WO2011067830A1 - エンジンの冷却装置 - Google Patents
エンジンの冷却装置 Download PDFInfo
- Publication number
- WO2011067830A1 WO2011067830A1 PCT/JP2009/070190 JP2009070190W WO2011067830A1 WO 2011067830 A1 WO2011067830 A1 WO 2011067830A1 JP 2009070190 W JP2009070190 W JP 2009070190W WO 2011067830 A1 WO2011067830 A1 WO 2011067830A1
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- WIPO (PCT)
- Prior art keywords
- engine
- cooling
- cylinder
- cylinder head
- flow rate
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/26—Cylinder heads having cooling means
- F02F1/36—Cylinder heads having cooling means for liquid cooling
- F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/002—Integrally formed cylinders and cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F11/00—Arrangements of sealings in combustion engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
- F01P2003/024—Cooling cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
- F01P2003/027—Cooling cylinders and cylinder heads in parallel
Definitions
- the present invention relates to an engine cooling device.
- the engine is generally cooled with cooling water.
- knocking is likely to occur in the outer peripheral portion (end gas region) of the combustion chamber in an engine, particularly a spark ignition type internal combustion engine.
- a technique for suppressing the occurrence of knocking for example, in Patent Document 1, a material having higher thermal conductivity than the cylinder block is formed between the upper portion of the cylinder liner and a portion having a lower temperature than the upper portion of the cylinder liner.
- a cooling device for an internal combustion engine in which a heat transfer member is arranged is disclosed.
- a ring-shaped member that is concentric with the cylinder between the upper surface of the cylinder and the lower surface of the cylinder head, has an inner peripheral surface exposed to the combustion chamber, and has a higher thermal conductivity than the head gasket.
- a cooling structure for a mounted internal combustion engine is disclosed.
- an engine particularly a spark ignition type internal combustion engine, generates a lot of heat not used for net work such as exhaust loss and cooling loss.
- the reduction of the cooling loss which accounts for a large proportion of the total energy loss, is a very important factor for improving the thermal efficiency (fuel consumption).
- a general engine is not configured to locally change the state of heat transfer. That is, in a general engine, it is difficult to cool a part that needs to be cooled to a necessary degree because of the configuration.
- the flow rate of the cooling water is changed according to the engine speed by a mechanical water pump driven by the output of the engine. .
- the heat transfer state can be locally changed according to the engine operating state. I can't do it.
- the present invention has been made in view of the above-mentioned problems, and it is possible to suppress the occurrence of knocking by locally changing the state of heat transfer of the engine in a rational manner, and further to reduce cooling loss and knock performance. It is an object of the present invention to provide an engine cooling device capable of satisfying both requirements.
- the present invention for solving the above-described problems is provided between a cylinder block, a cylinder head, and the cylinder block and the cylinder head.
- An engine having a thermal conductivity higher than that of the portion and having an allowable heat transfer allowable portion, and an engine provided with a coolant passage around the heat transfer allowable portion of the cylinder head;
- a control unit that performs control for changing a flow state of the cooling medium flowing through the cooling medium passage according to an engine operating state.
- the control means changes a circulation state of the cooling medium to be circulated through the cooling medium passage when the engine operation state is at least a low rotation high load among a low rotation high load and a high rotation high load.
- the control is performed to promote heat transfer from the upper part of the cylinder to the cylinder head, which is performed via the heat transfer allowing part.
- the present invention is a configuration in which the heat transfer allowing portion is provided so as to surround a portion of the gasket facing the cylinder head and located on the combustion chamber side of the engine with an L-shaped cross section. It is preferable.
- the present invention preferably has a configuration in which the heat transfer allowing portion is provided as a separate member from the gasket.
- the present invention it is possible to cause separation of the flow of the cooling medium in response to a change in the flow velocity within the range of the maximum flow velocity of the cooling medium on the wall surface of the cooling medium passage located on the cylinder block side. It is preferable that the structure is provided with uneven portions.
- the present invention further includes cooling capacity adjusting means capable of suppressing the cooling capacity of the cylinder head without suppressing the cooling capacity of the cylinder block, and the control means controls the cooling capacity adjusting means. It is preferable that the control is further performed to suppress the cooling capacity of the cylinder head.
- the occurrence of knocking can be suppressed by locally changing the state of heat transfer of the engine in a rational manner, and furthermore, a reduction in cooling loss and knock performance can be achieved at the same time.
- FIG. 1 is a diagram schematically showing an engine cooling device (hereinafter simply referred to as a cooling device) 1A.
- FIG. It is a figure which shows engine 50A typically in a cross section per cylinder.
- ECU70A typically.
- FIG. 9 shows the case of the cooling device 1X that is substantially the same as the cooling device 1A except that the flow rate adjustment valve 14 is not provided for comparison. It is a figure which shows typically the cooling device 1B. It is a figure which shows engine 50B typically by a cross section per cylinder. It is a figure which shows operation
- FIG. 14 shows the case where the heat insulating property is enhanced, that is, the case where the material is changed as the cylinder wall thickness is increased, and the case where air insulation with higher heat insulating property is performed.
- circulates cooling water against the gravity toward the cylinder head from the cylinder block lower part is shown.
- a cooling device 1A shown in FIG. 1 is mounted on a vehicle (not shown), and includes a water pump (hereinafter referred to as W / P) 11, a radiator 12, a thermostat 13, a flow rate control valve 14, an engine 50A, and an addition. And a flow control valve 60.
- W / P11 is a cooling medium pumping means, which is a variable W / P that pumps the cooling water that is the cooling medium and makes the flow rate of the cooling water pumped variable. The cooling water pumped by the W / P 11 is supplied to the engine 50A.
- the engine 50A includes a cylinder block 51 and a cylinder head 52A.
- the cylinder block 51 is formed with a block-side water jacket (hereinafter referred to as block-side W / J) 511 that is a first cooling medium passage.
- the block side W / J 511 forms one cooling system in the cylinder block 51.
- a head-side water jacket (hereinafter referred to as head-side W / J) 521A which is a second cooling medium passage, is formed in the cylinder head 52A.
- the head side W / J 521A forms a plurality of (here, five) different cooling systems in the cylinder head 52A. Specifically, the cooling water pumped by the W / P 11 is supplied to the block side W / J 511 and the head side W / J 521A.
- the cooling device 1A has a plurality of cooling water circulation paths.
- the cooling water circulation path for example, there is a block side circulation path C1 which is a circulation path in which the block side W / J 511 is incorporated.
- the cooling water flowing through the block-side circulation path C1 is discharged from the W / P 11 and then flows through the block-side W / J 511 and further through the thermostat 13 or through the radiator 12 and the thermostat 13.
- the radiator 12 is a heat exchanger, and cools the cooling water by exchanging heat between the circulating cooling water and the air.
- the thermostat 13 switches the distribution route communicating with the W / P 11 from the entrance side. Specifically, the thermostat 13 sets the flow path that bypasses the radiator 12 when the coolant temperature is lower than a predetermined value, and sets the flow path that flows through the radiator 12 when the temperature of the cooling water is equal to or higher than the predetermined value.
- cooling water circulation path for example, there is a head side circulation path C2 which is a circulation path in which the head side W / J 521A is incorporated.
- the cooling water flowing through the head-side circulation path C2 is discharged from the W / P 11 and then flows through the head-side W / J 521A via the flow rate adjustment valve 14 or via the additional flow rate adjustment valve 60.
- the thermostat 13 Or return to the W / P 11 via the radiator 12 and the thermostat 13.
- Both the flow rate control valve 14 and the additional flow rate control valve 60 are provided in a portion of the head side circulation path C2 after the circulation paths C1 and C2 are branched and in a portion upstream of the cylinder head 52A.
- the flow control valve 14 is made to correspond to the four cooling systems provided for cooling the cylinder head 52A among the five cooling systems formed by the head side W / J 521A.
- the additional flow rate control valve 60 is made to correspond to one cooling system provided to make the heat transfer state in the engine 50A variable among the five cooling systems formed by the head side W / J 521A. Are provided in parallel with each other.
- the flow rate adjusting valve 14 is a cooling capacity adjusting means capable of adjusting the cooling capacity of the cylinder head 52A.
- the flow rate control valve 14 specifically controls the flow rate of the cooling water flowing through the head side W / J 521A (more specifically, four cooling systems provided for cooling the cylinder head 52A).
- the cooling capacity adjusting means can adjust the cooling capacity of the cylinder head 52A as a whole.
- the flow rate adjusting valve 14 provided in this way serves as a cooling capacity adjusting means capable of suppressing the cooling capacity of the cylinder head 52A without suppressing the cooling capacity of the cylinder block 51.
- the flow rate control valve 14 has the cooling capacity of the cylinder block 51 and the cooling capacity of the cylinder head 52A at the time of high rotation and high load in which the cooling water flows through both the cylinder block 51 and the cylinder head 52A.
- This is a cooling capacity adjusting means capable of suppressing the cooling capacity of the cylinder head 52A without suppressing the cooling capacity of the cylinder block 51 with respect to the cooling capacity.
- the flow rate adjusting valve 14 provided in this way increases the cooling capacity of the cylinder block 51 when the flow rate of the cooling water flowing through the head side W / J 521A is adjusted so as to suppress the cooling capacity of the cylinder head 52A.
- the cooling capacity adjusting means is capable of adjusting the flow rate of the cooling water flowing through the block side W / J511.
- the cooling water flowing through the block-side circulation path C1 is not circulated through the head-side W / J 521A until it makes a circuit after being pumped by the W / P 11. Further, in the cooling device 1A, the cooling water flowing through the head-side circulation path C2 is not circulated through the block side W / J 511 until one cycle after the cooling water is pumped by the W / P 11. That is, in the cooling device 1A, the block side W / J511 and the head side W / J521A are incorporated in different coolant circulation paths.
- a cylinder 51 a is formed in the cylinder block 51.
- a piston 53 is provided in the cylinder 51a.
- a cylinder head 52 ⁇ / b> A is fixed to the cylinder block 51 via a gasket 54.
- the cylinder 51a, the cylinder head 52A, and the piston 53 form a combustion chamber 55.
- the cylinder head 52 ⁇ / b> A is formed with an intake port 52 a that guides intake air to the combustion chamber 55 and an exhaust port 52 b that discharges combustion gas from the combustion chamber 55.
- a spark plug 56 is provided in the cylinder head 52A so as to face the substantially upper center of the combustion chamber 55.
- the gasket 54 has a heat insulating property, and is a heat insulating member capable of suppressing heat transfer performed between the cylinder block 51 and the cylinder head 52A due to the high heat insulating property.
- the gasket 54 includes a high thermal conductivity portion 54a having a higher thermal conductivity than other portions.
- copper can be used as the material of the high heat conducting portion 54a.
- the high heat conducting portion 54a is provided on the cylinder 51a.
- the high heat conducting portion 54a is provided so as to surround a portion of the gasket 54 facing the cylinder head 52A and positioned on the combustion chamber 55 side of the engine 50A with an L-shaped cross section. In this respect, the portion surrounded by the high thermal conductivity portion 54a is a portion having high heat insulation.
- the high heat conduction portion 54a thus provided is exposed to the combustion chamber 55 and is in contact with the lower surface of the cylinder head 52A. And by providing the high heat conduction part 54a in this way, heat transfer can be suitably performed between the cylinder block 51 and the cylinder head 52A.
- the present invention is not limited to this, and the high heat conduction portion 54 a may be provided as a separate member from the gasket 54.
- the high heat conducting portion 54a is a separate member (for example, a plurality of pin-shaped members) provided to allow heat transfer between the upper portion of the cylinder 51a and the cylinder head 52A so as to penetrate the gasket 54, for example. May be. Even in such a case, heat transfer can be performed between the cylinder block 51 and the cylinder head 52A.
- the high heat conducting portion 54a is a heat transfer allowing portion that can allow heat transfer between the upper portion of the cylinder 51a and the cylinder head 52A.
- the block side W / J 511 includes a portion W / J 511a which is a first partial cooling medium passage.
- the portion W / J 511a is a cooling medium passage provided in the peripheral portion of the cylinder 51a.
- the upstream portion of the portion W / J 511a can be provided in correspondence with, for example, the portion of the wall surface of the cylinder 51a that the intake air flowing into the cylinder hits.
- the engine 50A is an engine that generates a normal tumble flow in the cylinder in this embodiment, and the portion that receives the intake air that has flowed into the cylinder is the upper portion of the wall surface of the cylinder 51a and the exhaust side portion. .
- the head side W / J 521A includes a plurality of portions W / J 521a, a portion W / J 521b, a portion W / J 521c, a portion W / J 521d and a portion W / J 521eA which are second partial cooling medium passages.
- the portion W / J 521a is a cooling medium passage provided in the peripheral portion of the intake port 52a
- the portion W / J 521b is provided in the peripheral portion of the exhaust port 52b
- the portion W / J 521c is provided in the peripheral portion of the spark plug 56.
- the portion W / J 521d is a cooling medium passage provided for cooling the intake / exhaust ports 52a and 52b and other portions.
- the portion W / J521eA is a cooling medium passage provided in the peripheral portion of the high heat conducting portion 54a.
- the parts W / J 521a to 521eA are separately incorporated in five cooling systems formed by the head side W / J 521A.
- the flow rate adjusting valve 14 is specifically provided corresponding to the portions W / J 521a to 521d, and the additional flow rate adjusting valve 60 is specifically provided corresponding to the portion W / J 521eA.
- the cooling device 1A includes an ECU (Electronic Control Unit) 70A shown in FIG.
- the ECU 70A includes a microcomputer including a CPU 71, a ROM 72, a RAM 73, and the like, and input / output circuits 75 and 76. These components are connected to each other via a bus 74.
- the ECU 70A includes a crank angle sensor 81 for detecting the rotational speed of the engine 50A, an air flow meter 82 for measuring the intake air amount, an accelerator opening sensor 83 for detecting the accelerator opening, and cooling water.
- Various sensors and switches such as a water temperature sensor 84 for detecting the temperature of the water are electrically connected.
- the load of the engine 50A is detected by the ECU 70A based on the outputs of the air flow meter 82 and the accelerator opening sensor 83.
- Various control objects such as the W / P 11, the flow rate control valve 14, and the additional flow rate control valve 60 are electrically connected to the ECU 70 ⁇ / b> A.
- the ROM 72 is configured to store a program in which various processes executed by the CPU 71 are described, map data, and the like.
- various control means, determination means, detection means, calculation means, etc. are functional in the ECU 70A. To be realized.
- a control unit that performs control for suppressing the cooling capacity of the cylinder head 52A is functionally realized.
- the control means is realized to perform control for suppressing the cooling capacity of the cylinder head 52A when the engine operating state is a high load. More specifically, the control means controls the flow control valve 14 when the engine operating state is a low rotation and high load, thereby controlling the cooling capacity exhibited based on the head side W / J 521A. Is realized to do.
- the control means is realized to perform control for locally changing the state of heat transfer in the engine 50A according to the engine operating state. Specifically, the control means is realized to perform control for changing the state of heat transfer between the upper portion of the cylinder 51a and the cylinder head 52A performed via the high heat conduction portion 54a in accordance with the engine operating state.
- the control means specifically, from the upper part of the cylinder 51a that is performed via the high heat conduction portion 54a when the engine operating state is a high load (specifically, a low rotation high load and a high rotation high load). It implement
- the control means is specifically W By controlling / P11 and the additional flow rate adjustment valve 60, it is realized to perform control for changing the flow state of the cooling water flowing through the portion W / J521eA.
- the control means is for increasing the flow rate of the cooling water flowing through the portion W / J521eA when the engine operation state is a high rotation / high load than when the engine operation state is a low rotation / high load. Realized to perform control.
- control means is realized so as to perform control for establishing the operation of the engine 50A in other operating states in addition to the case where the engine operating state is a high load.
- the engine operation state is specifically classified into six categories shown in FIG. 4 according to whether the engine 50A is in the cold operation or the engine start in addition to the rotation speed and load of the engine 50A. It is classified from D1 to D6.
- the control means performs control, specifically, as shown below, a request to be satisfied is set for each of the sections D1 to D6, and a control guideline for satisfying the set request is defined.
- the engine operating state is an idle state corresponding to the section D1
- two requirements are set, namely, a combustion speed improvement by intake air temperature increase and an exhaust temperature increase for catalyst activity.
- two control guidelines are set, namely, the temperature rise of the intake port 52a and the upper part of the cylinder 51a and the temperature rise of the exhaust port 52b.
- the flow control valve 14 in order to increase the temperature of the intake port 52a, for example, can be closed or opened with a small opening.
- the W / P 11 can be stopped or driven at a low discharge amount, or the additional flow rate adjustment valve 60 can be closed.
- the flow control valve 14 can be closed or opened with a small opening.
- the flow control valve 14 can be closed or opened with a small opening.
- the flow control valve 14 can be closed or opened with a small opening.
- the W / P 11 can be stopped or driven at a low discharge amount, or the additional flow rate adjustment valve 60 can be closed.
- a request for reducing knocking and improving thermal efficiency is set.
- control guidelines for cooling the intake port 52a and the upper part of the cylinder 51a and heat insulation of the cylinder head 52A are determined.
- the flow control valve 14 can be fully opened or opened with a large opening.
- the W / P 11 can be driven with a maximum discharge amount or a high discharge amount applied during engine operation.
- the additional flow rate adjustment valve 60 can be opened.
- the flow control valve 14 can be closed or opened with a small opening.
- the engine operating state is a high rotation and high load corresponding to the section D4.
- two requirements of ensuring reliability and reducing knocking are set.
- two control guidelines for cooling the periphery of the spark plug 56, between the intake and exhaust ports 52a and 52b, and the exhaust port 52b, and cooling the intake port 52a are defined.
- the flow control valve 14 in order to cool the periphery of the spark plug 56, the space between the intake / exhaust ports 52a and 52b, and the exhaust port 52b, for example, the flow control valve 14 can be fully opened. In order to cool the intake port 52a, for example, the flow control valve 14 can be fully opened.
- cooling of the upper portion of the cylinder 51a can be achieved in addition to cooling of the intake port 52a.
- the additional flow control valve 60 can be fully opened. Moreover, about W / P11, it can drive with the maximum discharge amount applied, for example at the time of engine operation.
- the flow rate control valve 14 can be opened in consideration of the large contribution of the cooling water received by the cylinder head 52A.
- the flow control valve 14 can be closed or opened with a small opening.
- the W / P 11 can be stopped or driven at a low discharge amount, or the additional flow rate adjustment valve 60 can be closed.
- two requirements are set for improving ignitability and promoting fuel vaporization.
- two control guidelines are set, namely, the temperature rise of the intake port 52a and the temperature rise around the spark plug 56 and the upper portion of the cylinder 51a.
- the flow rate control valve 14 or the additional flow rate control valve 61 can be closed or opened with a small opening.
- the flow rate control valve 14 or the additional flow rate control valve 63 can be closed or opened with a small opening.
- the W / P 11 can be stopped or driven at a low discharge amount, or the additional flow rate adjustment valve 60 can be closed.
- the control means for the W / P11 basically increases as the rotational speed increases according to the rotational speed of the engine 50A. It is realized to perform control for driving the W / P 11 so as to increase the discharge amount.
- the flow rate control valve 14 and the additional flow rate control valve 60 are more specifically realized to perform the following control.
- control means includes a case where the engine operating state is an idle state corresponding to the section D1, a case where the engine operating state is a light load corresponding to the section D2, a time when the engine is cold corresponding to the section D5, and a section D6.
- control for closing the flow rate control valve 14 and control for closing the additional flow rate control valve 60 are performed.
- the control means closes the flow rate adjusting valve 14 or suppresses the flow of the cooling water to the cylinder head 52A while controlling the cylinder head 52A.
- control for opening the additional flow rate control valve 60 (specifically, half-open here) To achieve the control). Further, the control means performs control for fully opening the flow rate adjustment valve 14 and opening the additional flow rate adjustment valve 60 when the engine operating state is a high rotation and high load corresponding to the section D4. This is implemented so as to perform control (specifically, control for full opening).
- the control means specifically includes, for example, any The flow control valve 14 is opened at the minimum necessary opening that can suppress the boiling of the cooling water under the conditions, the temperature of the cooling water flowing through the cylinder head 52A is detected or estimated, and the temperature of the cooling water is adjusted. Based on this, it is possible to open the flow rate control valve 14 intermittently, or to open the flow rate control valve 14 at a predetermined rotational speed or higher. Thereby, in suppressing the cooling capacity of the cylinder head 52A, it is possible to suppress the flow rate adjusting valve 14 from being opened more than necessary while suppressing the boiling of the cooling water.
- the flow rate adjusting valve 14 reduces the flow rate of the cooling water flowing through the cylinder head 52A in this way, whereby the flow rate of the cooling water flowing through the engine 50A. Is reduced locally.
- the cooling capacity of the cylinder head 52A is suppressed by suppressing the flow of cooling water to the cylinder head 52A.
- the cooling capacity of the cylinder head 52A is suppressed when the flow rate control valve 14 is closed or the flow rate control valve 14 is opened in a boiling suppression mode. Will be.
- the W / P 11 and the additional flow rate adjustment valve 60 change the flow rate of the cooling water flowing through the portion W / J521eA in this way, so that the upper part of the cylinder 51a and the cylinder head 52A are changed.
- the heat transfer state performed between the engine 50A and the engine 50A is made variable, thereby making the heat transfer state of the engine 50A locally variable.
- the W / P 11 capable of adjusting the flow rate of the cooling water flowing through the portion W / J521eA and the additional flow rate adjustment valve 60 are respectively used for heat transfer between the upper portion of the cylinder 51a and the cylinder head 52A.
- the state variable it becomes a heat transfer state variable means for locally changing the heat transfer state of the engine 50A.
- the control means performs control for opening the additional flow rate adjusting valve 60 in the sections D3 and D4 (that is, from the upper part of the cylinder 51a to the cylinder head 52A via the high heat conduction portion 54a).
- the control for permitting the circulation of the cooling water of the portion W / J521eA is performed so that heat transfer is performed
- the temperature of the peripheral portion of the portion W / J521eA is made lower than the temperature of the upper portion of the cylinder 51a. It will be. In this case, as shown by an arrow F1 in FIG. 5, heat transfer from the upper part of the cylinder 51a to the cylinder head 52A via the high heat conducting portion 54a is promoted.
- the control means performs control for closing the additional flow rate adjustment valve 60 in the sections D1, D2, D5, and D6 (that is, the flow of the cooling water of the partial W / J521eA is stopped).
- the control is performed
- heat transfer corresponding to the temperature difference is performed between the peripheral portion of the portion W / J521eA and the upper portion of the cylinder 51a.
- closing the flow rate control valve 14 causes the cylinder head 52A to receive a large amount of heat.
- the temperature around the portion W / J521eA becomes the cylinder 51a.
- the heat transfer from the cylinder head 52A to the upper portion of the cylinder 51a via the high heat conducting portion 54a is promoted particularly on the exhaust side as indicated by an arrow F2 in FIG.
- the control means opens the additional flow rate control valve 60 with a small opening or intermittently opens and closes it, for example, so that the temperature around the portion W / J521eA and the upper portion of the cylinder 51a are increased.
- the additional flow control valve 60 By controlling the additional flow control valve 60 so that the temperature becomes equal, the peripheral portion of the portion W / J521eA and the cylinder 51a are in thermal equilibrium, and heat is transferred between them. The heat transfer performed between them can also be suppressed.
- a heat insulating action is provided between the part W / J521eA and the cylinder 51a. It can also be generated. In this case, for example, it is possible to increase the temperature of the upper portion of the cylinder 51a by not promoting heat transfer from the upper portion of the cylinder 51a to the cylinder head 52A via the high heat conducting portion 54a.
- control means is realized so as to perform control in consideration of overall control consistency and simplification.
- the present invention is not limited to this, and the control means appropriately controls the W / P 11, the flow rate adjustment valve 14 and the additional flow rate adjustment valve 60 based on the above-described control guideline, for example, to achieve consistency and simplification of the overall control. It may be realized to perform control different from the above-described control in consideration. As a result, the operation of the engine 50A can be further preferably established.
- the ECU 70A determines whether or not it is at the time of engine start (step S1). If the determination is affirmative, the ECU 70A starts to drive the W / P 11 (step S3). Subsequently, the ECU 70A closes the flow rate control valve 14 and closes the additional flow rate control valve 60 (step S21A). On the other hand, if a negative determination is made in step S1, ECU 70A determines whether or not the engine is cold (step S5). Whether or not the engine is cold can be determined, for example, based on whether or not the cooling water temperature is a predetermined value (for example, 75 ° C.) or less. If it is affirmation determination by step S5, it will progress to step S21A. On the other hand, if a negative determination is made in step S5, ECU 70A detects the rotational speed and load of engine 50A (step S11).
- the ECU 70A determines a classification corresponding to the detected rotation speed and load (from step S12 to S14). Specifically, if the corresponding category is the category D1, the process proceeds from step S12 to step S21. If the corresponding category is the category D2, the process proceeds from step S13 to step S21. On the other hand, if the corresponding section is the section D3, the process proceeds from step S14 to step S31A. At this time, the ECU 70A closes the flow rate adjusting valve 14 or opens it in a boiling suppression mode, and opens the additional flow rate adjusting valve 60 halfway (step S31A). If the corresponding category is category D4, the process advances from step S14 to step S41A. At this time, the ECU 70A fully opens the flow control valve 14 and fully opens the additional flow control valve 60 (step S41A).
- the heat transfer coefficient and the surface area ratio of the combustion chamber 55 according to the crank angle of the engine 50A are as shown in FIG.
- FIG. 8 it can be seen that the heat transfer coefficient increases near the top dead center of the compression stroke.
- the surface area ratio it can be seen that the surface area ratios of the cylinder head 52A and the piston 53 increase near the top dead center of the compression stroke. Therefore, it can be seen that the cooling power is greatly influenced by the temperature of the cylinder head 52A.
- knocking depends on the compression end temperature, and it can be seen that the surface area ratio of the cylinder 51a is large in the intake compression stroke that affects the compression end temperature. Therefore, it can be seen that the influence of the temperature of the cylinder 51a is large for knocking.
- the cooling device 1A based on such knowledge, when the engine operating state is a low rotation and high load, the flow rate control valve 14 is closed or opened in a boiling suppression mode. Thus, by limiting the flow rate of the cooling water flowing through the head side W / J 521A, the cooling capacity of the cylinder head 52A can be suppressed, and the cooling loss can be reduced. On the other hand, the occurrence of knocking is a concern in this case.
- circulates the head side W / J521A is controlled by controlling the flow control valve 14 which can suppress the cooling capacity of the cylinder head 52A, without suppressing the cooling capacity of the cylinder block 51. Limit water flow. For this reason, in the cooling device 1A, the cooling of the cylinder 51a can be maintained thereby, and the occurrence of knocking can also be suppressed.
- the heat transfer state can be locally varied in a rational manner based on the above-described knowledge, whereby the heat insulation (reduction of cooling loss) of the cylinder head 52A can be achieved.
- the occurrence of knocking can be suppressed by cooling.
- the thermal efficiency can be improved as shown in FIG.
- the cooling device 1A when the flow rate adjusting valve 14 adjusts the flow rate of the cooling water flowing through the head side W / J 521A so as to suppress the cooling capability of the cylinder head 52A, the cooling capability of the cylinder block 51 is increased.
- the flow rate of the cooling water flowing through the block side W / J 511 can be adjusted. Therefore, in the cooling device 1A, the intake air can be further cooled, and the occurrence of knocking can be more suitably suppressed.
- the additional flow rate adjustment valve 60 when the engine operating state is a high load, the additional flow rate adjustment valve 60 is opened to promote heat transfer from the upper part of the cylinder 51a to the cylinder head 52A via the high heat conduction portion 54a. Can do. For this reason, in the cooling device 1A, the cooling of the upper part of the cylinder 51a can be further promoted, and hence the occurrence of knocking can be more suitably suppressed.
- the cooling device 1A can improve the thermal efficiency mainly at the time of low rotation and high load, while being able to establish the operation of the engine 50A even in other operation states.
- the cooling device 1A in addition to ensuring reliability and reducing knocking at high rotation and high load, it is also possible to reduce the thermal load of the catalyst due to, for example, a decrease in exhaust temperature.
- reducing knocking by increasing the flow rate of cooling water flowing through the partial W / J521eA at high rotation and high load than at low rotation and high load, for example, to improve reliability by reducing the temperature between the bores. You can also.
- the cooling device 1A can improve thermal efficiency not only in a specific operation state but also as a whole operation of the engine 50A that is normally performed.
- the cooling device 1B includes an engine 50B instead of the engine 50A, does not include the additional flow rate adjustment valve 60, and instead of the ECU 70A as described later. It is substantially the same as the cooling device 1A except that the ECU 70B is provided.
- the cooling device 1B can also include an additional flow rate adjustment valve 60 as in the cooling device 1A.
- the engine 50B is substantially the same as the engine 50A except that the cylinder head 52B is provided instead of the cylinder head 52A.
- the cylinder head 52B is substantially the same as the cylinder head 52A except that the head side W / J521B is provided instead of the head side W / J521A.
- the head side W / J 521B is substantially the same as the head side W / J 521A except that it includes a portion W / J 521eB described below instead of the portion W / J 521eA.
- a portion W / J521eB is provided instead of the portion W / J521eA.
- the portion W / J521eB is substantially the same as the portion W / J521eA, except that the uneven portion P that can generate the separation of the flow of the cooling water according to the change in the flow velocity is provided.
- the concavo-convex portion P is provided on a surface of the inner wall surface of the portion W / J521eB that is located on the high heat conduction portion 54a side. Further, the concavo-convex portion P is specifically formed in a porous shape (porous shape).
- the specific shape of the concavo-convex portion P is, for example, the additional flow control valve 60 described in the first embodiment as flow rate changing means capable of changing the flow rate of the cooling water flowing through the portion W / J521eB according to the engine operating state.
- the maximum flow rate of cooling water that can be applied during engine operation, it is possible to generate a flow separation of the cooling water according to the change in flow rate (that is, applied during engine operation).
- separation of the cooling water flow does not occur below the predetermined flow rate, but separation of the cooling water flow occurs when the flow rate is higher than the predetermined flow rate.
- the shape is not particularly limited as long as the shape has unevenness or surface roughness.
- the specific shape of the concavo-convex portion P is cooled in accordance with the state of the W / P 11 and the flow rate control valve 14 corresponding to the case of the low rotation when the engine operation state is the low rotation. While the separation of the water flow is not generated, the flow of the cooling water is separated according to the state of the W / P 11 and the flow rate control valve 14 corresponding to the case of the high rotation when the engine operation state is the high rotation. It has a shape with unevenness or surface roughness that can be generated.
- the ECU 70B is substantially the same as the ECU 70A except that the additional flow rate adjustment valve 60 is not electrically connected as a control target and the control means is realized as described below. For this reason, the illustration of the ECU 70B is omitted.
- the control means when the control means is W / P11, the discharge amount increases as the rotational speed increases basically according to the rotational speed of the engine 50B. It implement
- the control means is realized so as to perform the following control for the flow rate adjustment valve 14.
- the control means includes a case where the engine operating state is an idle state corresponding to the section D1, a case where the engine operating state is a light load corresponding to the section D2, a time when the engine is cold corresponding to the section D5, and a section D6.
- the control for closing the flow rate adjusting valve 14 is performed.
- the control means is realized to perform control for opening the flow rate control valve 14 in a boiling suppression mode when the engine operating state is a low rotation high load corresponding to the section D3.
- the flow rate control valve 14 opens the flow rate control valve 14 with a minimum opening degree that can specifically suppress boiling of the cooling water under all conditions. To be realized.
- the control means is realized to perform control for fully opening the flow rate control valve 14 when the engine operating state is a high rotation and high load corresponding to the section D4.
- the control means closes the flow control valve 14 or suppresses boiling in a state where the engine operation state is a low rotation and high load.
- the additional flow rate adjusting valve 60 may be opened at W / J521eB so that the flow rate of the cooling water does not separate. This is preferable in that the cooling loss of the cylinder head 52B can be further reduced.
- step S21B is provided instead of step S21A
- step S31B is provided instead of step S31A
- step S41B is provided instead of step S41A. ing. For this reason, these steps will be particularly described here.
- step S3 or if the determination in steps S5, S12, S13 is affirmative, the ECU 70B closes the flow control valve 14 (step S21B). If the determination in step S14 is affirmative, the ECU 70B opens the flow rate adjustment valve 14 in a boiling suppression mode (step S31B). If the determination in step S14 is negative, the ECU 70B fully opens the flow rate control valve 14 (step S41B).
- the discharge amount of W / P11 basically increases as the rotational speed increases in accordance with the rotational speed of the engine 50B.
- the flow rate control valve 14 is opened in a boiling suppression mode.
- the flow rate of the cooling water flowing through the portion W / J521eB becomes relatively small.
- the flow rate of the cooling water flowing through the portion W / J521eB becomes a flow rate at which separation of the flow of the cooling water does not occur in the uneven portion P.
- the fine structure of the concavo-convex portion P contributes to an increase in the surface area in contact with the cooling water, and as a result, the cylinder via the high heat conduction portion 54a. Heat transfer from the upper portion 51a to the cylinder head 52B can be promoted. As a result, in the cooling device 1B, it is possible to suitably suppress the occurrence of knocking at the time of low rotation and high load in which the discharge amount of the W / P 11 is relatively small.
- the cooling device 1B when the engine operating state is high rotation and high load, the discharge amount of the W / P 11 becomes relatively large and the flow rate control valve 14 is fully opened. For this reason, in the cooling device 1B, when the engine operating state is high rotation and high load, the flow rate of the cooling water flowing through the portion W / J521eB becomes relatively large. As a result, the flow rate of the cooling water flowing through the portion W / J521eB becomes a flow rate at which separation of the flow of the cooling water occurs at the uneven portion P.
- the cooling device 1B when the engine operation state is a high rotation and high load, the replacement of the cooling water in the microstructure of the concavo-convex portion P is delayed, and further, the nucleate boiling occurs, so that the high heat conduction portion 54a is The heat transfer from the upper part of the cylinder 51a to the cylinder head 52B is suppressed. That is, in the cooling device 1B, when the engine operating state is a high rotation and high load, at least by that amount, the portion W / J521eB is generated by generating a heat insulation action by separation of the flow of the cooling water in the uneven portion P. Either heat transfer is not performed between the cylinders 51a, or control for suppressing heat transfer performed between them is performed. However, in this case, since the discharge amount of W / P11 is large and the cooling water flowing through the portion W / J511a and the portion W / J521b has a cooling effect, the occurrence of knocking can be suppressed.
- the cooling device 1B has a low W / P11 discharge amount when the discharge amount of W / P11 is basically set to increase as the rotation speed increases in accordance with the rotation speed of the engine 50B. It is preferable in that the occurrence of knocking can be suppressed in a well-balanced manner at the time of low rotation and high load as the discharge amount and at the time of high rotation and high load where the discharge amount of W / P11 is the high discharge amount. In addition, since the occurrence of knocking can be suppressed in this way in the cooling device 1B, the additional flow rate adjustment valve 60 can be eliminated in order to suppress the occurrence of knocking.
- the cooling device 1B even when the additional flow rate adjustment valve 60 is not required, the flow of the cooling water in the concavo-convex portion P is appropriately adjusted by the change in the discharge amount of W / P11 according to the rotational speed of the engine 50B. Can be controlled. For this reason, in the cooling device 1B, the configuration can be simplified.
- the control unit fully opens the flow rate adjustment valve 14 when the engine operating state is a high rotation and high load.
- the present invention is not necessarily limited to this, and the control means may perform other appropriate control in establishing the engine operation.
- the first cooling medium passage provided in the cylinder block includes a plurality of first partial cooling medium passages
- the second cooling medium passage provided in the cylinder head includes the plurality of second partial cooling passages.
- a plurality of partial cooling capacity adjusting means capable of partially adjusting the cooling capacity of the cylinder block or the cylinder head corresponding to each of the first and second partial cooling medium paths are provided. Based on these control guidelines, the cooling medium pumping means, the cooling capacity adjusting means, the flow rate changing means, and the partial cooling capacity adjusting means may be appropriately controlled. Thereby, the operation of the engine can be more preferably established.
- the control means when the engine operating state is a low rotation and high load corresponding to the section D3, the control means performs control for closing the flow rate adjusting valve 14 or opening it in a boiling suppression mode.
- the control for suppressing the cooling capacity exhibited based on each head side W / J 521 is performed as the cooling capacity of each cylinder head 52A, 52B.
- the present invention is not necessarily limited to this, and the cooling device stores, for example, a storage unit that stores the cooling medium extracted from the second cooling medium passage, and a cooling medium between the storage unit and the second cooling medium passage.
- a cooling medium pumping means for transferring and the control means controls the cooling medium pumping means so that when the engine operating state is a low rotation and high load, the cooling medium is at least temporarily transferred from the cylinder head. You may make it perform control for extraction.
- Specific examples of the configuration corresponding to the storage unit and the cooling medium pumping unit include a heat storage tank and an electric pump described in Japanese Patent Application Laid-Open No. 2009-79505. Thereby, a cooling loss can be reduced further suitably.
- Such storage means, cooling medium pressure feeding means, and control means may also be applied when the engine operating state is an idle state or a light load, or when the engine is cold.
- the first and second storage units for storing the cooling medium extracted from the first and second cooling medium passages as the storage unit are provided, and the first storage unit and the first storage unit are used as the cooling medium pumping unit.
- First cooling medium pumping means for transferring the cooling medium to and from the second cooling medium passage, and second cooling medium pumping means for transferring the cooling medium between the second storage means and the second cooling medium passage. And may be provided.
- the first and second storage means are used as one storage means, and the first and second cooling medium pumps are used.
- the means may be one cooling medium pumping means.
- the cooling device further includes, for example, a heat storage cooling medium supply means capable of supplying the heat storage cooling medium to the first and second cooling medium passages, and the engine operating state is an idle state.
- the control means performs control for supplying the heat storage cooling medium from the heat storage cooling medium supply means. You may go.
- the control means controls, for example, partial cooling capacity adjusting means provided corresponding to the spark plug, the exhaust port, or the intake port among the partial cooling capacity adjusting means for partially adjusting the cooling capacity of the cylinder head.
- control for increasing the flow rate of the heat storage cooling medium may be performed.
- control means mainly by each ECU 70 that controls each engine 50A, 50B.
- the control means is realized by hardware such as other electronic control devices, dedicated electronic circuits, or a combination thereof. May be.
- the control means may be realized in a distributed control manner by, for example, hardware such as a plurality of electronic control devices and a plurality of electronic circuits, or a combination of electronic control devices and hardware such as electronic circuits.
- Cooling device 11 W / P 12 Radiator 13 Thermostat 14
- Flow control valve 50A, 50B Engine 51 Cylinder block 51a Cylinder 511 Block side W / J 52A, 52B Cylinder head 52a Intake port 52b Exhaust port 521 Head side W / J 54 Gasket 54a High heat conduction part 60
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Abstract
Description
冷却水循環経路としては、例えばブロック側W/J511が組み込まれた循環経路であるブロック側循環経路C1がある。このブロック側循環経路C1を流通する冷却水は、W/P11から吐出された後、ブロック側W/J511を流通し、さらにサーモスタット13を介するか、或いはラジエータ12およびサーモスタット13を介してW/P11に戻るようになっている。ラジエータ12は熱交換器であり、流通する冷却水と空気との間で熱交換を行うことで冷却水を冷却する。サーモスタット13はW/P11に入口側から連通する流通経路を切り替える。具体的にはサーモスタット13は、冷却水温が所定値未満の場合にラジエータ12をバイパスする流通経路を連通状態にし、所定値以上の場合にラジエータ12を流通する流通する流通経路を連通状態にする。
またこのように設けられた流量調節弁14は、シリンダブロック51の冷却能力を抑制することなく、シリンダヘッド52Aの冷却能力を抑制可能な冷却能力調整手段となっている。具体的には例えば流量調節弁14は、シリンダブロック51およびシリンダヘッド52Aにともに冷却水を流通させる高回転高負荷時のシリンダブロック51の冷却能力およびシリンダヘッド52Aの冷却能力がある場合に、これらの冷却能力に対してシリンダブロック51の冷却能力を抑制することなく、シリンダヘッド52Aの冷却能力を抑制可能な冷却能力調整手段となっている。
さらにこのように設けられた流量調節弁14は、シリンダヘッド52Aの冷却能力を抑制するようにヘッド側W/J521Aを流通する冷却水の流量を調節した場合に、シリンダブロック51の冷却能力を高めるようにブロック側W/J511を流通する冷却水の流量を調節可能な冷却能力調整手段となっている。
制御手段は、具体的には機関運転状態が高負荷である場合に、シリンダヘッド52Aの冷却能力を抑制するための制御を行うように実現される。
さらに具体的には、制御手段は機関運転状態が低回転高負荷である場合に、流量調節弁14を制御することで、ヘッド側W/J521Aに基づき発揮される冷却能力を抑制するための制御を行うように実現される。
具体的には制御手段は、機関運転状態に応じて、高熱伝導部54aを介して行われるシリンダ51a上部、シリンダヘッド52A間の熱伝達の状態を可変にするための制御を行うように実現される。
この点、制御手段は具体的には、機関運転状態が高負荷(具体的には低回転高負荷および高回転高負荷)である場合に、高熱伝導部54aを介して行われるシリンダ51a上部からシリンダヘッド52Aへの熱伝達を促進するための制御を行うように実現される。
また機関運転状態に応じて、高熱伝導部54aを介して行われるシリンダ51a上部、シリンダヘッド52A間の熱伝達の状態を可変にするための制御を行うにあたり、制御手段は具体的には、W/P11や追加流量調節弁60を制御することで、部分W/J521eAに流通させる冷却水の流通状態を変更するための制御を行うように実現される。
この点、制御手段は、機関運転状態が高回転高負荷である場合に、機関運転状態が低回転高負荷である場合よりも、部分W/J521eAに流通させる冷却水の流量を増大させるための制御を行うように実現される。
この点、機関運転状態は具体的にはエンジン50Aの回転数および負荷のほか、冷間運転時であるか否か、または機関始動時であるか否かに応じて図4に示す6つの区分D1からD6までに分類されている。そして制御手段が制御を行うにあたっては、具体的には以下に示すように区分D1からD6まで毎に満たすべき要求を設定するとともに、設定した要求を満たすための制御指針を定めている。
この点、吸気ポート52aの昇温を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
またシリンダ51a上部の昇温を図るにあたっては、例えばW/P11を停止、或いは低吐出量で駆動することや、追加流量調節弁60を閉弁することができる。
また排気ポート52bの昇温を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
この点、シリンダヘッド52Aの断熱を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
また吸気ポート52aの昇温を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
またシリンダ51a上部の昇温を図るにあたっては、例えばW/P11を停止、或いは低吐出量で駆動することや、追加流量調節弁60を閉弁することができる。
この点、吸気ポート52aの冷却を図るにあたっては、例えば流量調節弁14を全開、或いは大きな開度で開弁することができる。
またシリンダ51a上部の冷却を図るにあたっては、例えばW/P11を機関運転時に適用される最大吐出量、或いは高吐出量で駆動することができる。さらにシリンダ51a上部の冷却を図るにあたっては、例えば追加流量調節弁60を開弁することができる。
またシリンダヘッド52Aの断熱を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
この点、点火プラグ56周りと吸排気ポート52a、52b間と排気ポート52bとの冷却を図るにあたっては、例えば流量調節弁14を全開にすることができる。
また吸気ポート52aの冷却を図るにあたっては、例えば流量調節弁14を全開にすることができる。
一方、ノッキングの低減という要求に対しては、吸気ポート52aの冷却のほか、例えばシリンダ51a上部の冷却を図ることもできる。これに対してシリンダ51a上部の冷却を図るにあたっては、例えば追加流量調節弁60を全開にすることができる。
またW/P11については、例えば機関運転時に適用される最大吐出量で駆動することができる。
この点、シリンダヘッド52Aの熱伝達促進を図るにあたっては、シリンダヘッド52Aでの冷却水の受熱の寄与が大きいことを考慮して、例えば流量調節弁14を開弁することができる。
また吸気ポート52aの昇温を図るにあたっては、例えば流量調節弁14を閉弁、或いは小さな開度で開弁することができる。
またシリンダ51a上部の昇温を図るにあたっては、例えばW/P11を停止、或いは低吐出量で駆動することや、追加流量調節弁60を閉弁することができる。
この点、吸気ポート52aの昇温を図るにあたっては、例えば流量調節弁14、または追加流量調節弁61を閉弁、或いは小さな開度で開弁することができる。
また点火プラグ56周りの昇温を図るにあたっては、例えば流量調節弁14、または追加流量調節弁63を閉弁、或いは小さな開度で開弁することができる。
またシリンダ51a上部の昇温を図るにあたっては、例えばW/P11を停止、或いは低吐出量で駆動することや、追加流量調節弁60を閉弁することができる。
また制御手段は、機関運転状態が区分D3に対応する低回転高負荷である場合には、流量調節弁14を閉弁、或いはシリンダヘッド52Aへの冷却水の流通を抑制しつつ、シリンダヘッド52Aにおける冷却水の沸騰を抑制可能な態様(以下、沸騰抑制態様と称す)で開弁するための制御を行うとともに、追加流量調節弁60を開弁するための制御(ここでは具体的には半開にするための制御)を行うように実現される。
また制御手段は、機関運転状態が区分D4に対応する高回転高負荷である場合には、流量調節弁14を全開にするための制御を行うとともに、追加流量調節弁60を開弁するための制御(ここでは具体的には全開にするための制御)を行うように実現される。
そして冷却装置1Aでは、流量調節弁14が全開でない場合にシリンダヘッド52Aへの冷却水の流通を抑制することで、シリンダヘッド52Aの冷却能力を抑制していることになる。この点、冷却装置1Aではさらに具体的には、流量調節弁14を閉弁するか、或いは沸騰抑制態様で流量調節弁14を開弁している場合にシリンダヘッド52Aの冷却能力を抑制していることになる。
この点、冷却装置1Aでは部分W/J521eAを流通する冷却水の流量を調節可能なW/P11と追加流量調節弁60それぞれが、シリンダ51a上部とシリンダヘッド52Aとの間で行われる熱伝達の状態を可変にすることで、エンジン50Aの熱伝達の状態を局部的に可変にする熱伝達状態可変手段となっている。
一方、この場合にはノッキングの発生が懸念される。これに対して冷却装置1Aでは、シリンダブロック51の冷却能力を抑制することなく、シリンダヘッド52Aの冷却能力を抑制可能な流量調節弁14を制御することで、ヘッド側W/J521Aを流通する冷却水の流量を制限する。このため冷却装置1Aではこれによりシリンダ51aの冷却を維持でき、以ってノッキングの発生も抑制できる。
さらに冷却装置1Aでは、機関運転状態が高負荷である場合に追加流量調節弁60を開弁することで、高熱伝導部54aを介したシリンダ51a上部からシリンダヘッド52Aへの熱伝達を促進することができる。このため冷却装置1Aではこれによってシリンダ51a上部の冷却をさらに促進でき、以ってノッキングの発生をさらに好適に抑制できる。
ECU70Bでは、全体的な制御の整合性や簡素化などを考慮し、制御手段がW/P11については、基本的にエンジン50Bの回転数に応じて、回転数が高くなるほど吐出量が多くなるようにW/P11を駆動するための制御を行うように実現される。一方、ECU70Bでは、制御手段が流量調節弁14については以下に示す制御を行うよう実現される。
また制御手段は、機関運転状態が区分D3に対応する低回転高負荷である場合には、流量調節弁14を沸騰抑制態様で開弁するための制御を行うように実現される。この点、流量調節弁14を沸騰抑制態様で開弁するにあたって、流量調節弁14は具体的にはあらゆる条件において冷却水の沸騰を抑制できる必要最小限の開度で流量調節弁14を開弁するように実現される。
また制御手段は、機関運転状態が区分D4に対応する高回転高負荷である場合には、流量調節弁14を全開にするための制御を行うように実現される。
なお、冷却装置1Aと同様に追加流量調節弁60を備えている場合には、制御手段は、機関運転状態が低回転高負荷である場合に、流量調節弁14を閉弁或いは沸騰抑制態様で開弁するとともに、追加流量調節弁60をW/J521eBで冷却水の流れの剥離が発生しない開度に開弁するように実現することもできる。この場合にはシリンダヘッド52Bの冷却損失をより低減し得る点で好適である。
また、冷却装置1Bではこのようにしてノッキングの発生を抑制できることから、ノッキングの発生を抑制するにあたって追加流量調節弁60を不要化することもできる。すなわち冷却装置1Bでは、追加流量調節弁60を不要化した場合であっても、エンジン50Bの回転数に応じたW/P11の吐出量の変化によって、凹凸部Pにおける冷却水の流れを適切にコントロールすることができる。このため冷却装置1Bでは、これにより構成の簡素化を図ることもできる。
なお、冷却装置1Bが、冷却装置1Aと同様に追加流量調節弁60を備えている場合には、制御手段は機関運転状態が高回転高負荷である場合に、流量調節弁14を全開にするとともに、追加流量調節弁60をW/J521eBで冷却水の流れの剥離が発生しない開度に開弁するための制御を行うように実現することもできる。そしてこの場合には、高回転高負荷時のノッキングの発生もより好適に抑制できる。
例えば上述した実施例では、各エンジン50A、50Bの運転を成立させるにあたって好適であることなどから、W/P11が冷却媒体圧送手段である場合について説明した。しかしながら本発明においては必ずしもこれに限られず、冷却媒体圧送手段は例えばエンジンの出力で駆動する機械式W/Pであってもよい。
しかしながら本発明においては必ずしもこれに限られず、制御手段はエンジンの運転を成立させるにあたってその他の適宜の制御を行ってもよい。この点、例えばシリンダブロックに設けられた第1の冷却媒体通路が複数の第1の部分冷却媒体通路を備えるとともに、シリンダヘッドに設けられた第2の冷却媒体通路が複数の第2の部分冷却媒体通路を備える場合に、これら第1および第2の部分冷却媒体通路それぞれに対応させてシリンダブロックまたはシリンダヘッドの冷却能力を部分的に調整可能な複数の部分冷却能力調整手段を備えるとともに、前述の制御指針に基づいて、冷却媒体圧送手段や、冷却能力調整手段や、流量変更手段や、部分冷却能力調整手段を適宜制御してもよい。これにより、エンジンの運転をさらに好適に成立させることもできる。
しかしながら本発明においては必ずしもこれに限られず、冷却装置が例えば第2の冷却媒体通路から抜き取った冷却媒体を貯留する貯留手段と、この貯留手段と第2の冷却媒体通路との間で冷却媒体を移送する冷却媒体圧送手段とをさらに備えるとともに、制御手段が、当該冷却媒体圧送手段を制御することで、機関運転状態が低回転高負荷である場合に、少なくとも一時的にシリンダヘッドから冷却媒体を抜き取るための制御を行うようにしてもよい。かかる貯留手段および冷却媒体圧送手段に相当する構成としては、具体的には例えば特開2009-79505号公報に記載の蓄熱タンクおよび電動ポンプがある。これにより冷却損失をさらに好適に低減させることができる。
これにより、燃焼速度の向上や冷却損失の低減や機関暖機促進などをさらに図ることができ、以ってエンジンの運転をさらに好適に成立させることができる。
しかしながら本発明においては必ずしもこれに限られず、冷却装置が例えば第1および第2の冷却媒体通路に蓄熱冷却媒体を供給可能な蓄熱冷却媒体供給手段をさらに備えるとともに、機関運転状態がアイドル状態であるか、機関冷間時或いは機関始動時であり、且つ蓄熱冷却媒体の温度が冷却媒体の温度よりも高い場合に、制御手段が当該蓄熱冷却媒体供給手段から蓄熱冷却媒体を供給するための制御を行ってもよい。かかる蓄熱冷却媒体供給手段に相当する構成としては、具体的には例えば特開2009-208569号公報に記載の熱交換部がある。
さらにこの場合、制御手段は例えばシリンダヘッドの冷却能力を部分的に調整する部分冷却能力調整手段のうち、点火プラグや排気ポートや吸気ポートに対応させて設けられた部分冷却能力調整手段を制御することで、蓄熱冷却媒体の流量を増大させるための制御を行ってもよい。
これにより、機関暖機促進や未燃HCの低減やエンジン着火性の向上をさらに好適に図ることなどができ、この結果、エンジンの運転をさらに好適に成立させることができる。
11 W/P
12 ラジエータ
13 サーモスタット
14 流量調節弁
50A、50B エンジン
51 シリンダブロック
51a シリンダ
511 ブロック側W/J
52A、52B シリンダヘッド
52a 吸気ポート
52b 排気ポート
521 ヘッド側W/J
54 ガスケット
54a 高熱伝導部
60 追加流量調節弁
70 ECU
Claims (6)
- シリンダブロックと、シリンダヘッドと、前記シリンダブロックと前記シリンダヘッドとの間に設けられ、前記シリンダブロックのシリンダ上部および前記シリンダヘッド間の熱移動を他の部分よりも高い熱伝導率を有して許容可能な熱移動許容部を有するガスケットとを備えるとともに、前記シリンダヘッドのうち、前記熱移動許容部の周辺部に冷却媒体通路を設けたエンジンと、
機関運転状態に応じて、前記冷却媒体通路に流通させる冷却媒体の流通状態を変更するための制御を行う制御手段と、を備えるエンジンの冷却装置。 - 請求項1記載のエンジンの冷却装置であって、
前記制御手段が、機関運転状態が低回転高負荷および高回転高負荷のうち、少なくとも低回転高負荷である場合に、前記冷却媒体通路に流通させる冷却媒体の流通状態を変更することで、前記熱移動許容部を介して行われる前記シリンダ上部から前記シリンダヘッドへの熱伝達を促進するための制御を行うエンジンの冷却装置。 - 請求項1または2記載のエンジンの冷却装置であって、
前記ガスケットのうち、前記シリンダヘッドに対面し、且つ前記エンジンの燃焼室側に位置する部分を断面L字状の形状で囲うようにして前記熱移動許容部を設けたエンジンの冷却装置。 - 請求項1から3いずれか1項記載のエンジンの冷却装置であって、
前記熱移動許容部を前記ガスケットと別体の部材として設けたエンジンの冷却装置。 - 請求項1から4いずれか1項記載のエンジンの冷却装置であって、
前記冷却媒体通路のうち、前記シリンダブロック側に位置する通路壁面に、冷却媒体の最大流速の範囲内において、流速の変化に応じて冷却媒体の流れの剥離を発生させることが可能な凹凸部を設けたエンジンの冷却装置。 - 請求項1から5いずれか1項記載のエンジンの冷却装置であって、
前記シリンダブロックの冷却能力を抑制することなく、前記シリンダヘッドの冷却能力を抑制可能な冷却能力調整手段をさらに備え、
前記制御手段が、前記冷却能力調整手段を制御することで、前記シリンダヘッドの冷却能力を抑制するための制御をさらに行うエンジンの冷却装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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EP09851838.4A EP2508728A4 (en) | 2009-12-01 | 2009-12-01 | COOLING DEVICE FOR MOTOR |
CN2009801626715A CN102639835A (zh) | 2009-12-01 | 2009-12-01 | 发动机的冷却装置 |
US13/512,448 US20120234267A1 (en) | 2009-12-01 | 2009-12-01 | Cooling device for engine |
PCT/JP2009/070190 WO2011067830A1 (ja) | 2009-12-01 | 2009-12-01 | エンジンの冷却装置 |
JP2011544138A JP5338916B2 (ja) | 2009-12-01 | 2009-12-01 | エンジンの冷却装置 |
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PCT/JP2009/070190 WO2011067830A1 (ja) | 2009-12-01 | 2009-12-01 | エンジンの冷却装置 |
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US (1) | US20120234267A1 (ja) |
EP (1) | EP2508728A4 (ja) |
JP (1) | JP5338916B2 (ja) |
CN (1) | CN102639835A (ja) |
WO (1) | WO2011067830A1 (ja) |
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JP2017155598A (ja) * | 2016-02-29 | 2017-09-07 | 株式会社Subaru | 車両制御装置 |
JP2019070370A (ja) * | 2017-10-11 | 2019-05-09 | 株式会社豊田自動織機 | シリンダヘッドの冷却装置 |
JP2020204272A (ja) * | 2019-06-14 | 2020-12-24 | トヨタ自動車株式会社 | エンジン冷却構造 |
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JP6303991B2 (ja) * | 2014-11-13 | 2018-04-04 | トヨタ自動車株式会社 | シリンダヘッド |
JP6222157B2 (ja) * | 2015-04-09 | 2017-11-01 | トヨタ自動車株式会社 | 内燃機関の冷却装置 |
AT522742B1 (de) * | 2019-06-28 | 2021-12-15 | Avl List Gmbh | Zylinderkopfdichtung |
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JP5338916B2 (ja) | 2013-11-13 |
US20120234267A1 (en) | 2012-09-20 |
EP2508728A4 (en) | 2014-03-19 |
CN102639835A (zh) | 2012-08-15 |
JPWO2011067830A1 (ja) | 2013-04-18 |
EP2508728A1 (en) | 2012-10-10 |
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