JP2000130969A - Heat pipe device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the heat pipe device of a vehicle to be excellent in responsiveness, accurately control a quantity of conveying heat, and be applicable to the various temperature increasing parts of a vehicle. SOLUTION: An engine exhaust heat is recovered by a vaporizing part, and a circulation amount of working fluid 17 of a heat pipe device to radiate heat at a condensing part 16 fronting on the ATF of an automatic transmission 2 is controlled by varying the opening of a duty solenoid valve 19 by a valve control device 20. The valve control device 20 retrieves a preset map by the number of revolutions of an engine and an engine load, and retrieves a duty ratio forming the opening of the duty solenoid valve 19. The characteristics of a map are that with the increase of the number of revolutions of an engine, an engine load, and an engine exhaust heat, the valve opening of the duty solenoid valve 19 is set in a closing direction and a circulation amount of working fluid is decreased, and by decreasing a heat transportation amount of a heat pipe device, a quantity of heat is controlled to a proper value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat pipe apparatus for a vehicle that recovers exhaust heat from an engine and uses the exhaust heat stably and efficiently for promoting warm-up.

[0002]

2. Description of the Related Art Conventionally, in an engine vehicle, it has been considered to recover and reuse exhaust heat of an engine. For example, Japanese Patent Application Laid-Open No. 3-227716 discloses that in a heating device for an automobile, in addition to a main heating device using a heater core, a heat receiving end (evaporating portion) is provided in an exhaust gas passage of an engine and a heating air passage is provided in a hot air passage. A device using a heat pipe device provided with a radiation end (condensing section) as an auxiliary heating device is disclosed.

In this prior art, the control of the heating capacity generated by the heat pipe device is performed by controlling the opening of a flow control valve for controlling the flow rate of the working fluid. When the temperature set by the occupant is lower than a predetermined temperature, the flow control valve is fully closed to prevent the flow of the working fluid and stop the heat radiation from the condenser. On the other hand, if the set temperature is equal to or higher than the predetermined temperature, the degree of opening of the flow control valve is linearly varied according to the difference between the set temperature and the predetermined temperature, and the larger the difference, the greater the heat radiation from the condenser. It is controlled to obtain a large heating capacity.

[0004]

Generally, the amount of heat transported by the heat pipe device is greatly influenced by the amount of heat of the heat source. In the range of less than the maximum amount of heat transport, if the amount of heat of the exhaust gas as the heat source is small, the amount of exhaust heat is reduced. Less recovery and less heat transport. Conversely, if the amount of heat of the exhaust gas is large, the amount of exhaust heat recovered increases, and the amount of heat transport increases. Here, since the exhaust gas temperature (the amount of heat of the exhaust gas) greatly varies depending on the operation state of the engine, for example, when the output of the engine is small and the amount of heat of the exhaust gas is small, the amount of heat transported by the heat pipe device also becomes small, and When the output is large and the amount of heat of the exhaust gas is large, the amount of heat transport by the heat pipe device is also large. Therefore, in the heat pipe device of the prior art, even if the opening degree of the flow control valve is the same, the heating capacity (the amount of heat transport) becomes small when the engine output is small, and the heating capacity (heat transfer amount) when the engine output is large. The amount of heat transport) also increases, making it difficult to accurately obtain the required heating capacity (heat transport amount).

In particular, in a vehicle, a heat pipe device for recovering exhaust heat is often used in an auxiliary manner as in the above-mentioned prior art, and a device assisted by the heat pipe device additionally uses heat generated by an engine. In the case where the heat is transferred by the heat pipe device, if the amount of heat transported by the heat pipe device cannot be accurately controlled, the heat generated by the engine may increase, thereby causing overheating or the like.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a heat pipe device for a vehicle that can accurately control the amount of heat to be transported with good responsiveness and can be applied to various heating portions of the vehicle. It is an object.

[0007]

According to a first aspect of the present invention, there is provided a heat pipe device for a vehicle.
An evaporator is provided in the exhaust system of the engine, and a condenser is provided in the target temperature-raising portion. The exhaust heat of the engine is recovered in the evaporator using the working fluid in the heat pipe body. In a heat pipe device for a vehicle that radiates heat in the condensing section, an engine operation information detecting means for detecting engine operation information and a flow rate of the working fluid are set and output based on the engine operation information from the engine operation information detecting means. And a flow rate adjusting means for adjusting the flow of the working fluid at the flow rate set by the flow rate controlling means.

In the heat pipe device for a vehicle according to the first aspect of the present invention, the working fluid from the condensing portion of the heat pipe body flows into the evaporating portion in a condensed state (a state of condensed liquid). Exhaust heat from the engine is recovered and evaporated, and the vapor flows into the condensing section. Then, the heat is radiated in the condensing section, and the heat is supplied to the target temperature increasing portion, and the condensed liquid flows again to the evaporating section. Here, the engine operating information detecting means detects the engine operating information, the flow controlling means sets and outputs the flow rate of the working fluid based on the engine operating information from the engine operating information detecting means, and the flow adjusting means is the flow controlling means. The flow of the working fluid is adjusted at the flow rate set in the step. As a result, the engine exhaust system, which is a heat source,
Furthermore, since the flow rate of the working fluid can be set according to the operation information of the engine that is the generated heat source, the heat quantity to be transported can be accurately controlled with good responsiveness. Become.

According to a second aspect of the present invention, in the heat pipe device for a vehicle according to the first aspect, the flow control means estimates the engine exhaust heat from the engine operation information. Since the flow rate of the working fluid is set and output based on the estimated engine exhaust heat, accurate control is possible.

Further, in the heat pipe device for a vehicle according to the present invention, the engine operation information detected by the engine operation information detecting means includes an engine speed and an engine speed. A load, and the flow rate control means can be specifically realized by estimating engine exhaust heat from the engine speed and the engine load.

According to a fourth aspect of the present invention, in the heat pipe device for a vehicle according to the first aspect, the flow control means sets the engine exhaust heat to an engine start state based on the engine operation information. Since the flow rate of the working fluid is set and output based on the estimated engine exhaust heat, appropriate control can be performed according to the engine exhaust heat at the time of starting.

According to a fifth aspect of the present invention, in the heat pipe device for a vehicle according to the fourth aspect, the engine operation information detected by the engine operation information detecting means includes an engine speed and an engine speed. Load and engine cooling water temperature, and the flow control means
This can be specifically realized by estimating the engine exhaust heat from the engine speed, the engine load, and the engine coolant temperature based on the engine starting state.

According to a sixth aspect of the present invention, there is provided a heat pipe device for a vehicle according to the first aspect, wherein the flow rate control means includes an engine exhaust heat from an engine start based on the engine operation information. Is estimated and the flow rate of the working fluid is set and output based on the estimated total amount of engine exhaust heat, so that accurate control can be performed from the start.

Further, according to a seventh aspect of the present invention, in the heat pipe device for a vehicle according to the sixth aspect, the engine operation information detected by the engine operation information detecting means includes an engine speed and an engine speed. The flow control means calculates the engine speed, the engine load, the engine cooling water temperature, and the total amount of fuel injection time from the start of the engine. This can be specifically realized by estimating the total amount of engine exhaust heat from the start of the engine.

The heat pipe device for a vehicle according to the invention described in claim 8 is a vehicle heat pipe device according to claims 1, 2, 3, 4, 5, 6, 7, and 8.
In the heat pipe device for a vehicle according to any one of the above, the target heating portion in which the condensing section is provided is a transmission or an engine cooling water temperature as at least one of a vehicle transmission and an engine cooling water circuit. The present invention is applied to a heat pipe device of a vehicle that promotes warm-up by raising the temperature of the vehicle, and stably and accurately promotes warm-up in consideration of an engine output.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. 1 to 4 relate to a first embodiment of the present invention, FIG. 1 is an overall schematic diagram of a heat pipe device of a vehicle, FIG. 2 is an internal diagram of a heat absorbing portion of an engine exhaust system, and FIG. FIG. 4 is a flowchart of a valve control program executed by the device, and FIG. 4 is an explanatory diagram showing an example of a map of a duty ratio determined by the engine speed and the engine load.

In FIG. 1, reference numeral 1 denotes a vehicle engine (horizontally opposed four-cylinder engine in the figure), and an automatic transmission 2 is connected behind the engine 1.

Left bank side cylinder head 1 of engine 1
L and the upper surface of the right bank side cylinder head 1R, the intake manifold 3 is provided to the intake port of each cylinder head 1L, 1R.
Is communicated. A throttle passage 5 having a throttle valve (not shown) is communicated upstream of the intake manifold 3 via an air chamber 4. An air cleaner 7 is attached to the upstream side of the throttle passage 5 via an intake pipe 6, and the air cleaner 7 communicates with an air intake chamber (not shown) which is an intake air intake.

On the lower surfaces of the left bank side cylinder head 1L and the right bank side cylinder head 1R of the engine 1,
An exhaust pipe 9 is connected to an exhaust port of each of the cylinder heads 1L and 1R through an engine exhaust system, that is, an exhaust manifold 8. A catalytic converter 10 is interposed immediately downstream of the exhaust manifold 9 at the exhaust manifold 9, and a muffler 11 is connected to a downstream end of the exhaust pipe 9.

As shown in FIG. 2, a heat-absorbing portion 12 is provided between the muffler 11 and the catalytic converter 10 in the exhaust pipe 9 of the engine exhaust system, as shown in FIG. Thirteen evaporators 14 are disposed substantially along the inside of the exhaust pipe 9. On the other hand, in a predetermined portion (for example, an oil pan at the lower part of the transmission case) of a circulation line (not shown) of the ATF (automatic transmission oil) of the automatic transmission 2, the heat pipe is used as a target heating portion 15. Condensing part 16 of main body 13
(See FIG. 1B).

The heat pipe body 13 is formed by enclosing water, ammonia, freon or the like as a working fluid 17 together with a predetermined wick (not shown) in a container made of, for example, stainless steel. Exhaust heat exhausted from the exhaust system 1 to the exhaust system is collected by the evaporator 14, and the collected heat is radiated from the condenser 16 to the ATF.

Generally, the automatic transmission 2 has a large heat capacity and warms up mainly by the heat generated by its own friction. The amount of heat generated depends on the output of the engine 1. For this reason, when the vehicle is accelerating or climbing a hill, the output generated by the engine 1 is large and the amount of self-generated heat of the automatic transmission 2 is also increased, thereby promoting warm-up.
However, when the output of the engine 1 is small,
The self-heating value is small and sufficient warm-up takes time. Therefore, the automatic transmission 2 is set as the target heating portion 15 and heat is radiated from the condensing portion 16 to the ATF to increase the oil temperature quickly, thereby lowering the viscous resistance of the ATF, thereby improving the fuel efficiency during warm-up.

As shown in FIGS. 2A and 2B, the evaporating section 14 of the heat pipe main body 13 is disposed in the exhaust pipe 9 substantially along the exhaust pipe 9 in the vehicle longitudinal direction. The rear end is formed as an inlet 14 a of the working fluid 17, and the front end is formed as an outlet 14 b of the working fluid 17. Entrance 14
A plurality (eight in the figure) of heat exchange fins 14c are provided around the outer periphery of the pipe between a and the outlet 14b.

On the other hand, the heat pipe body 13 is
A duty solenoid valve 19 is interposed in the line of the condensed liquid 17b from the nozzle 6 to the evaporator 14 via a reserve tank 18 on the upstream side. The duty solenoid valve 19 serves as a flow rate adjusting means for adjusting the flow of the working fluid 17 (condensate 17b). The duty of the valve opening is duty-controlled by a duty signal output from the valve control device 20.

The valve control device 20 comprises a microcomputer and its peripheral circuits, and is a crank angle sensor 2 for detecting a crank pulse representing the crank angle of the engine 1.
1, and an intake air amount sensor 22 that detects a mass flow rate (intake air amount Qa) of air passing immediately downstream of the air cleaner 7 of the intake pipe 6 is connected. The valve control device 20 includes:
From the input interval time of the crank pulse, the engine speed Ne
Is calculated (detected), and the engine load Tp (= Qa / Ne) is calculated from the intake air amount Qa and the engine speed Ne.
Has the function of calculating That is, the valve control device 2
The engine speed Ne which is the engine operation information of 0
And a functional part for determining the engine load Tp, the crank angle sensor 21 and the intake air amount sensor 22 serve as engine operation information detecting means.

Further, the valve control device 20 executes a valve control program, which will be described later, and executes a map (N) set in advance from the engine speed Ne and the engine load Tp.
e-Tp map), and outputs a duty signal to the duty solenoid valve 19.
It has a function as flow control means for setting and outputting the flow rate of the working fluid based on the engine operation information. Here, the characteristics of the Ne-Tp map are set, for example, as shown in FIG. 4, and the engine exhaust heat corresponding to the engine speed Ne and the engine load Tp is obtained in advance through experiments, calculations, etc. The duty ratio output to the duty solenoid valve 19 is determined in consideration of the self-heating amount corresponding to the engine generated output of No. 2 and the heat amount that the heat pipe device can transport at each opening of the duty solenoid valve 19. I have.

For example, even if the engine load Tp is constant, the self-heating amount of the automatic transmission 2 increases as the engine speed Ne increases. In this case, the engine exhaust heat also increases, and the heat transfer amount of the heat pipe device also increases. For this reason, the amount of heat transport is reduced by reducing the circulation amount of the working fluid 17 in the heat pipe device, and control is performed so that an appropriate amount of heat is added to the automatic transmission 2. Here, in the heat pipe device, when the circulation amount of the working fluid 17 is constant, the heat transport amount increases as the engine exhaust heat increases, and
When the engine exhaust heat is fixed, the heat transfer amount increases as the circulation amount of the working fluid 17 increases. Therefore, as the engine speed Ne increases, the valve opening of the duty solenoid valve 19 is set in the closing direction (duty ratio Dy is set smaller), so that the heat transfer amount of the heat pipe device is reduced and an appropriate heat amount is added. Control.

Similarly, even if the engine speed Ne is constant, when the engine load Tp increases, the self-heating amount of the automatic transmission 2 also increases. In this case, the engine exhaust heat also increases, and the heat transfer amount of the heat pipe device also increases. Therefore, as the engine load Tp increases, the valve opening of the duty solenoid valve 19 is set in the closing direction (duty ratio Dy is set small) to reduce the circulation amount of the working fluid 17 and reduce the heat transfer amount of the heat pipe device. So that an appropriate amount of heat is applied.

Next, the operation of the configuration of the first embodiment will be described. The working fluid 17 from the condensing section 16 of the heat pipe body 13 flows into the evaporating section 14 from the inlet 14a at the rear end of the evaporating section 14 of the heat pipe body 13 provided in the exhaust pipe 9 in the state of the condensate 17b. It flows forward in the evaporating section 14. The condensed liquid 17b absorbs heat from the high-temperature exhaust gas by heat exchange while flowing through the evaporating section 14 through the wick and the like to the entire area inside the pipe, and gradually changes to a state of steam 17a. In this manner, the working fluid 17 that has been subjected to heat exchange in a wide range of the entire area inside the evaporating section 14 and has become the steam 17a flows out from the outlet 14b at the front end of the evaporating section 14 and out of the exhaust pipe 9 to be in the automatic transmission 2
Flows toward the condensing section 16 facing the oil pan below the transmission case. In the condenser 16, the working fluid 17 radiates heat to the ATF by heat exchange, speeds up the oil temperature of the ATF, and lowers the viscous resistance of the ATF, thereby improving fuel efficiency during warm-up. The radiated working fluid 17 is
The state changes from the state of the vapor 17a to the state of the condensed liquid 17b. The condensed liquid 17b flows toward the evaporating section 14 through the reserve tank 18 and the duty solenoid valve 19, and transports heat from the evaporating section 14.

The duty solenoid valve 19
Is controlled by the valve control device 20 in duty. A valve control program executed by the valve control device 20 will be described with reference to a flowchart shown in FIG.

This valve control program is repeatedly executed after the ignition is turned on.
At 01, the engine speed Ne detected from the input interval time of the crank pulse from the crank angle sensor 21 is read, and the intake air amount Qa from the intake air amount sensor 22 is read.
Read.

Next, the routine proceeds to S102, in which the intake air amount Qa
From the engine speed Ne and the engine load Tp (= Qa
/ Ne).

Thereafter, the program proceeds to S103, in which a Ne-Tp map is searched for the engine speed Ne and the engine load Tp, and a duty ratio Dy, which is an opening of the duty solenoid valve 19, is searched. Here, as described above, Ne-
The characteristics of the Tp map are as follows. As the engine speed Ne increases and the engine load Tp increases, the valve opening of the duty solenoid valve 19 is set to the closing direction (the duty ratio Dy is set smaller) to circulate the working fluid 17. The amount is reduced, and the heat transfer amount of the heat pipe device is controlled so that an appropriate amount of heat is added.

Then, the process proceeds to S104, in which the duty solenoid valve 19 is controlled so that the opening of the duty ratio Dy set in S103 is obtained (duty signal output).
I do.

As described above, according to the first embodiment,
Since the engine exhaust heat, which is a heat source of the heat pipe device, is accurately obtained and controlled from the operating state of the engine, the responsiveness is good and the amount of heat to be transported can be accurately controlled.

In the first embodiment, the evaporator 14 of the heat pipe main body 13 is disposed in the front-rear direction of the vehicle, and the condensate 17b flows through the evaporator 14 from the rear end to the front end to generate heat from the engine exhaust. It flows like a heat exchange.
For this reason, as shown in FIG. 2C, the evaporating unit 14 accumulates the internal condensate due to the acceleration of the vehicle or the inclination of the vehicle body due to the uphill, as the engine output increases during uphill running or accelerating running. The liquid 17b is stagnated behind the evaporator 14 (inlet side). Therefore, the condensed liquid 17b does not spread over the entire area of the evaporator 14, the heat exchange with the engine exhaust heat is reduced, the amount of heat transport is reduced, and the amount of heat radiated at the target temperature increasing portion 15 is reduced to be kept optimal. Direction, excessive heat dissipation is prevented, and a more reliable heat pipe device is obtained.

Next, FIGS. 5 to 8 show a second embodiment of the present invention. FIG. 5 is an overall schematic explanatory view of a heat pipe device of a vehicle, and FIG. 6 is a valve control program executed by a valve control device. FIG. 7 is a flowchart of a start correction coefficient setting routine, and FIG. 8 is an explanatory diagram showing an example of a start correction coefficient determined according to the engine cooling water temperature.
In the second embodiment, the method of controlling the duty solenoid valve 19 for adjusting the flow of the working fluid 17 is different from that of the first embodiment, and is the same as that of the first embodiment. The description is omitted with reference numerals.

In the second embodiment, as shown in FIG. 5, the opening degree of the duty solenoid valve 19 is controlled by a valve control device 30. This valve control device 30 is constituted by a microcomputer and its peripheral circuits. In addition to the crank angle sensor 21 and the intake air amount sensor 22, a cooling water temperature sensor 31, which is exposed to a cooling water passage (not shown) connecting the left and right banks of the engine 1, and detects the cooling water temperature Tw is connected. . Further, a fuel injection time Ti is input from an engine control device 32 that performs various controls (fuel injection control, ignition timing control, etc.) of the engine 1. The valve control device 30 has a function of calculating (integrating) the total amount Tex of the fuel injection time Ti from the start of the engine, in addition to the function of obtaining the engine speed Ne and the engine load Tp. That is, in the second embodiment, a function for obtaining the total amount Tex of the engine speed Ne, the engine load Tp, and the fuel injection time Ti from the start of the engine, which are the engine operation information of the valve control device 30, and the crank angle Sensor 21, intake air amount sensor 2
2. The function of calculating the fuel injection time Ti of the cooling water temperature sensor 31 and the engine control device 32 and outputting the calculated fuel injection time Ti to the valve control device 30 is as engine operation information detection means.

Further, the valve control device 30 executes a valve control program to be described later to determine the engine speed N.
A preset map (Ne-Tp map; characteristics are the same as in the first embodiment) is searched from e and the engine load Tp, and a start correction coefficient KHP is added to the obtained duty ratio Dy to correct the duty ratio Dy. And duty solenoid valve 1
A duty signal is output to the control unit 9 and a function as flow control means for setting and outputting the flow rate of the working fluid based on the engine operation information is provided. Here, the start correction coefficient KHP is a correction coefficient that takes into consideration the total amount of engine exhaust heat from the time of engine start, and the engine cooling water temperature THP
The correction coefficient KHP at the start of the engine 1 obtained from w is
It is determined by further correction.

That is, when the engine 1 is started in a low temperature state, the air-fuel ratio becomes richer than usual, so that the amount of exhaust heat is smaller than that after warm-up even with the same load. Therefore,
In order to compensate for the small amount of heat, as shown in FIG. 8, as the engine cooling water temperature Tw becomes lower, a larger correction coefficient is used.

However, the start correction coefficient KHP may vary greatly depending on how the vehicle runs after the engine is started. For example, 100km / h for 5 minutes and 10km / h
It is very different from running for 5 minutes. Therefore, the correction is made based on the total amount of engine exhaust heat from the start of the engine. Here, since the engine exhaust heat amount is substantially proportional to the consumed gasoline amount, when the total amount Tex of the fuel injection time Ti from the start of the engine becomes larger than a preset maximum value TMAX, the start correction coefficient KHP is controlled. Is set to 1.0 so that it is possible to respond quickly even when the vehicle runs under a high load.

Next, a valve control program executed by the valve control device 30 will be described with reference to flowcharts shown in FIGS.

This valve control program is repeatedly executed after the ignition is turned on.
At 01, the engine speed Ne detected from the input interval time of the crank pulse from the crank angle sensor 21 is read, and the intake air amount Qa from the intake air amount sensor 22 is read.
Read.

Then, the program proceeds to S202, in which a starting correction coefficient KHP is set in a starting correction coefficient KHP setting routine described later.
Then, the process proceeds to S203, where an engine load Tp (= Qa / Ne) is calculated from the intake air amount Qa and the engine speed Ne.

Thereafter, the program proceeds to S204, in which a Ne-Tp map is searched for based on the engine speed Ne and the engine load Tp, and a duty ratio Dy which is an opening of the duty solenoid valve 19 is searched. Here, as described above, Ne-
The characteristics of the Tp map are as follows. As the engine speed Ne increases and the engine load Tp increases, the valve opening of the duty solenoid valve 19 is set to the closing direction (the duty ratio Dy is set smaller) to circulate the working fluid 17. The amount of heat is reduced, and the heat transfer amount of the heat pipe device is reduced to add an appropriate amount of heat.

Next, the process proceeds to S205, where the final duty ratio Dy is corrected (Dy = KHP.Dy). As a result, the duty ratio Dy obtained in S204 is corrected to a value that takes into consideration the total amount of engine exhaust heat from the time of starting the engine.

Then, proceeding to S206, control of the duty solenoid valve 19 (output of a duty signal) so that the opening of the duty ratio Dy set in S205 is obtained.
I do.

As shown in FIG. 7, the starting correction coefficient KHP setting routine executed in S202 first reads the engine cooling water temperature Tw from the cooling water temperature sensor 31 in S301.
The fuel injection time Ti of the engine control device 32 is read.

Then, the program proceeds to S302, in which a starting correction coefficient KHP is retrieved from a preset map based on the engine coolant temperature Tw.

Next, the routine proceeds to S303, in which the fuel injection time Ti corresponding to the total amount of engine exhaust heat from the start of the engine is determined.
The total amount Tex of the fuel injection time Ti integrated from the start of the engine is calculated, and the process proceeds to S304.

In S304, the total amount T of the fuel injection time Ti
ex is compared with a preset maximum value TMAX. If the total amount Tex is greater than the maximum value TMAX, the vehicle is running with a high load after the start and it is not necessary to supplement with the start correction coefficient KHP. Then, the starting correction coefficient KHP is set to 1.0.

On the other hand, in S304, the total amount Tex is increased to the maximum value TMA.
In the case of X or less, the vehicle does not operate under a particularly high load, and the engine exhaust heat is considered to be small. Therefore, the routine exits without changing the start correction coefficient KHP.

As described above, according to the second embodiment,
Correction is made in consideration of the total amount of engine exhaust heat from the start of the engine, and accurate control of the required amount of heat is possible in consideration of the engine operating state at the time of start.

Further, in each of the above embodiments, an example has been described in which the engine exhaust heat is reused for promoting warm-up. However, in addition, the condensing portion of the heat pipe device using the engine exhaust heat may be used for heating the vehicle interior. It goes without saying that the present invention can be applied to a heating device or the like provided in an air duct.

Further, in each of the above embodiments, the intake air amount Qa is used as the engine load Tp and the engine speed Ne.
(A value close to the basic fuel injection time) is used. Alternatively, a value representative of the engine load such as the throttle opening, the boost, and the actual basic fuel injection time may be used.

Further, in the above-described embodiment, an example has been described in which a valve control device is provided separately from the engine control device and a valve control program is executed. However, the valve control program may be executed as a subroutine in the engine control device to control the duty solenoid valve.

[0057]

As described above, according to the first aspect of the present invention, the flow rate of the working fluid can be set directly by the operation information of the engine exhaust system as the heat source and the engine as the generated heat source. It is possible to accurately control the amount of heat to be transported with good performance, and to apply the method to various heating portions of a vehicle.

According to the second aspect of the present invention, accurate control can be easily realized by the flow rate control means estimating the engine exhaust heat from the engine speed and the engine load.

Further, according to the present invention, the flow rate control means estimates the engine exhaust heat from the engine speed, the engine load and the engine cooling water temperature based on the engine starting state, thereby providing an accurate starting time from the start. Control can be easily realized.

According to the sixth aspect of the present invention, the flow control means estimates the total amount of engine exhaust heat from the start from the engine speed, the engine load, the engine cooling water temperature, and the total amount of fuel injection time from the start. By doing so, accurate control from the start can be easily realized.

Further, according to an eighth aspect of the present invention, the target heating portion is at least one of a vehicle transmission and an engine cooling water circuit, and the transmission,
Alternatively, if the present invention is applied to a heat pipe device of a vehicle that promotes warm-up by increasing the temperature of engine cooling water, it is possible to stably and accurately promote warm-up in consideration of an engine output.

[Brief description of the drawings]

FIG. 1 is an overall schematic explanatory diagram of a heat pipe device for a vehicle according to a first embodiment of the present invention.

FIG. 2 is an internal explanatory diagram of a heat absorbing portion of the engine exhaust system according to the first embodiment;

FIG. 3 is a flowchart of a valve control program executed by the valve control device.

FIG. 4 is an explanatory diagram showing an example of a map of a duty ratio defined by an engine speed and an engine load;

FIG. 5 is an overall schematic explanatory view of a heat pipe device for a vehicle according to a second embodiment of the present invention.

FIG. 6 is a flowchart of a valve control program executed by the valve control device.

FIG. 7 is a flowchart of a start correction coefficient setting routine according to the first embodiment;

FIG. 8 is an explanatory diagram showing an example of a start correction coefficient determined according to an engine cooling water temperature;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 9 Exhaust pipe (engine exhaust system) 12 Heat absorption part 13 Heat pipe main body 14 Evaporation part 15 Target heating part 16 Condensing part 17 Working fluid 17a Steam 17b Condensed liquid 19 Duty solenoid valve (flow control means) 20 Valve Control device (engine operation information detection means,
Flow rate control means) 21 crank angle sensor (engine operation information detection means) 22 intake air amount sensor (engine operation information detection means)

Claims (8)

[Claims] An evaporator is provided in an exhaust system of an engine, a condensing unit is provided in a target temperature increasing portion, and the exhaust heat of the engine is utilized by using a working fluid in a heat pipe body. In a heat pipe device for a vehicle that recovers heat in an evaporator and radiates heat in the condenser, an engine operation information detector that detects engine operation information; and a flow rate of the working fluid based on engine operation information from the engine operation information detector. A heat pipe apparatus for a vehicle, comprising: a flow control means for setting and outputting; and a flow control means for controlling a flow of the working fluid at the flow rate set by the flow control means. 2. The method according to claim 1, wherein the flow control unit estimates engine exhaust heat from the engine operation information, and sets and outputs a flow rate of the working fluid based on the estimated engine exhaust heat. A heat pipe device for a vehicle as described in the above. 3. The engine operation information detected by the engine operation information detection means is an engine speed and an engine load, and the flow control means estimates an engine exhaust heat from the engine speed and the engine load. The vehicle heat pipe device according to claim 2, wherein 4. The flow control means estimates engine exhaust heat from the engine operation information based on an engine start state, and sets and outputs a flow rate of the working fluid based on the estimated engine exhaust heat. Claim 1
A heat pipe device for a vehicle as described in the above. 5. The engine operation information detected by the engine operation information detection means includes an engine speed, an engine load, and an engine cooling water temperature, and the flow control means controls the engine speed, the engine load, and the engine cooling. 5. The heat pipe device for a vehicle according to claim 4, wherein the engine exhaust heat is estimated based on the water temperature and the engine start state. 6. The flow control means estimates a total amount of engine exhaust heat from the time of engine start based on the engine operation information, and sets and outputs a flow rate of the working fluid based on the estimated total amount of engine exhaust heat. The vehicle heat pipe device according to claim 1, wherein 7. The engine operation information detected by the engine operation information detection means is a total amount of an engine speed, an engine load, an engine cooling water temperature, and a fuel injection time from the start of the engine. 7. The engine according to claim 6, wherein the total amount of engine exhaust heat from the start of the engine is estimated from the engine speed, the engine load, the engine coolant temperature, and the total amount of fuel injection time from the start of the engine. Heat pipe device for vehicles. 8. The target heating section in which the condensing section is disposed is at least one of a vehicle transmission and an engine cooling water circuit.
The heat pipe device for a vehicle according to any one of 3, 4, 5, 6, and 7.