WO2012137287A1 - スターリングエンジンの出力制御装置 - Google Patents
スターリングエンジンの出力制御装置 Download PDFInfo
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- WO2012137287A1 WO2012137287A1 PCT/JP2011/058535 JP2011058535W WO2012137287A1 WO 2012137287 A1 WO2012137287 A1 WO 2012137287A1 JP 2011058535 W JP2011058535 W JP 2011058535W WO 2012137287 A1 WO2012137287 A1 WO 2012137287A1
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- stirling engine
- output
- temperature
- cooling
- control device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G1/00—Hot gas positive-displacement engine plants
- F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
- F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
- F02G1/045—Controlling
- F02G1/047—Controlling by varying the heating or cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G1/00—Hot gas positive-displacement engine plants
- F02G1/06—Controlling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
- F02G5/02—Profiting from waste heat of exhaust gases
- F02G5/04—Profiting from waste heat of exhaust gases in combination with other waste heat from 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
- F01P2060/00—Cooling circuits using auxiliaries
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G2254/00—Heat inputs
- F02G2254/15—Heat inputs by exhaust gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G2260/00—Recuperating heat from exhaust gases of combustion engines and heat from cooling circuits
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- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E20/00—Combustion technologies with mitigation potential
- Y02E20/30—Technologies for a more efficient combustion or heat usage
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- 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
Definitions
- the present invention relates to an output control device for a Stirling engine, and more particularly to an output control device for a Stirling engine provided in a cooling system in which a common cooling medium is circulated between the Stirling engine and a power source other than the Stirling engine.
- Patent Document 1 discloses a technique related to the Stirling engine itself.
- Patent Document 2 or 3 discloses a technique for distributing a common cooling medium to an internal combustion engine and a Stirling engine.
- Patent Document 4 discloses a technique for controlling the output of a Stirling engine that recovers exhaust heat of an internal combustion engine.
- a Stirling engine for exhaust heat recovery operates using exhaust heat recovered by a heater from a high-temperature heat source.
- the output of the Stirling engine is larger than the required output
- a heater that requires a corresponding heat capacity is difficult to quickly reduce the temperature due to a decrease in the amount of heat input. Therefore, in this case, it is difficult to reduce the output of the Stirling engine with good responsiveness.
- the output of the Stirling engine for example, it is conceivable to change the flow rate of the cooling medium supplied to the Stirling engine.
- the cooling medium common to other power sources for example, the internal combustion engine
- the output control range of the Stirling engine may be easily limited due to the configuration.
- an object of the present invention is to provide an output control device for a Stirling engine that can suitably control the output of a Stirling engine that distributes a common cooling medium with another power source.
- the present invention provides a Stirling engine that is provided in a cooling system that distributes a common cooling medium to a Stirling engine and a power source other than the Stirling engine, and includes a temperature adjusting unit that adjusts the temperature of the cooling medium supplied to the Stirling engine. This is an output control device.
- the temperature adjustment unit adjusts the temperature of the cooling medium supplied to the Stirling engine based on the total output of the output of the power source and the output of the Stirling engine or the output of the Stirling engine. be able to.
- the cooling system includes a radiator that cools the cooling medium that has passed through the power source, a first partial cooling path that supplies the cooling medium that has passed through the radiator to the Stirling engine, and the power source circulation. And a second partial cooling path for supplying the cooling medium in a state before the radiator distribution to the Stirling engine, wherein the temperature adjusting unit is a part of the first and second partial cooling paths.
- the temperature control valve can be configured to adjust the temperature of the cooling medium supplied to the Stirling engine by switching at least one of the partial cooling paths so as to be switchable.
- the temperature adjustment unit is a total output of the output of the power source and the output of the Stirling engine, or when the output of the Stirling engine is larger than a required output, after the power source distribution, before the radiator distribution
- the cooling medium in the state can be supplied and retained in the Stirling engine.
- the temperature adjusting unit is provided in a portion of the cooling system on the downstream side of the Stirling engine, and the coolant can be retained in the Stirling engine by stopping the flow of the coolant.
- a stop valve can be provided.
- the present invention may be configured to include a heater that allows the temperature adjusting unit to adjust the temperature of the cooling medium supplied to the Stirling engine by heating the cooling medium supplied to the Stirling engine.
- FIG. 1 is a schematic configuration diagram of a cooling system of Example 1.
- FIG. It is a figure which shows the 1st control state of the cooling system of Example 1.
- FIG. It is a figure which shows the 2nd control state of the cooling system of Example 1.
- FIG. It is a figure which shows the 3rd control state of the cooling system of Example 1.
- FIG. FIG. 6 is a schematic configuration diagram of a cooling system of Example 2.
- FIG. 6 is a schematic configuration diagram of a cooling system of Example 3.
- FIG. 6 is a diagram illustrating a control state of a cooling system according to a third embodiment. It is a figure which shows the relationship with the load of.
- FIG. 1 is a schematic configuration diagram of the cooling system 1A.
- the cooling system 1A includes an internal combustion engine 10, a Stirling engine 20, a pump 31, a radiator 32, a thermostat 33, and a temperature control valve 34.
- a main passage portion 41, a bypass passage portion 42, a branch passage portion 43, and a high temperature passage portion 44 are provided.
- These passage portions 41 to 44 are pipes and form passages through which cooling water as a cooling medium flows.
- the arrows along the passage portions 41 to 44 indicate the circulation direction of the cooling water.
- the cooling system 1 ⁇ / b> A circulates cooling water that is a common cooling medium between the Stirling engine 20 and the internal combustion engine 10 that is a power source other than the Stirling engine 20.
- the internal combustion engine 10 is a water-cooled internal combustion engine and circulates cooling water.
- the pump 31 pumps the cooling water.
- the radiator 32 exchanges heat between the circulating cooling water and the air to cool the cooling water.
- the thermostat 33 adjusts the temperature of the cooling water flowing through the internal combustion engine 10.
- the internal combustion engine 10, the pump 31, the radiator 32, and the thermostat 33 are provided so as to be interposed in the main passage portion 41.
- the main passage portion 41 forms a circulation path in which the cooling water pumped by the pump 31 is circulated in the order of the internal combustion engine 10, the radiator 32, and the thermostat 33 and then returned to the pump 31.
- the pump 31 pumps the cooling water to the internal combustion engine 10. Further, the radiator 32 cools the cooling water flowing through the internal combustion engine 10. The main passage portion 41 causes the coolant to flow from the radiator 32 to the internal combustion engine 10 via the pump 31.
- the pump 31 is provided in the internal combustion engine 10 and is a mechanical pump that is driven by the power of the internal combustion engine 10. The pump 31 may be an electric pump.
- the bypass passage portion 42 is provided with respect to the main passage portion 41.
- the bypass passage portion 42 forms a path that bypasses the radiator 32. For this reason, the bypass passage 42 bypasses the radiator 32 and causes the cooling water flowing through the internal combustion engine 10 to flow.
- the thermostat 33 is provided at the junction of the main passage portion 41 and the bypass passage portion 42. Specifically, the thermostat 33 adjusts the flow rate of the cooling water between when the cooling water is circulated through the radiator 32 and when the cooling water is circulated through the bypass passage 42. It is a thermostat with a bypass valve that can adjust the temperature of the cooling water to be circulated.
- the thermostat 33 is a radiator after the cold start of the internal combustion engine 10 until the warm-up is completed, that is, until the cooling water temperature reaches an appropriate temperature (for example, 80 ° C.). It operates so that the cooling water does not flow through 32. Further, after the warm-up is completed, the ratio of the flow rate of the cooling water to be circulated to the radiator 32 is increased as the temperature of the cooling water circulated to the internal combustion engine 10 becomes higher (for example, when the load of the internal combustion engine 10 is higher). Operates on.
- the branch passage portion 43 is provided with respect to the main passage portion 41.
- the Stirling engine 20 is interposed in the branch passage portion 43.
- the cross-sectional area of the passage formed by the branch passage portion 43 is set smaller than the cross-sectional area of the passage formed by the main passage portion 41.
- the diameter of the passage formed by the branch passage portion 43 is set smaller than the diameter of the passage formed by the main passage portion 41.
- the branch passage portion 43 branches from the main passage portion 41 at the first connection point P1, and is connected to the downstream portion of the main passage portion 41 with respect to the first connection point P1 via the Stirling engine 20. 2 join points P2.
- the connection points P ⁇ b> 1 and P ⁇ b> 2 are provided in a portion of the main passage portion 41 between the radiator 32 and the pump 31.
- the thermostat 33 is provided so as to be interposed in the portion of the main passage portion 41 between the connection points P1 and P2. The thermostat 33 provided in this way acts as a flow resistance of the cooling water flowing through the main passage portion 41.
- the Stirling engine 20 is a Stirling engine for exhaust heat recovery, and includes a cooler 20a and a heater 20b.
- the Stirling engine 20 distributes cooling water. Specifically, the cooling water is circulated through the cooler 20a.
- the cooler 20a exchanges heat between the cooling water and the working fluid to cool the working fluid.
- the heater 20b exchanges heat between the working fluid and the exhaust gas of the internal combustion engine 10 to heat the working fluid.
- the cooling water constitutes a low temperature heat source of the Stirling engine 20
- the exhaust gas constitutes a high temperature heat source of the Stirling engine 20.
- SE output the output of the Stirling engine 20
- the high temperature passage portion 44 branches from the main passage portion 41 and merges with the branch passage portion 43.
- the high temperature passage portion 44 branches from the main passage portion 41 at a third connection start point P3 from a portion downstream of the internal combustion engine 10 and upstream of the radiator 32. More specifically, this portion is a portion on the upstream side of the portion of the main passage portion 41 that branches to the bypass passage portion 42.
- the high temperature passage portion 44 merges with a portion of the branch passage portion 43 on the upstream side of the Stirling engine 20.
- a temperature control valve 34 is provided at the junction of the branch passage portion 43 and the high temperature passage portion 44.
- the temperature control valve 34 brings at least one of the partial cooling paths L1 and L2 into a communication state so as to be switchable.
- the first partial cooling path L ⁇ b> 1 supplies the cooling water that has passed through the radiator 32 to the Stirling engine 20.
- the second partial cooling path L ⁇ b> 2 supplies the Stirling engine 20 with cooling water that is in a state after the internal combustion engine 10 is distributed and before the radiator 32 is distributed.
- the first partial cooling path L1 is specifically a portion of the branch passage portion 43 between the first connection point P1 and the Stirling engine 20.
- the second partial cooling path L2 is a portion between the third connection point P3 and the Stirling engine 20 in the high temperature passage portion 44 and the branch passage portion 43.
- the cooling system 1A further includes an ECU 70A.
- the ECU 70A is an electronic control device, and includes a microcomputer and an input / output circuit including a CPU, a ROM, a RAM, and the like.
- the temperature control valve 34 is electrically connected to the ECU 70A as a control target.
- the ECU 70A is electrically connected to an output detector 71 that can detect the output of the internal combustion engine 10 (referred to as E / G output) and an output detector 72 that can detect the SE output.
- E / G output an output detector 71 that can detect the output of the internal combustion engine 10
- an output detector 72 that can detect the SE output.
- various functional units are realized by executing processing while the CPU uses a temporary storage area of the RAM as necessary based on a program stored in the ROM.
- the ECU 70A implements the following first control unit.
- the first control unit controls the temperature control valve 34. Specifically, the first control unit controls the temperature control valve 34 based on the total output of the E / G output and the SE output. More specifically, the first control unit determines the magnitude relationship between the total output and the required output based on the total output and the required output, and controls the temperature control valve 34 based on the determination result. In this regard, more specifically, the first control unit controls the temperature control valve 34 as described below.
- FIGS. 2 to 4 are diagrams showing first to third control states of the cooling system 1A.
- 2 shows a control state when the total output is smaller than the required output
- FIG. 3 shows a control state when the total output and the required output are equal
- FIG. 4 shows a control state when the required output is larger than the total output.
- Show. 2 to 4 the portion indicated by the broken line in the cooling path indicates a state where the circulation of the cooling water is stopped. 2 to 4 also show the communication state of the temperature control valve 34.
- the first control unit controls the temperature control valve 34 so as to communicate with the first partial cooling path L1 when the total output is smaller than the required output.
- the cooling water can be supplied to the Stirling engine 20 via the first partial cooling path L1.
- the SE output can be increased by giving priority to cooling of the internal combustion engine 10 and supplying cooling water having a relatively low temperature to the Stirling engine 20.
- the first control unit controls the temperature control valve 34 so that the partial cooling paths L1 and L2 communicate with each other when the total output and the required output are equal.
- the cooling water can be supplied to the Stirling engine 20 via the partial cooling paths L1 and L2.
- the SE output can be optimized.
- the first control unit controls the temperature control valve 34 to communicate with the second partial cooling path L2 when the total output is larger than the required output.
- the cooling water can be supplied to the Stirling engine 20 via the second partial cooling path L2.
- the SE output can be suppressed by supplying cooling water having a relatively high temperature to the Stirling engine 20.
- the temperature control valve 34 and the ECU 70A adjust the temperature of the cooling water supplied to the Stirling engine 20.
- the temperature control valve 34 enables the temperature of the cooling water supplied to the Stirling engine 20 to be adjusted by switching at least one of the partial cooling paths L1 and L2 to be in a switchable communication state.
- a temperature adjustment unit is realized by the temperature adjustment valve 34 and the ECU 70A.
- an output control device hereinafter referred to as an output control device of a Stirling engine including a temperature adjustment unit realized by the temperature adjustment valve 34 and the ECU 70A is realized.
- the cooling water that performs heat exchange with the cooler 20a has higher density and specific heat than the exhaust that performs heat exchange with the heater 20b.
- a heat exchanger that exchanges heat between liquid and gas like the cooler 20a performs heat exchange more efficiently than a heat exchanger that exchanges heat between gases like the heater 20b. Can do.
- the temperature adjusting unit adjusts the temperature of the cooling water supplied to the Stirling engine 20.
- the output control device can control the SE output with high responsiveness as compared with the case where the flow rate of the exhaust gas flowing through the heater 20b is adjusted by bypassing the exhaust gas, for example. Further, for example, a configuration that is advantageous in terms of cost can be achieved as compared with a case where a transmission or a clutch is provided for the output shaft of the Stirling engine 20.
- the control range of the SE output is secured wider than when the flow rate of the cooling water supplied to the Stirling engine 20 is variable. it can. In these respects, the SE output can be suitably controlled.
- the temperature adjusting unit adjusts the temperature of the cooling water supplied to the Stirling engine 20 based on the total output of the E / G output and the SE output. That is, the output control device can specifically control the SE output by adjusting the temperature of the cooling water supplied to the Stirling engine 20 in this way. This is suitable when the Stirling engine 20 is used as an auxiliary power source for the internal combustion engine 10.
- the output adjusting unit enables the temperature of the cooling water supplied to the Stirling engine 20 to be adjusted by switching at least one of the partial cooling paths L1 and L2 to be in a communication state.
- a temperature control valve 34 is provided.
- the output control device can be specifically configured such that the output adjustment unit includes such a temperature adjustment valve 34.
- the output control device can suitably control the SE output in that the SE output can be finely controlled by appropriately supplying the cooling water in a state before the radiator 32 after the internal combustion engine 10 flows to the Stirling engine 20. .
- FIG. 5 is a schematic configuration diagram of the cooling system 1B.
- the cooling system 1B is substantially the same as the cooling system 1A except that it includes an ECU 70B instead of the ECU 70A.
- the ECU 70B is substantially the same as the ECU 70A except that the first control unit is realized as described below and the output detection device 71 is not particularly electrically connected to the ECU 70B.
- the first control unit controls the temperature adjustment valve 34 based on the SE output. Specifically, the first control unit determines the magnitude relationship between the SE output and the required output based on the SE output and the required output, and controls the temperature control valve 34 based on the determination result.
- the first control unit controls the temperature control valve 34 so as to communicate with the first partial cooling path L1 when the SE output is smaller than the required output.
- the cooling water can be supplied to the Stirling engine 20 via the first partial cooling path L1.
- the SE output can be increased by giving priority to cooling of the internal combustion engine 10 and supplying cooling water having a relatively low temperature to the Stirling engine 20.
- the first control unit controls the temperature control valve 34 so that the partial cooling paths L1 and L2 communicate with each other when the SE output and the required output are equal.
- cooling water can be supplied to the Stirling engine 20 via the partial cooling paths L1 and L2.
- the SE output can be optimized.
- the first control unit controls the temperature control valve 34 so as to communicate with the second partial cooling path L2 when the SE output is larger than the required output.
- cooling water can be supplied to the Stirling engine 20 via the second partial cooling path L2.
- the SE output can be suppressed by supplying cooling water having a relatively high temperature to the Stirling engine 20.
- the temperature control valve 34 and the ECU 70B adjust the temperature of the cooling water supplied to the Stirling engine 20.
- a temperature adjustment unit is realized by the temperature adjustment valve 34 and the ECU 70B.
- achieved by the temperature control valve 34 and ECU70B is implement
- the temperature adjustment unit controls the temperature adjustment valve 34 based on the SE output. That is, specifically, the output control device of the present embodiment can also control the SE output by adjusting the temperature of the cooling water supplied to the Stirling engine 20 in this way. This is suitable when the Stirling engine 20 is used for applications other than the auxiliary power source of the internal combustion engine 10 (for example, driving of auxiliary machinery). Except for this point, the output control apparatus of the present embodiment can obtain the same effects as the output control apparatus of the first embodiment.
- FIG. 6 is a schematic configuration diagram of the cooling system 1C.
- the cooling system 1C is substantially the same as the cooling system 1A, except that the cooling system 1C further includes a stop valve 35, and an ECU 70C instead of the ECU 70A. Similar changes can be made to the cooling system 1B, for example.
- the stop valve 35 is provided in a portion of the cooling system 1 ⁇ / b> C downstream of the Stirling engine 20. Specifically, the stop valve 35 is provided in a portion of the branch passage portion 43 on the downstream side of the Stirling engine 20. The stop valve 35 allows the cooling water to stay in the Stirling engine 20 by stopping the flow of the cooling water.
- the ECU 70C is substantially the same as the ECU 70A except that the following second control unit is further realized.
- the second control unit controls the stop valve 35. Specifically, the second control unit controls the stop valve 35 based on the total output of the E / G output and the SE output.
- the second control unit controls the stop valve 35 so as to stop the flow of the cooling water when the total output is larger than the required output. In this regard, the second control unit controls the stop valve 35 so that the cooling water flows when the total output is equal to or less than the required output.
- the second control unit when the total output does not decrease below the required output even if the cooling water in the state before circulation of the radiator 32 is supplied to the Stirling engine 20 after the circulation of the internal combustion engine 10, the second control unit, The stop valve 35 can be controlled to stop the flow of the cooling water.
- the second control unit can control the stop valve 35 based on the SE output instead of the total output.
- FIG. 7 is a diagram showing a control state of the cooling system 1C.
- FIG. 7 shows the control state of the cooling system 1C when the total output is larger than the required output.
- the temperature control valve 34 so as to communicate with the second partial cooling path L2
- the cooling water in the state before the radiator 32 is supplied after the internal combustion engine 10 is supplied to the Stirling engine 20. be able to.
- the cooling water can be retained in the Stirling engine 20 by controlling the stop valve 35 so as to stop the flow of the cooling water.
- a temperature adjustment unit is realized by the temperature adjustment valve 34, the stop valve 35, and the ECU 70C.
- the output control apparatus provided with the temperature control part implement
- the output control device of this embodiment when the total output is larger than the required output, the temperature adjustment unit supplies the cooling water in a state before the radiator 32 distribution to the Stirling engine 20 after being distributed to the Stirling engine 20 and stays. .
- the output control device of the present embodiment can control the SE output suitably in that the SE output can be further suppressed as compared with the case of the first embodiment, for example.
- the total output does not decrease below the required output.
- the temperature adjustment unit can cause the Stirling engine 20 to retain cooling water.
- the SE output can be suitably controlled in that the total output can be further decreased.
- the temperature adjustment unit is provided in a portion of the cooling system 1C on the downstream side of the Stirling engine 20, and the cooling water is retained in the Stirling engine 20 by stopping the flow of the cooling water.
- a stop valve 35 that allows the In other words, the output control device can specifically retain the cooling water in the Stirling engine 20 by adopting such a configuration.
- the temperature adjustment unit may include a heater for heating the cooling supplied to the Stirling engine.
- a heater is provided in a portion of the branch passage portion 43 upstream of the Stirling engine 20, thereby providing a Stirling engine.
- the cooling supplied to 20 can be warmed. Thereby, the temperature of the cooling water supplied to the Stirling engine 20 can be adjusted.
- the temperature adjusting unit can adjust the temperature of the cooling water supplied to the Stirling engine based on, for example, the total output of the E / G output and the SE output or the SE output.
- the temperature adjustment unit can be configured to include a heater control unit that controls the heater based on the total output of the E / G output and the SE output or the SE output.
- the heater control unit can operate the heater when the total output or the SE output is larger than the required output.
- Cooling system 1A, 1B, 1C Internal combustion engine 10 Stirling engine 20 Pump 31 Radiator 32 Thermostat 33 Temperature control valve 34 Stop valve 35 Main passage 41 Bypass passage 42 Branch passage part 43 High temperature passage 44 ECU 70A, 70B, 70C
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Abstract
Description
内燃機関 10
スターリングエンジン 20
ポンプ 31
ラジエータ 32
サーモスタット 33
温度調節弁 34
停止弁 35
主通路部 41
バイパス通路部 42
分岐通路部 43
高温通路部 44
ECU 70A、70B、70C
Claims (6)
- スターリングエンジンと、前記スターリングエンジン以外の動力源とに共通の冷却媒体を流通させる冷却系に設けられ、
前記スターリングエンジンに供給する冷却媒体の温度を調整する温度調整部を備えるスターリングエンジンの出力制御装置。 - 請求項1記載のスターリングエンジンの出力制御装置であって、
前記温度調整部が、前記動力源の出力と前記スターリングエンジンの出力との合計出力、或いは前記スターリングエンジンの出力に基づき、前記スターリングエンジンに供給する冷却媒体の温度を調整するスターリングエンジンの出力制御装置。 - 請求項1または2記載のスターリングエンジンの出力制御装置であって、
前記冷却系が、前記動力源を流通した冷却媒体を冷却するラジエータを備えるとともに、前記ラジエータを流通した冷却媒体を前記スターリングエンジンに供給する第1の部分冷却経路と、前記動力源流通後、前記ラジエータ流通前の状態にある冷却媒体を前記スターリングエンジンに供給する第2の部分冷却経路とを有しており、
前記温度調整部が、前記第1および第2の部分冷却経路のうち、少なくとも一方の部分冷却経路を切替可能に連通状態にすることで、前記スターリングエンジンに供給する冷却媒体の温度を調整可能にする温度調節弁を備えるスターリングエンジンの出力制御装置。 - 請求項1から3いずれか1項記載のスターリングエンジンの出力制御装置であって、
前記温度調整部が、前記動力源の出力と前記スターリングエンジンの出力との合計出力、或いは前記スターリングエンジンの出力が要求出力よりも大きい場合に、前記動力源流通後、前記ラジエータ流通前の状態にある冷却媒体を前記スターリングエンジンに供給するとともに滞留させるスターリングエンジンの出力制御装置。 - 請求項4記載のスターリングエンジンの出力制御装置であって、
前記温度調整部が、前記冷却系のうち、前記スターリングエンジンよりも下流側の部分に設けられ、冷却媒体の流通を停止することで、前記スターリングエンジンに冷却媒体を滞留させることを可能にする停止弁を備えるスターリングエンジンの出力制御装置。 - 請求項1または2記載のスターリングエンジンの出力制御装置であって、
前記温度調整部が前記スターリングエンジンに供給する冷却媒体を加温することで、前記スターリングエンジンに供給する冷却媒体の温度を調整可能にするヒータを備えるスターリングエンジンの出力制御装置。
Priority Applications (4)
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EP11863241.3A EP2696061B1 (en) | 2011-04-04 | 2011-04-04 | Output controller for stirling engine |
US14/009,427 US9010118B2 (en) | 2011-04-04 | 2011-04-04 | Output controller for stirling engine |
JP2013508649A JP5585723B2 (ja) | 2011-04-04 | 2011-04-04 | スターリングエンジンの出力制御装置 |
PCT/JP2011/058535 WO2012137287A1 (ja) | 2011-04-04 | 2011-04-04 | スターリングエンジンの出力制御装置 |
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PCT/JP2011/058535 WO2012137287A1 (ja) | 2011-04-04 | 2011-04-04 | スターリングエンジンの出力制御装置 |
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US (1) | US9010118B2 (ja) |
EP (1) | EP2696061B1 (ja) |
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Cited By (2)
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JP2013238149A (ja) * | 2012-05-14 | 2013-11-28 | Toyota Motor Corp | スターリングエンジン |
JP2015169145A (ja) * | 2014-03-07 | 2015-09-28 | 株式会社デンソー | 熱回収発電システム |
Families Citing this family (3)
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EP2743473B1 (en) * | 2012-12-11 | 2016-07-13 | V2 Plug-in Hybrid Vehicle Partnership Handelsbolag | Running a PHEV in EV mode under cold conditions |
CN105245100B (zh) * | 2015-10-28 | 2018-08-03 | 成都芯源***有限公司 | 升压电路及其控制方法 |
US10781771B1 (en) * | 2019-09-22 | 2020-09-22 | Ghasem Kahe | Automatic cooling system for combustion engine |
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- 2011-04-04 US US14/009,427 patent/US9010118B2/en not_active Expired - Fee Related
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JP2015169145A (ja) * | 2014-03-07 | 2015-09-28 | 株式会社デンソー | 熱回収発電システム |
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Publication number | Publication date |
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JP5585723B2 (ja) | 2014-09-10 |
EP2696061A1 (en) | 2014-02-12 |
EP2696061A4 (en) | 2014-10-01 |
EP2696061B1 (en) | 2017-03-22 |
US9010118B2 (en) | 2015-04-21 |
US20140020376A1 (en) | 2014-01-23 |
JPWO2012137287A1 (ja) | 2014-07-28 |
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