.
［効果］
上記構成の制御装置によれば、エンジン冷却水の昇温が
不充分になり勝ちなディーゼルエンジンの低負荷運転時
にはエンジン吸気を熱交換器に流通せしめ、該熱交換器
を流通するエンジン排気の熱により上記吸気を加温する
ようになしたから、エンジンのシリンダ内温度は充分に
上昇し、これによりエンジン冷却水の速やかな加温がな
される。[Effect] According to the control device having the above configuration, engine intake air is made to flow through the heat exchanger during low-load operation of the diesel engine where the temperature of the engine cooling water is likely to be insufficiently raised, and the engine air flowing through the heat exchanger is Since the intake air is heated by the heat of the exhaust gas, the internal temperature of the cylinder of the engine is sufficiently increased, thereby quickly heating the engine cooling water.
かくして、エンジンの低負荷運転時にも充分な車両暖房
が可能となる。In this way, sufficient vehicle heating is possible even when the engine is operating at a low load.
本発明は車外に放出していた排気熱の一部を利用するも
のであるから、暖房用に燃料を消費することはなく、燃
費を悪化廿しめることがない。Since the present invention utilizes a portion of the exhaust heat that was released outside the vehicle, fuel is not consumed for heating, and fuel efficiency does not deteriorate.
また、本発明はディーゼルエンジン近傍に熱交換器を設
けるのみで小型かつ安価に実現できる。Further, the present invention can be realized in a small size and at low cost simply by providing a heat exchanger near the diesel engine.
［実施例］
第１図において、ディーゼルエンジン１の吸気マニホー
ルド１１にはエアクリーナ５より至る吸気管２が接続さ
れ、一方、排気マニホールド１２には排気管３との間に
熱交換器４が接続しである。[Example] In FIG. 1, an intake pipe 2 leading from an air cleaner 5 is connected to an intake manifold 11 of a diesel engine 1, and a heat exchanger 4 is connected between an exhaust manifold 12 and an exhaust pipe 3. It is.
熱交換器４は同心二車管よりなる公知の向流型熱交換器
であり、その内管４１が上記排気マニホールド１２と排
気管３の間に接続しである。吸気管２からは途中バイパ
ス管２１が分岐せしめており、該バスパス管２１は上記
熱交換器４の外管４２に接続されてこれと連通し、再び
吸気管２の下流側に戻っている。そして、上記バイパス
管２１の下流側開口にはこれと吸気管２を選択的に開閉
する切換弁６が設けである。The heat exchanger 4 is a known countercurrent type heat exchanger consisting of two concentric tubes, and an inner tube 41 thereof is connected between the exhaust manifold 12 and the exhaust pipe 3. A bypass pipe 21 branches off from the intake pipe 2 midway, and the bus pass pipe 21 is connected to and communicates with the outer pipe 42 of the heat exchanger 4, and returns to the downstream side of the intake pipe 2 again. A switching valve 6 for selectively opening and closing the bypass pipe 21 and the intake pipe 2 is provided at the downstream opening of the bypass pipe 21.
上記切換弁６はアクチュエータ６１により作動せしめら
れ、該アクチュエータ６１には制御手段たるコンピュー
タ７により開閉信号が送出される。The switching valve 6 is operated by an actuator 61, and an opening/closing signal is sent to the actuator 61 by a computer 7 serving as a control means.
図中、８１は吸気温センサ、８２は水温センサ、８３は
エンジン回転数検出センサ、８４はアクセル開度センサ
、８５は大気温センサであり、これら各センサは上記コ
ンピュータ７に入力接続されている。またコンピュータ
７には回路の排気温センサが接続しである。なお、上記
エンジン回転数センサ８３はエンジンと一体回転する歯
車８３１の回転歯の通過を検出するものでおる。In the figure, 81 is an intake air temperature sensor, 82 is a water temperature sensor, 83 is an engine rotation speed detection sensor, 84 is an accelerator opening sensor, and 85 is an atmospheric temperature sensor, and each of these sensors is input and connected to the computer 7. . Further, an exhaust temperature sensor of the circuit is connected to the computer 7. The engine rotation speed sensor 83 detects the passage of rotating teeth of a gear 831 that rotates integrally with the engine.
切換弁６が開放状態（図示の状態）ではバイパス管２１
が導通し、吸気は熱交換器４の内管４１と外管４２間を
通ってエンジン１に供給される。When the switching valve 6 is in the open state (the state shown in the figure), the bypass pipe 21
conducts, and intake air is supplied to the engine 1 through between the inner pipe 41 and the outer pipe 42 of the heat exchanger 4.
吸気は上記熱交換器４を流通する際に内管４１内を流通
する高温の排気により加温される。切換弁６の閉鎖時に
は吸気はバイパス管２１を通ることなくエンジン１に直
接供給される。When the intake air flows through the heat exchanger 4, it is heated by high-temperature exhaust gas flowing through the inner pipe 41. When the switching valve 6 is closed, intake air is directly supplied to the engine 1 without passing through the bypass pipe 21.
加温された吸気が供給されるとエンジン１のシリンダ内
温度は急速に上昇する。エンジン冷却水に伝達される熱
但はシリング内温度と冷却水温度の差にほぼ比例するか
ら、冷却水は急速に温められる。When the heated intake air is supplied, the temperature inside the cylinder of the engine 1 rises rapidly. Since the heat transferred to the engine coolant is approximately proportional to the difference between the internal temperature of the cylinder and the coolant temperature, the coolant is rapidly heated.
コンピュータ７は以下の各条件が全て満足された場合に
のみ切換弁６を開放する。The computer 7 opens the switching valve 6 only when all of the following conditions are satisfied.
（１）エンジン負荷が設定値以下
（２）エンジン回転数が設定値以下
（３）冷却水温が上限値以下
（４）排気温か上限値以下
（５）吸気温が上限値以下
エンジン負荷の大小はアクセル開度により検出する。エ
ンジン負荷が小さい場合には前述の如く冷却水の加温が
不充分となるため切換弁６を開放する。一方、エンジン
負荷が大きい場合には吸気の加熱を行なうと、熱膨張に
よりエンジン１に供給される吸気量（重量）は減少する
から未燃分が増加し、出力の低下および排出スモーク濃
度の上昇を生じる。そこでこの場合には切換弁６を閉じ
る。 エンジン回転数については、回転数が増大すると
これに伴なってシリンダ内温度は急上昇するから、吸気
を加熱することなく充分な冷却水温の上昇が図られ、し
たがって、この場合にも切換弁６は閉じられる。(1) Engine load is below the set value (2) Engine speed is below the set value (3) Cooling water temperature is below the upper limit (4) Exhaust temperature is below the upper limit (5) Intake temperature is below the upper limit Engine load size is detected by the accelerator opening. When the engine load is small, the switching valve 6 is opened because heating of the cooling water is insufficient as described above. On the other hand, when the engine load is large and the intake air is heated, the amount (weight) of the intake air supplied to the engine 1 decreases due to thermal expansion, so unburned air increases, resulting in a decrease in output and an increase in exhaust smoke concentration. occurs. Therefore, in this case, the switching valve 6 is closed. Regarding the engine speed, as the engine speed increases, the temperature inside the cylinder rises rapidly, so the cooling water temperature is sufficiently increased without heating the intake air. Therefore, in this case as well, the switching valve 6 Closed.
上記条件（３）〜（５）はいずれも安全上の観点より設
けるものでおり、冷却水温が高い場合にはエンジンのオ
ーバヒートを防止するために、また排気温があまりに高
い場合には吸気音の過昇を防止するためにそれぞれ切換
弁６を閉じ、ざらに吸気音が過度に上昇した場合にも切
換弁６を閉じる。Conditions (3) to (5) above are all established from a safety perspective, to prevent engine overheating when the cooling water temperature is high, and to reduce intake noise when the exhaust temperature is too high. The switching valves 6 are closed in order to prevent excessive rise, and the switching valves 6 are also closed when the intake noise rises excessively.
上８ｉ実施例において、大気温を検知したのは大気温が
非常に低い場合には冷却水温の上昇が遅いので、切換弁
６を開放する上記条件（１）、（２）の各設定値を上方
へ移動して切換弁６の開放時間を長くするものである。In the above 8i embodiment, the atmospheric temperature was detected because the cooling water temperature rises slowly when the atmospheric temperature is very low. It moves upward to lengthen the opening time of the switching valve 6.
以上の如く、本発明によれば、車外に放出していた排気
熱の一部を吸気へ還流せしめて冷却水を加温するから、
暖房用に燃料を消費することがなく、投首容易で小型か
つ安価である。As described above, according to the present invention, part of the exhaust heat released outside the vehicle is returned to the intake air to warm the cooling water.
It does not consume fuel for heating, is easy to hang, is small, and is inexpensive.
なお、上記実施例において、切換弁６の開放条件のうち
（２）〜（５〉特には必要としない。In the above embodiment, conditions (2) to (5) for opening the switching valve 6 are not particularly required.
第２図には本発明の他の実施例を示す。図において、熱
交換器４は排気管３に設けたバイパス管３１に取付けて
おる。すなわら、熱交換器４は内管４１が上記バイパス
管３１に接続してあり、外管４２には吸気管２が連通し
ている。そして、切換弁６はバイパス管３１の上流側開
口に設けである。FIG. 2 shows another embodiment of the invention. In the figure, the heat exchanger 4 is attached to a bypass pipe 31 provided in the exhaust pipe 3. That is, in the heat exchanger 4, an inner pipe 41 is connected to the bypass pipe 31, and an outer pipe 42 is connected to the intake pipe 2. The switching valve 6 is provided at the upstream opening of the bypass pipe 31.
本実施例の如く熱交換器４内への排気の流通を制御する
ようになしても上記実施例と同様の効果がある。Even if the flow of exhaust gas into the heat exchanger 4 is controlled as in this embodiment, the same effects as in the above embodiment can be obtained.
上記各実施例では公知の二重管熱交換器を使用したが、
以下に説明する熱交換器によればより効率的な熱交換が
なされる。In each of the above embodiments, a known double tube heat exchanger was used.
The heat exchanger described below allows more efficient heat exchange.
第３図、第４図には本発明の第３の実施例を示し、熱交
換器４は断面長円形のハウジング４０１を有する。ハウ
ジング４０１の前後端は縮径してそれぞれ排気流入口４
０２および排気流出口４０３としである。ハウジング４
０１内には前後の仕切壁４０４．４０５に区画されて熱
交換室４０６が形成され、上記両仕切壁４０４．４０５
間には熱交換室４０６を貫通して多数の排気流通管４０
７が設りて必る。熱交換室４０６には吸気流入口４０８
および吸気流出口４０９が設【づられ、また熱交換ｕ４
０６内には両側壁より交互に他方の側壁近くに至る隔壁
４１０が設けである。3 and 4 show a third embodiment of the present invention, in which the heat exchanger 4 has a housing 401 having an oval cross section. The front and rear ends of the housing 401 are reduced in diameter to form exhaust inlet ports 4, respectively.
02 and exhaust outlet 403. housing 4
01 is divided into front and rear partition walls 404 and 405 to form a heat exchange chamber 406, and both partition walls 404 and 405
A large number of exhaust flow pipes 40 pass through the heat exchange chamber 406 in between.
7 is required. The heat exchange chamber 406 has an intake inlet 408
and an air intake outlet 409 are provided, and a heat exchanger u4
06 is provided with partition walls 410 that alternately extend from both side walls to near the other side wall.
かかる構造の熱交換器によれば、高温の排気が流れる多
数の排気流通管４０７の外面を吸気が蛇行して流れるこ
とにより効率の良い加熱が行なわれる。According to the heat exchanger having such a structure, efficient heating is performed by the intake air flowing in a meandering manner on the outer surfaces of the large number of exhaust gas flow pipes 407 through which high-temperature exhaust gas flows.
第５図、第６図には本発明の第４の実施例を示す。断面
長円形のハウジング４０１内には前後の仕切壁４０４．
４０５に区画されて熱交換室４０６が形成され、該熱交
換室４０６よりハウジング４０１外へ排気流入口４０２
と排気流出口４０３が突出している。ハウジング４０１
の端面と各仕切壁４０４．４０５間には吸気流入口４０
８および吸気流出口４０９が開口しており、上記両仕切
壁４０４．４０５間には熱交換室４０６を貫通して多数
の吸気流通管４１１が設けである。5 and 6 show a fourth embodiment of the present invention. Inside the housing 401, which has an oval cross section, there are front and rear partition walls 404.
A heat exchange chamber 406 is formed by dividing the heat exchange chamber 405 into an exhaust inlet 402 from the heat exchange chamber 406 to the outside of the housing 401.
The exhaust outlet 403 protrudes. Housing 401
An intake inlet 40 is provided between the end face of the partition wall 404 and each partition wall 404, 405.
8 and an air intake outlet 409 are open, and a large number of air intake flow pipes 411 are provided between the partition walls 404 and 405, passing through the heat exchange chamber 406.
排気は流入口４０２より熱交換室４０６内に流入し、流
通管４１１を流通する吸気を効率的に加熱する。この時
、熱交換室４０６は拡張型消音器として作用し、排気音
を低減せしめる。The exhaust gas flows into the heat exchange chamber 406 through the inlet 402 and efficiently heats the intake air flowing through the flow pipe 411. At this time, the heat exchange chamber 406 acts as an expanded muffler to reduce exhaust noise.
第７図は本発明の第５の実施例を示す。図において、切
換弁６は真空切換弁６２に連結されたアクチュエータ６
１により作動せしめられる。すなわち、アクチュエータ
６１はダイヤフラム６１１とセットスプリング６１２を
有し、真空切換弁６２により選択的に背圧室６１３に供
給される真空圧ないし大気圧に応じてダイヤフラム６１
１が変形移動して、切換弁６を作動せしめる。本実施例
にｃＩ３いては熱交換器４は排気マニホールドを兼ねて
いる。その詳細を第８図に示す。FIG. 7 shows a fifth embodiment of the invention. In the figure, the switching valve 6 is an actuator 6 connected to a vacuum switching valve 62.
1 is activated. That is, the actuator 61 has a diaphragm 611 and a set spring 612.
1 deforms and moves to operate the switching valve 6. In this embodiment, the heat exchanger 4 in cI3 also serves as an exhaust manifold. The details are shown in FIG.
図において、ハウジング４０１内には上側仕切壁４０４
Ａ、４０４Ｂと下側仕切壁４０５間にそれぞれ熱交換室
４０６Ａ、４０６Ｂが形成され、熱交換室４０６Ａの上
部には吸気流入口４０８が設けられるとともに熱交換室
４０６Ｂの上部には吸気流出口４０９が設けである。そ
して、上記両熱交換至４０６Ａ、４０６Ｂはこれらの下
部で連通している。In the figure, there is an upper partition wall 404 inside the housing 401.
Heat exchange chambers 406A and 406B are formed between A and 404B and the lower partition wall 405, respectively, and an intake inlet 408 is provided in the upper part of the heat exchange chamber 406A, and an intake outlet 409 is provided in the upper part of the heat exchange chamber 406B. is the provision. The two heat exchangers 406A and 406B communicate with each other at their lower portions.
上記仕切壁４０４Ａ、４０４Ｂと仕切壁４０５間には熱
交換室４０６Ａ、４０６Ｂを貫通して多数の排気流通管
４０７が設けである。そして、仕切壁４０４Ａの上方に
はエンジンの第１シリンダおよび第２シリンダに至る排
気流入口４１２Ａ、４１２Ｂが設けられ、仕切壁４０４
Ｂの上方には第３シリンダおよび第４シリンダに至る排
気流入口４１２０，４１２Ｄが設けである。仕切壁４０
５の下方には排気流出口４０３が設けられ、これに排気
管３（第７図）が接続される。A large number of exhaust gas flow pipes 407 are provided between the partition walls 404A, 404B and the partition wall 405, passing through the heat exchange chambers 406A, 406B. Exhaust inflow ports 412A and 412B leading to the first and second cylinders of the engine are provided above the partition wall 404A.
Exhaust inflow ports 4120 and 412D leading to the third and fourth cylinders are provided above B. Partition wall 40
An exhaust outlet 403 is provided below the exhaust pipe 5, to which the exhaust pipe 3 (FIG. 7) is connected.
吸気は二つの熱交換室４．０６Ａ、４０６Ｂを流通する
間に排気流通管４０７を流れる高温の排気により効率的
に加熱される。本実施例の熱交換器４は排気マニホール
ドを兼ねているから、設置スペースを節約してエンジン
に直接取付けることができ、しかもバイパス管２１（第
７図）の配管長を短くできるから、加温後の吸気の温度
低下も小さくなる。The intake air is efficiently heated by the high temperature exhaust gas flowing through the exhaust flow pipe 407 while flowing through the two heat exchange chambers 4.06A and 406B. Since the heat exchanger 4 of this embodiment also serves as an exhaust manifold, it can be installed directly to the engine, saving installation space.Moreover, the length of the bypass pipe 21 (Fig. 7) can be shortened, so that the heat exchanger 4 can be heated. The subsequent temperature drop in the intake air also becomes smaller.
第９図、第１０図には本発明の第６の実施例を示し、排
気マニホールドを兼ねる熱交換器の他の例を示ヂ。図に
おいて、ハウジング４０１内には仕切壁４０４．４０５
間に熱交換室４０６が形成され、該熱交換室４０６内に
は多数の吸気流通管４１１が貫設されるとともに、熱交
換室４０６の両側壁からは交互に他の側壁近くに至る隔
壁４１０が設けである。そして、熱交換室４０６の上部
には第１ないし第４のシリンダに至る排気流入口４１２
Ａ 、 ４１２ Ｂ 、 ４１２ Ｃ、４１２Ｄ
が設【プられ、熱交換室の下部には排気流出口４０３
が設けである。9 and 10 show a sixth embodiment of the present invention, and show another example of a heat exchanger that also serves as an exhaust manifold. In the figure, there are partition walls 404 and 405 in the housing 401.
A heat exchange chamber 406 is formed in between, and a large number of intake air flow pipes 411 are installed inside the heat exchange chamber 406, and partition walls 410 alternately extend from both side walls of the heat exchange chamber 406 to near other side walls. is the provision. In the upper part of the heat exchange chamber 406, an exhaust inlet 412 leading to the first to fourth cylinders is provided.
A, 412B, 412C, 412D
An exhaust outlet 403 is installed at the bottom of the heat exchange chamber.
is the provision.
高温の排気は熱交換室４０６内を蛇行して流通し、この
間に吸気流通管４１１内を流れる吸気を効率良く加温す
る。本実施例によっても上記第５の゛実施例と同様の効
果がある。The high-temperature exhaust gas flows in a meandering manner within the heat exchange chamber 406, and efficiently heats the intake air flowing through the intake air distribution pipe 411 during this time. This embodiment also has the same effects as the fifth embodiment.
第１１図ないし第１３図には本発明の第７の実施例を示
し、第１１図は熱交換器の縦断面図、第１２図はその横
断面図、第１３図は第１１図の水平断面図であり、排気
マニホールドを兼ねる熱交換器の伯の実施例を示す。熱
交換器の形式としていわゆる隔板式熱交換器を使用した
もので、構成として、ハウジング４０１内には仕切壁４
０４．４０５間に熱交換室４０６が形成され、該熱交換
室４０６内には複数の断面長円形の吸気流通管４２０が
置設されている（第１２図）。吸気流通管４２０内部に
はフィン４２１が管壁に接触するように設けである。又
、各吸気流通管４２０の間の排気流路には吸気流通管４
２０の外壁どうしに接触するようにフィン４２２が設け
ておる（第１３図）。この実施例では排気流路方向と吸
気流路方向は直交しておりいわゆる直交流式のものであ
る。11 to 13 show a seventh embodiment of the present invention, in which FIG. 11 is a longitudinal cross-sectional view of the heat exchanger, FIG. 12 is a cross-sectional view thereof, and FIG. 13 is a horizontal cross-sectional view of the heat exchanger. FIG. 2 is a cross-sectional view showing an embodiment of a heat exchanger that also serves as an exhaust manifold. This heat exchanger uses a so-called diaphragm type heat exchanger, and has a partition wall 4 inside the housing 401.
A heat exchange chamber 406 is formed between 04 and 405, and a plurality of intake flow pipes 420 having an oval cross section are installed within the heat exchange chamber 406 (FIG. 12). Fins 421 are provided inside the intake air flow pipe 420 so as to contact the pipe wall. In addition, an intake flow pipe 4 is provided in the exhaust flow path between each intake flow pipe 420.
Fins 422 are provided so as to contact the outer walls of 20 (FIG. 13). In this embodiment, the direction of the exhaust flow path and the direction of the intake flow path are perpendicular to each other, which is a so-called cross-flow type.
そして、熱交換室４０６の上部には第１ないし第４のシ
リンダに至る排気流入口４１２（４１２Ａ〜４１２Ｄ＞
が設けられ、熱交換室の下部には排気流出口４０３が設
けである。In the upper part of the heat exchange chamber 406, there are exhaust inlets 412 (412A to 412D) leading to the first to fourth cylinders.
An exhaust outlet 403 is provided at the bottom of the heat exchange chamber.
高温の排気は熱交換室４０６内の吸気流通管４２０外壁
間に設けたフィン４２２の隙間を流れる。The high-temperature exhaust gas flows through the gaps between the fins 422 provided between the outer walls of the intake air flow pipe 420 in the heat exchange chamber 406 .
一方、吸気流通管４２０の内部では吸気が吸気流通管４
２０内部のフィン４２１の隙間を流れるため、高温の排
気ガスにて吸気を効率良く加温することができ、熱交換
器を小型化することができる。On the other hand, inside the intake air circulation pipe 420, the intake air
Since the exhaust gas flows through the gaps between the fins 421 inside the exhaust gas 20, the intake air can be efficiently heated with high-temperature exhaust gas, and the heat exchanger can be downsized.
尚本実施例では、直交流式の熱交換器としたが、並流、
向流式の熱交換器としても良い。又、排気側のフィン４
２１を無くしても良い。In this example, a cross-flow type heat exchanger was used, but parallel flow,
A countercurrent heat exchanger may also be used. Also, the fin 4 on the exhaust side
21 may be omitted.
第１図は本発明の第１の実施例を示す制御装置の全体構
成図、第２図は本発明の第２の実施例を示す制御装置の
全体構成図、第３図、第４図は本発明の第３の実施例を
示し、第３図は熱交換器の縦断面図、第４図はその横断
面で、第３図のＩＶ−１ｖ線ｍ１面図、第５図、第６図
は本発明の第４の実施例を示し、第５図は熱交換器の縦
断面図、第６図はその横断面図で、第５図のＶｌ −Ｖ
ｌ線断面図、第７図、第８図は本発明の第５の実施例を
示し、第７図は制御装置の全体構成図、第８図は熱交換
器の縦断面図、第９図、第１０図は本発明の第６の実施
例を示し、第９図は熱交換器の縦断面図、第１０図はそ
の横断面図で第９図のＸ−Ｘ線断面図、第１１図ないし
第１３図は本発明の第７の実施例を示し、第１１図は熱
交換器の縦断面、第１２図はその横断面図、第１３図は
その水平横断面で、第１１図のｘｍ−ｘｍ線断面図であ
る。
１・・・・・・ディーゼルエンジン
２・・・・・・吸気管
３・・・・・・排気管
４・・・・・・熱交換器
４１・・・・・・内管
４２・・・・・・外管
４０６．４０６Ａ、４０６Ｂ・・・・・・熱交換室４０
７・・・・・・排気流通管
４１０・・・・・・隔壁
４１１・・・・・・吸気流通管
４１２．４１２Ａ、４１２Ｂ、４１２Ｃ１４１２Ｄ・・
・・・・排気流入口
第１図
８３′１
第２図
第３図
第４図
第５図
第６回
第７図
第８図
第９図
第１０図
第１１図
第１２図
第１３図FIG. 1 is an overall configuration diagram of a control device showing a first embodiment of the present invention, FIG. 2 is an overall configuration diagram of a control device showing a second embodiment of the invention, and FIGS. 3 and 4 are Embodiment 3 of the present invention is shown, FIG. 3 is a longitudinal sectional view of the heat exchanger, FIG. The figure shows a fourth embodiment of the present invention, FIG. 5 is a longitudinal cross-sectional view of the heat exchanger, and FIG. 6 is a cross-sectional view thereof.
7 and 8 show a fifth embodiment of the present invention, FIG. 7 is an overall configuration diagram of a control device, FIG. 8 is a vertical sectional view of a heat exchanger, and FIG. , FIG. 10 shows a sixth embodiment of the present invention, FIG. 9 is a longitudinal cross-sectional view of the heat exchanger, FIG. 10 is a cross-sectional view thereof, and FIG. 11 to 13 show a seventh embodiment of the present invention, in which FIG. 11 is a longitudinal cross-section of a heat exchanger, FIG. 12 is a cross-sectional view thereof, and FIG. 13 is a horizontal cross-section thereof. It is a sectional view taken along the line xm-xm. 1... Diesel engine 2... Intake pipe 3... Exhaust pipe 4... Heat exchanger 41... Inner pipe 42... ... Outer pipe 406.406A, 406B ... Heat exchange chamber 40
7... Exhaust flow pipe 410... Partition wall 411... Intake flow pipe 412.412A, 412B, 412C1412D...
...Exhaust inflow port Fig. 1 83'1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12 Fig. 13
Claims (7)
ジンからの排気を熱交換壁を介して流通せしめて、排気
熱により上記吸気を加温する熱交換器と、上記ディーゼ
ルエンジンの負荷が小さい場合には上記吸気および排気
を上記熱交換室へ流通せしめ、ディーゼルエンジンの負
荷が大きい場合には上記吸気および排気のいずれかの熱
交換室への流通を停止する制御手段とを具備するエンジ
ン吸気温度の制御装置。(1) A heat exchanger that circulates intake air to a diesel engine and exhaust air from the diesel engine through a heat exchange wall and heats the intake air with exhaust heat, and when the load of the diesel engine is small, Engine intake air temperature control comprising control means for causing the intake air and exhaust air to flow to the heat exchange chamber, and for stopping the flow of the intake air and exhaust air to either of the heat exchange chambers when the load of the diesel engine is large. Device.
換室を有し、熱交換室内にはこれを流通する上記吸気を
蛇行せしめる隔壁を設けた特許請求の範囲第１項記載の
エンジン吸気温度の制御装置。(2) The heat exchanger has a heat exchange chamber through which a large number of exhaust gas flow pipes pass, and a partition wall is provided in the heat exchange chamber to cause the intake air flowing through the heat exchange chamber to meander. Control device for engine intake air temperature.
換室を有し、該熱交換室はこれに接続される排気管に比
して径を大きくなして、拡張型消音器とした特許請求の
範囲第１項記載のエンジン吸気温度の制御装置。(3) The heat exchanger has a heat exchange chamber through which a large number of intake air flow pipes pass, and the heat exchange chamber has a diameter larger than that of the exhaust pipe connected to it, so that it can be used as an expandable silencer. An engine intake air temperature control device according to claim 1.
ンダの排気管を集合連結する排気流入口を有して、上記
熱交換器と排気マニホールドを一体となした特許請求の
範囲第１項記載のエンジン吸気温度の制御装置。(4) The heat exchanger has an exhaust inlet that collectively connects the exhaust pipes of each cylinder of the diesel engine, so that the heat exchanger and the exhaust manifold are integrated. Control device for engine intake air temperature.
流通管が貫通する熱交換室を具備している特許請求の範
囲第４項記載のエンジン吸気温度の制御装置。(5) The engine intake temperature control device according to claim 4, wherein the heat exchanger includes a heat exchange chamber through which a large number of exhaust gas flow pipes communicate with the exhaust gas inlet.
の範囲第１項あるいは第４項記載のエンジン吸気温度の
制御装置。(6) The engine intake air temperature control device according to claim 1 or 4, wherein the heat exchanger is a diaphragm heat exchanger.
ンダの排気管を集合連結する排気流入口と、該排気流入
口に連通し、かつ排気を蛇行流通せしめる隔壁を設けた
熱交換室とを具備し、上記熱交換室に吸気流通管を貫設
した特許請求の範囲第１項記載のエンジン吸気温度の制
御装置。(7) The heat exchanger includes an exhaust inlet that collectively connects the exhaust pipes of each cylinder of the diesel engine, and a heat exchange chamber that communicates with the exhaust inlet and is provided with a partition wall that allows the exhaust to flow in a meandering manner. An engine intake air temperature control device according to claim 1, wherein an intake air flow pipe is provided through the heat exchange chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61196795A JPS6355359A (en) | 1986-08-22 | 1986-08-22 | Engine intake temperature controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61196795A JPS6355359A (en) | 1986-08-22 | 1986-08-22 | Engine intake temperature controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6355359A true JPS6355359A (en) | 1988-03-09 |
Family
ID=16363774
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61196795A Pending JPS6355359A (en) | 1986-08-22 | 1986-08-22 | Engine intake temperature controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6355359A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016538475A (en) * | 2013-09-03 | 2016-12-08 | フランク ジャスパー ピーティーワイ リミテッド | Fuel systems and components |
| CN113417777A (en) * | 2021-07-31 | 2021-09-21 | 重庆长安汽车股份有限公司 | Engine air inlet heating device |
-
1986
- 1986-08-22 JP JP61196795A patent/JPS6355359A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016538475A (en) * | 2013-09-03 | 2016-12-08 | フランク ジャスパー ピーティーワイ リミテッド | Fuel systems and components |
| CN113417777A (en) * | 2021-07-31 | 2021-09-21 | 重庆长安汽车股份有限公司 | Engine air inlet heating device |
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