JP2006118486A - Temperature controller of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a temperature controller of an internal combustion engine capable of promoting the warmup of a catalyst and the internal combustion engine. <P>SOLUTION: An oil passage 902 in which an oil force-fed from an oil pump 900 flows is formed to pass between a pair of exhaust ports 500 adjacent to each other. A valve 904 controlling the flowing of the oil into the oil passage 902 is installed in the oil passage 902. An outflow passage 906 is connected to the oil passage 902 on the downstream side of the valve 904. The oil remaining in the oil passage 902 flows from the flow-out passage 906 to the outside of the oil passage 902, and is returned to an oil pan. The amount of the oil flowing out of the oil passage 902 is less than the amount of the oil flowing into the oil passage 902. At the initial period of the starting of the engine 100, namely, during the warmup of a three way catalytic converter 600, the valve 904 is controlled in a closed state. During the warmup of the engine 100, the valve 904 is controlled in an open state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a temperature adjusting device for an internal combustion engine, and more particularly to a temperature adjusting device for an internal combustion engine whose temperature is adjusted by inflow of oil.

  Conventionally, a water-cooled internal combustion engine is known. The cooling water that has cooled the internal combustion engine is heat-exchanged with air in a heater of a radiator or an air conditioner. The air warmed by heat exchange with the cooling water in the heater is used for heating the passenger compartment. For this reason, in order for heating to take effect immediately after the internal combustion engine is started, it is necessary to quickly warm up the internal combustion engine and raise the temperature of the cooling water.

  Japanese Patent Laid-Open No. 10-317995 (Patent Document 1) discloses a warm-up promoting device that can promote warm-up. The warm-up promoting device described in Patent Literature 1 is provided with an exhaust throttle valve that throttles the flow of exhaust gas in the exhaust passage of the internal combustion engine, and warms up the engine by operating the exhaust throttle valve when the internal combustion engine is cold. It is a promotion device. The exhaust passage is provided with a cooling water passage corresponding to at least a portion where the exhaust throttle valve is provided.

According to the warm-up promoting device described in this publication, when the exhaust throttle valve is operated to restrict the flow of exhaust gas, heat is generated in a portion of the exhaust passage where the exhaust throttle valve is provided due to pressure loss at that time. . Since the cooling water passage is provided at a position corresponding to the exhaust throttle valve, most of the heat is recovered by the cooling water flowing in the cooling water passage. Thereby, heat generation can be efficiently recovered by the cooling water, and warm-up can be promoted without excessively increasing the load of the internal combustion engine.
Japanese Patent Laid-Open No. 10-317995

  Exhaust gas discharged from the internal combustion engine is purified by a catalyst. In order for this catalyst to fully exhibit its purifying action, it is necessary to warm up the catalyst. For this reason, if the amount of heat absorbed by the internal combustion engine increases, the amount of heat supplied to the catalyst decreases accordingly, and there is a possibility that warming up of the catalyst may be delayed. However, the warm-up promoting device described in Japanese Patent Application Laid-Open No. 10-317995 does not take into consideration any warm-up of the catalyst. Therefore, even when the exhaust throttle valve is not operated, some of the heat of the exhaust gas is recovered by the cooling water, so that the amount of heat supplied to the catalyst is reduced and the warming up of the catalyst may be delayed. was there.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a temperature adjustment device for an internal combustion engine that can promote warm-up of the catalyst and the internal combustion engine.

  An internal combustion engine temperature control apparatus according to a first aspect of the present invention includes an exhaust port, and an oil passage provided so that heat exchange is performed between the exhaust gas flowing through the exhaust port and the oil when the oil flows. And a valve for controlling the inflow of oil into the oil passage.

  According to the first invention, for example, during warming up of the internal combustion engine, the valve is controlled so that oil flows into the oil passage. As a result, heat exchange is performed between the exhaust gas flowing through the exhaust port and the oil, and the temperature of the oil rises. Therefore, when the oil circulates in the internal combustion engine, the amount of heat transferred to the internal combustion engine through the oil can be increased, and warming up of the internal combustion engine can be promoted. On the other hand, in an internal combustion engine in which exhaust gas is guided to the catalyst, the valve is controlled so as to suppress the inflow of oil into the oil passage while the catalyst is warmed up. As a result, the amount of heat transferred from the exhaust gas to the oil can be reduced, and the amount of heat transferred to the internal combustion engine via the oil can be reduced. Thereby, the calorie | heat amount which exhaust gas loses can be suppressed. Therefore, the amount of heat supplied from the exhaust gas to the catalyst can be increased. As a result, it is possible to provide a temperature adjusting device for an internal combustion engine that can promote warm-up of the catalyst and the internal combustion engine.

  In the internal combustion engine temperature regulating apparatus according to the second invention, a plurality of exhaust ports are provided in addition to the configuration of the first invention. The oil passage is provided so as to pass between adjacent exhaust ports.

  According to the second invention, oil can be introduced into an oil passage passing between adjacent exhaust ports to efficiently transfer heat from the exhaust gas to the oil. Thereby, warming up of the internal combustion engine can be further promoted.

  In the internal combustion engine temperature control apparatus according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the oil passage is provided so as to cross the exhaust port.

  According to the third aspect of the invention, oil can be introduced into the oil passage that crosses the exhaust port, and heat can be efficiently transferred from the exhaust gas to the oil. Thereby, warming up of the internal combustion engine can be further promoted.

  The internal combustion engine temperature control apparatus according to a fourth aspect of the present invention further includes an outflow passage for letting oil flow out of the oil passage in addition to the configuration of any one of the first to third aspects of the invention.

  According to the fourth invention, by flowing out the oil from the oil passage, the amount of oil that can receive heat from the exhaust gas can be reduced, and the amount of heat transferred from the exhaust gas to the oil can be further suppressed. Thereby, the calorie | heat amount which exhaust gas loses can be suppressed more. Therefore, the amount of heat supplied from the exhaust gas to the catalyst can be further increased.

  An internal combustion engine temperature control apparatus according to a fifth aspect of the invention is for controlling a valve so that oil flows into an oil passage during warm-up of the internal combustion engine in addition to the configuration of any of the first to fourth aspects of the invention. Control means is further included.

  According to the fifth aspect of the present invention, oil can be flowed into the oil passage to exchange heat between the exhaust gas flowing through the exhaust port and the oil, thereby increasing the temperature of the oil. Thereby, the amount of heat transmitted to the internal combustion engine via the oil can be increased, and warming up of the internal combustion engine can be promoted.

  In the internal combustion engine temperature regulating apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the exhaust gas flowing through the exhaust port is guided to the catalyst. The temperature adjusting device further includes control means for controlling the valve so as to suppress the inflow of oil into the oil passage while the catalyst is warmed up.

  According to the sixth aspect of the present invention, the amount of heat transferred from the exhaust gas to the oil is reduced by suppressing the inflow of oil to the oil passage, and the amount of heat transferred to the internal combustion engine via the oil can be reduced. it can. Thereby, the calorie | heat amount which exhaust gas loses can be suppressed. Therefore, the amount of heat supplied from the exhaust gas to the catalyst can be increased.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, an engine 100 equipped with a temperature control device for an internal combustion engine according to the present embodiment will be described. Although the engine 100 is described as a diesel engine in the present embodiment, the engine 100 is not limited to a diesel engine, and may be a gasoline engine or the like.

  The piston 202 is provided in the cylinder 202 formed in the cylinder block 200 of the engine 100 as an internal combustion engine so that a vertical motion is possible. The piston 204 is connected to a crankshaft (not shown) via a connecting rod 206.

  The piston head 208 is formed with a recess (hereinafter referred to as “combustion chamber”) 210 for the combustion chamber. A cylinder head 300 is placed and fixed on the cylinder block 200, and an intake port 400 and an exhaust port 500 facing the combustion chamber 210 are provided inside the cylinder head 300. An intake valve 402 and an exhaust valve 502 are incorporated in the intake port 400 and the exhaust port 500, respectively. An injector 302 is disposed between the intake valve 402 and the exhaust valve 502 so as to face the combustion chamber 210, and fuel is injected from the injector 302 into the combustion chamber 210. The injector 302 pumps an appropriate amount of fuel to the combustion chamber 210 at a high pressure at an appropriate time by an injector pump (not shown).

  An intake pipe 404 is connected to the intake port 400, and a throttle valve 406 is connected further upstream. An exhaust pipe 504 is connected to the exhaust port 500.

  Outside air is introduced into the intake port 400 from an air cleaner (not shown) through the intake pipe 404, and fuel is injected from the injector 302 toward the combustion chamber 210. The piston 204 is lowered in the cylinder 202 by the high pressure when the air-fuel mixture composed of the injected fuel and the outside air is combusted in the combustion stroke, and the crankshaft rotates through the connecting rod 206.

  In the exhaust stroke, the exhaust gas is purified by the three-way catalyst 600 from the exhaust port 500 through the exhaust pipe 504 when the exhaust valve 502 is opened, and then discharged to the outside.

  A cooling water passage 700 is formed around the exhaust port 500. The cooling water passage 700 is formed not only around the exhaust port 500 but also around the intake port 400 and around the cylinder 202 of the cylinder block 200. The cooling water flowing through the cooling water passage 700 is circulated through the engine 100, and then is heat-exchanged with air by a radiator (not shown) to be cooled. In addition to the radiator, the cooling water is supplied to a heater (not shown) of an air conditioner (not shown), and the heat of the cooling water is used for heating the vehicle interior.

  The cylinder head 300 will be further described with reference to FIG. FIG. 2 is an AA cross section in FIG. The cylinder head 300 is provided with a pair of exhaust ports 500 for one cylinder. The number of exhaust ports is not limited to this.

  Oil is supplied to the cylinder head 300 from the oil pump 900. An oil passage 902 through which the oil flows is provided so as to pass between a pair of adjacent exhaust ports 500. The oil flows upward from the bottom of the cylinder head 300 and returns to the oil pan (not shown) from the top of the cylinder head 300. A weir 304 is provided at the outlet of the oil passage 902 so as to surround the outlet of the oil passage 902 in order to prevent the peripheral oil and the oil flowing out from the oil passage 902 from flowing back into the oil passage 902.

  The oil passage 902 is provided with a valve 904 that controls the inflow of oil into the oil passage 902. Valve 904 operates based on an output signal from ECU 800. The valve 904 is a spool valve that operates by energizing a solenoid. The valve 904 may be a valve other than the spool valve.

  An outflow passage 906 is connected to the oil passage 902 on the downstream side of the valve 904. The oil remaining in the oil passage 902 flows out of the oil passage 902 from the outflow passage 906 and is returned to the oil pan. The amount of oil flowing out from the outflow passage 906 is smaller than the amount of oil flowing into the oil passage 902.

  In addition to forming the oil passage 902 so as to pass between a pair of adjacent exhaust ports, an oil passage 908 may be formed so as to cross the exhaust port 500 as shown in FIG.

  With reference to FIG. 4, the timing of valve control of the temperature control device for an internal combustion engine according to the present embodiment will be described. As shown in FIG. 4, the valve 904 is controlled to be closed at the initial start of the engine 100, that is, during the warm-up of the three-way catalyst 600. During the warm-up of engine 100, valve 904 is controlled to be open. After the engine 100 is warmed up, the valve 904 is controlled to be closed. When the vehicle equipped with the engine 100 is traveling in a cold region, the valve 904 is controlled to be opened. The valve control timing described above is merely an example, and appropriate control can be performed according to the situation at that time.

  The operation of the internal combustion engine temperature control apparatus according to the present embodiment based on the above structure will be described.

  During the initial start of the engine 100, that is, during the warm-up of the three-way catalyst 600, the valve 904 is controlled to be closed. As a result, no oil is supplied to the oil passage 902, and the oil remaining in the oil passage 902 flows out from the outflow passage 906.

  Thereby, the amount of heat transferred from exhaust gas to engine 100 via oil can be suppressed. Further, when the oil passage 902 is filled with air instead of oil, the heat transfer rate is suppressed, and the amount of heat transferred from the exhaust gas to the cylinder head 300 can be suppressed. Therefore, the amount of heat lost by the exhaust gas can be suppressed. As a result, the amount of heat supplied from the exhaust gas to the three-way catalyst 600 can be increased, and the warm-up of the three-way catalyst 600 can be promoted.

  After the three-way catalyst 600 has been warmed up, the valve 904 is controlled to be open while the engine 100 is warmed up. Thereby, the oil pumped from the oil pump 900 flows into the oil. At this time, the amount of oil flowing out from the outflow passage 906 is smaller than the amount of oil flowing into the oil passage 902. Therefore, the oil flows from the lower side of the cylinder head 300 to the upper side through the oil passage 902 and flows out to the upper part of the cylinder head 300.

  Thereby, the amount of oil that can receive heat from the exhaust gas can be increased, and the amount of heat transferred from the exhaust gas to the oil can be increased. The heat transferred to the oil is transferred to the engine 100 as the oil circulates in the engine 100, and is finally transferred to the cooling water that cools the engine 100. Therefore, warm-up of engine 100 can be promoted to increase the temperature of the cooling water, and heating performance can be ensured.

  After the engine 100 is warmed up, the valve 904 is controlled to be closed. In this case, the oil is not supplied to the oil passage 902 and the oil remaining in the oil passage 902 flows out from the outflow passage 906 as in the case where the three-way catalyst 600 is warmed up.

  Thereby, the amount of heat transferred from exhaust gas to engine 100 via oil can be suppressed. Therefore, an increase in the temperature of the cooling water is suppressed, and overheating of engine 100 is suppressed.

  When the vehicle equipped with the engine 100 is traveling in a cold region, the valve 904 is controlled to be opened. In this case, the oil pumped from the oil pump 900 flows into the oil in the same way as when the engine 100 is warming up, flows through the oil passage 902 and flows upward from below the cylinder head 300, To leak.

  Thereby, the amount of heat transferred from the exhaust gas to the oil can be increased. The heat transferred to the oil is transferred to the engine 100 as the oil circulates in the engine 100, and is finally transferred to the cooling water that cools the engine 100. Therefore, warm-up of engine 100 can be promoted to increase the temperature of the cooling water, and heating performance can be ensured.

  As described above, the internal combustion engine temperature control apparatus according to the present embodiment is provided so as to pass between a pair of adjacent exhaust ports, and an oil passage into which oil pumped from an oil pump flows, and an oil passage And a valve for controlling the inflow of oil into the tank. During the warm-up of the three-way catalyst, the valve is controlled to be closed. Thereby, the inflow of oil to the oil passage can be suppressed. Therefore, the amount of heat transferred from the exhaust gas to the engine via the oil can be suppressed. As a result, it is possible to suppress the amount of heat lost by the exhaust gas, increase the amount of heat supplied to the three-way catalyst, and promote warm-up of the three-way catalyst. Further, the valve is controlled to be open while the engine is warming up. As a result, the oil pumped from the oil pump flows into the oil, flows from the lower side of the cylinder head upward through the oil passage, and flows out to the upper side of the cylinder head. Therefore, the amount of oil that can receive heat from the exhaust gas can be increased, and the amount of heat transferred from the exhaust gas to the oil can be increased. The heat transferred to the oil is transferred to the engine as the oil circulates in the engine, and finally transferred to the cooling water that cools the engine. As a result, the warm-up of the engine can be promoted to increase the temperature of the cooling water, and the heating performance can be ensured.

  In the above-described embodiment, the inflow of oil into the oil passage 902 is controlled by opening and closing the valve 904. However, as shown in FIG. 5, a three-way valve 910 is used instead of the valve 904. May be used. As shown in FIG. 5, when oil flows into the oil passage 902, the outflow passage 906 is blocked from the oil passage 902 by the three-way valve 910. On the other hand, as shown in FIG. 6, when the oil passage 902 and the outflow passage 906 are communicated by the three-way valve 910, no oil flows into the oil passage 902.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the engine by which the temperature control apparatus of the internal combustion engine which concerns on this Embodiment is mounted. It is sectional drawing (the 1) which shows the AA cross section in FIG. FIG. 3 is a cross-sectional view (No. 2) showing the AA cross-section in FIG. 1. It is a figure which shows the timing of valve control of the temperature control apparatus of the internal combustion engine which concerns on this Embodiment. FIG. 3 is a cross-sectional view (No. 3) showing the AA cross-section in FIG. 1. FIG. 4 is a cross-sectional view (part 4) showing the AA cross-section in FIG. 1.

Explanation of symbols

  100 engine, 200 cylinder block, 202 cylinder, 204 piston, 206 connecting rod, 208 piston head, 210 recess, 300 cylinder head, 302 injector, 304 weir, 400 intake port, 402 intake valve, 404 intake pipe, 406 throttle valve, 500 Exhaust port, 502 exhaust valve, 504 exhaust pipe, 600 three-way catalyst, 700 cooling water passage, 900 oil pump, 902,908 oil passage, 904 valve, 906 outflow passage, 910 three-way valve.

Claims (6)

An exhaust port;
An oil passage provided so that heat exchange is performed between the exhaust gas flowing through the exhaust port and the oil when the oil flows;
And a valve for controlling the inflow of oil into the oil passage. A plurality of the exhaust ports are provided,
The temperature adjustment device for an internal combustion engine according to claim 1, wherein the oil passage is provided so as to pass between adjacent exhaust ports.   The temperature adjusting device for an internal combustion engine according to claim 1, wherein the oil passage is provided so as to cross the exhaust port.   The temperature adjustment device for an internal combustion engine according to any one of claims 1 to 3, wherein the temperature adjustment device further includes an outflow passage through which oil flows out from the oil passage.   5. The internal combustion engine according to claim 1, wherein the temperature adjustment device further includes a control unit for controlling the valve so that oil flows into the oil passage during warm-up of the internal combustion engine. Temperature control device. Exhaust gas flowing through the exhaust port is guided to the catalyst,
The said temperature control apparatus further contains the control means for controlling the said valve | bulb so that the inflow of the oil to the said oil path may be suppressed during the warming-up of the said catalyst. A temperature control device for an internal combustion engine.

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