JP2003148148A - Air cooler of internal combustion engine with supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air cooler reducing pressure difference between an inlet and an outlet of air. SOLUTION: The ratio of an inlet area to an outlet area of air is set, in a way to reduce pressure loss.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of an air cooler to which pressurized air is supplied from a supercharger.

[0002]

2. Description of the Related Art FIG. 7 is a vertical plan view of an air cooler 200 for a conventional internal combustion engine with a supercharger. Air cooler 200
A plurality of cooling pipes 90 penetrate a large number of fins 91 to form a cooling space between the cooling pipes 90 and the fins 91.
A chamber 98 and a chamber 99 partitioned by a partition 89 are formed on the left end side of the cooling pipe 90, and the cooling water supply pipe 9 is provided in the chamber 98.
2 is connected, and a drain pipe 94 is connected to the chamber 99. The cooling water supplied from the cooling water supply pipe 92 is supplied to the chamber 9
8 to reach a chamber 93 (a chamber formed on the right end side of the cooling pipe 90) through the cooling pipe 90, and further from the chamber 93 to the chamber 9
The cooling water heated through the cooling pipe 90 communicating with
It is adapted to be drained from the drain pipe 94 via 9.

The high-temperature pressurized air that has entered the air cooler 200 from the inlet 95 is cooled while passing through the minute space formed by the fins 91 and the cooling pipes 90, and passes through the chamber 97 and the outlet 96 to the engine. Head to. By the way, the air is cooled before it enters through the inlet 95 and exits through the outlet 96, but the fins 91, the cooling pipes 90, and the like become a resistance, causing a pressure loss. Further, the volume of the cooled air is reduced, and a pressure difference is generated between the inlet 95 and the outlet 96, which makes it difficult to secure the supply amount of air accompanying the high output of the engine.

[0004]

Therefore, it is an object of the present invention to provide an air cooler capable of reducing the pressure difference between the air inlet and the air outlet.

[0005]

In order to solve the above problems, in the invention of claim 1, the ratio of the inlet area to the outlet area of air is set so as to reduce the pressure loss. In addition, claim 2
In the invention of claim 1, the invention of claim 1 is applied to the air cooler in which the traveling direction of air is internally changed. It is also possible to set the ratio of the inlet area to the outlet area so as to reduce the pressure change due to the volume change of the air when the air is cooled.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (Embodiment of the Invention of Claim 1) FIG.
FIG. 2 is a vertical plan view of the air cooler 100 according to the invention of claim 1. 2 is a sectional view taken along line II-II of FIG. Further, FIG. 5 is a flow diagram of air in an internal combustion engine including the air cooler 100.

As shown in FIG. 5, the intake air is pressurized by the compressor 50 (supercharger), the pressurized air is supplied to the air cooler 100, and the air cooled by the air cooler 100 is the engine 60. Is supplied to the engine 60 to contribute to combustion, and exhaust air (exhaust gas) is discharged from the engine 60. The turbine 70 is driven by this exhaust gas, and the air taken in by the compressor 50 is compressed.

As shown in FIG. 1, in the air cooler 100, a large number of fins 28 are arranged parallel to the air flow direction, and a plurality of cooling pipes 27 penetrate the fins 28. Both ends of the cooling pipe 27 are provided with air passage walls 29 through the side plates 18 and 19.
It is fixed to.

A housing 23 is fixed to the left side of the air passage wall 29 in FIG. 1, and a housing 24 is fixed to the right side thereof.
Is stuck. A chamber 30 is formed between the side plate 18 and the housing 23, and a chamber 31 is formed between the side plate 19 and the housing 24.

Further, the housing 23 has a cooling water supply pipe 2
5 is connected, and a drain pipe 26 is connected to the housing 24. Cooling water at a low temperature (for example, about 30 ° C.) is supplied from the cooling water supply pipe 25 to the chamber 30, the cooling water reaches the chamber 31 through the cooling pipe 27, and the heated cooling water is stored in the chamber 3.
1 through the drain pipe 26 and is discharged to the outside.

The air inlet 21 of the air cooler 100 has a high temperature (for example, 200.degree. C.) from the supercharger (compressor 50).
(250 ° C) pressurized air is supplied, and the pressurized air is supplied to the cooling pipe 2
It flows into the minute space between the fin 7 and the fin 28, is cooled to about 50 ° C., and flows out from the air outlet 22 to the engine 60 (FIG. 5).

By the way, the flow passage width x ₁ (inlet area) of the air inlet 21 and the flow passage width y of the air outlet 22 shown in FIG.
₁ (outlet area) is set so that the flow passage width x ₁ of the air inlet 21 becomes larger, and the flow passage widths of the air inlet 21 and the air outlet 22 become gradually narrower. It is connected smoothly.

The volume of the hot pressurized air becomes smaller as it is cooled, and in addition, the fins 28, the cooling pipes 27, etc. act as resistance, and are decompressed as they approach the air outlet 22. In consideration of this pressure reduction, the flow passage widths x ₁ and y ₁ are set so that the pressure difference between the air pressure of the hot pressurized air at the air inlet 21 and the air pressure of the low temperature air at the air outlet 22 is minimized. It is arbitrarily set according to the operation mode and the operation environment of (FIG. 5).

Further, since the temperature of the pressurized air rises as the compression ratio of the supercharger (compressor 50) increases, the flow passage width x ₁ (inlet area) with respect to the flow passage width y ₁ (outlet area). To increase. It is preferable to set a larger difference for a small engine that requires higher output.

(Embodiment of the Invention of Claim 2) FIG. 3 is a vertical plan view of an air cooler 110 according to the invention of Claim 2. In the air cooler 110, a plurality of cooling pipes 14 penetrate a large number of fins 15, and both ends of the cooling pipes 14 are fixed to the air passage wall 16 via copper plate members 17 and 32.

Housings 5 and 6 are provided outside the plate members 32 and 17, and are fixed to the air passage wall 16, respectively. A chamber 11 is formed between the plate member 32 and the housing 5. The housing 6 is provided with a partition 3, the partition 3 is in contact with the plate member 17, and a chamber 9 and a chamber 10 are formed between the plate member 17 and the housing 6.

A housing 4 is fixed to the right end of the air passage wall 16. A chamber 12 surrounded by the housing 4 is formed on the right side of a large number of minute spaces formed by the cooling pipes 14 and the fins 15.

The air flow path surrounded by the air passage wall 16 is partitioned by a partition 13. The compressor 50 (supercharger) shown in FIG. An air inlet 1 to which compressed air is supplied is formed.
Further, as shown in FIG. 3, the engine 60 is provided at the left end below the partition 13.
Is formed with an air outlet 2.

The high-temperature pressurized air that has flowed in from the air inlet 1 passes through the fine space formed by the cooling pipes 14 and the fins 15 above the partition 13 into the chamber 12, and then the partition 12 from the chamber 12. After passing through a fine space formed by the cooling pipe 14 and the fins 15 on the lower side, the air is discharged from the air discharge port 2 to the engine 60.
The cooled air flows to (Fig. 5).

A cooling water supply pipe 7 communicating with the chamber 9 is connected to the housing 6, and a drain pipe 8 communicating with the chamber 10 is also connected to the housing 6. Cooling water at a low temperature (for example, 30 ° C.) is supplied from the cooling water supply pipe 7 into the chamber 9, and the cooling water is supplied to the chamber 9.
Through the cooling pipe 14 communicating with the chamber 11 into the chamber 11, and further from the chamber 11 through the cooling pipe 14 communicating with the chamber 10.
When the temperature reaches 0, the temperature of the cooling water is increased from the drain pipe 8.

The flow passage widths x ₂ and y ₂ described below are different from the flow passage widths x ₁ and y ₁ shown in FIG. 2 in different directions (x ₁ and y ₁ can be shown in FIG. 1). (X ₁ , y ₁ are shown in FIG. 2, which is a cross-sectional view of FIG. 1.), but the same term “flow channel width” is used here. The flow path widths x ₃ and y ₃ described later are also the same.

As shown in FIG. 3, the flow path width x ₂ and channel width y ₂ of the air outlet 2 in the air inlet 1 is not coincident, who channel width x ₂ of the air inlet 1 Is set to be large. The air inlet 1 is converted into an area ratio so that the pressure difference between the high temperature pressurized air flowing into the air cooler 110 from the air inlet 1 and the low temperature air discharged from the air outlet 2 becomes small. Area is set to 1.3 times the area of the air outlet 2.

Since the appropriate value of this area ratio differs depending on the operating method and operating environment of the internal combustion engine, not only in the case of internal combustion engines of different types, but also in the case of internal combustion engines of the same type, the appropriate area ratio is obtained. Is different. It is preferable to set an appropriate area ratio by investigating various conditions in advance.

FIG. 4 is a vertical plan view of another air cooler 120 according to the second aspect of the present invention. The basic structure is the same as that of the air cooler 110 in FIG. 3, but the air cooler 110 changes the traveling direction of air once (in the chamber 12) once, but in the air cooler 120 (in the chamber 12). Change twice (at 48, 49). The other configurations of the air cooler 120 are basically the same as the configurations of the air cooler 110.

Cooling water is supplied from the cooling water supply pipe 40 into the chamber 52, and the low-temperature cooling water in the chamber 52 passes through the cooling pipe 43 communicating with the chamber 52 and flows into the chamber 53. Room 5
The cooling water in 3 flows into the chamber 54 through the cooling pipe 43 communicating with the chamber 54, and the heated cooling water is drained from the drain pipe 51 to the outside.

In FIG. 4, an air inlet 4 having a passage width x ₃
The hot pressurized air that has flowed in from No. 1 flows into the chamber 48 while being cooled through the fine space between the cooling pipe 43 and the fins 44. Since the pressurized air is sent into the chamber 48 later, the somewhat cooled air in the chamber 48 passes through the fine space between the fins 44 and the cooling pipes 43 within the range of the flow passage width z. Reach chamber 49. The air in the chamber 49 is cooled more than the air in the chamber 48.

Further, the air in the chamber 49 flows to the engine 60 (FIG. 5) through the air discharge port 42 through the fine space between the fins 44 and the cooling pipe 43 within the range of the flow passage width y ₃ . .
The air in the air outlet 42 is cooled further than the air in the chamber 49.

Here, the air pressure of the pressurized air at the air inlet 41, the air pressure in the chamber 48 and the chamber 49, and the air discharge port 4
The flow channel widths x ₃ , z and y ₃ (that is, the flow channel area ratio) are set so that the air pressures at 2 substantially match (ideally completely match).

In the air cooler 120, the air cooler 100
Since the air resistance becomes larger than that of the air cooler 110 (FIG. 1) and the air cooler 110 (FIG. 3), it is preferable to set the area ratio of each flow path in consideration of the air resistance.

The above air coolers 100, 110 and 12
0 can be installed and used in an internal combustion engine equipped with the supercharger (compressor 50) shown in FIG. 5, but also in the EGR type internal combustion engine shown in FIG. 6 for recycling a part of exhaust gas. It can also be installed and used. In FIG. 6, FIG.
In addition to the air cooler for cooling the exhaust air,
The air coolers 100, 110 and 120 shown in FIGS. 1, 3 and 4 can also be applied to this air cooler.

[0031]

According to the invention of claim 1, the ratio of the inlet area to the outlet area of the air is set so as to reduce the pressure loss, so that the air compression efficiency of the supercharger (compressor 50) can be improved. It is possible to cope with the high output of the engine 60.

Since the cooling effect can be improved,
With the increase in output of the engine 60, the turbocharger (compressor 5
Even if the compression ratio due to 0) is improved and the temperature of the pressurized air rises, the outlet temperature can be set to about 50 ° C.

In the second aspect, the area ratio of the air inlets 1 and 41 and the air outlets 2 and 42 is set so as to absorb the pressure loss generated when the traveling direction of the air changes in the air cooler. Therefore, the compression efficiency of the supercharger (compressor 50) can be favorably maintained even in the air coolers 110 and 120 in which the traveling direction of air changes.

The invention is not limited to the newly installed internal combustion engine, but the existing internal combustion engine may be modified to modify the invention.
The air coolers 100, 110, 120 according to the present invention can be configured, the compression efficiency of the supercharger (compressor 50) can be improved, and high output of the engine 60 can be dealt with.

[Brief description of drawings]

FIG. 1 is a vertical plan view of an air cooler according to the invention of claim 1.

FIG. 2 is a sectional view taken along line II-II of FIG.

FIG. 3 is a vertical plan view of the air cooler according to the second aspect of the present invention.

FIG. 4 is a vertical plan view of another air cooler according to the invention of claim 2;

FIG. 5 is a flow path diagram of air in the internal combustion engine.

FIG. 6 is a diagram showing a distribution path of air in an internal combustion engine using EGR.

FIG. 7 is a vertical plan view of an air cooler of a conventional internal combustion engine with a supercharger.

[Explanation of symbols] 1 Air inlet 2 Air outlet 3 partitions 4-6 housing 7 Cooling water supply pipe 8 drainage pipes 9-12 rooms 13 partitions 14 Cooling pipe 15 fins 16 air passage walls 21 Air inlet 22 Air outlet 23, 24 housing 25 Cooling water supply pipe 26 drainage pipe 27 Cooling pipe 28 fins 29 Air passage wall 30,31 rooms 40 Cooling water supply pipe 41 Air inlet 42 Air outlet 43 Cooling pipe 44 fins 45 air passage wall 46,47 housing 48,49 rooms 50 Compressor (supercharger) 51 drain pipe 52-54 rooms 55 partitions 60 institutions 100,110,120 Air cooler

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G005 GA01 GB17 HA13 JA12 JA14                       JA45                 3L103 AA17 BB14 BB39 CC02 CC22                       CC26 DD03 DD15 DD52

Claims (2)

[Claims] 1. An air cooler for an internal combustion engine with a supercharger, wherein a ratio of an inlet area to an outlet area of air is set so as to reduce pressure loss. 2. The air cooler for an internal combustion engine with a supercharger according to claim 1, wherein a traveling direction of air is internally changed.