JP2008240613A - Engine cooling system and engine waste heat recovery system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine cooling system and an engine waste heat recovery system, for improving reliability, by restraining deterioration caused by the heat of a valve stem sealing member. <P>SOLUTION: An exhaust valve 31a is constituted and arranged so that an exhaust passage can be closed from the combustion chamber 3a side. This exhaust valve 31a is arranged on the lower end of an exhaust valve stem 31b. The valve stem sealing member 33 is installed on a cylinder head 3. This valve stem sealing member 33 is constituted for sealing a clearance between the exhaust valve stem 31b and a hole for guiding this stem. An oil injection part (a seal oil filling part 43) is also arranged on the cylinder head. This oil injection part is constituted for injection lubricating oil toward the valve stem sealing member 33. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an engine cooling system configured to be able to cool an engine with a coolant. The present invention also relates to an engine waste heat recovery system configured to recover mechanical energy from the waste heat of the engine.

  In the engine cooling system as described above, it is required that the engine is warmed-up early. By performing warm-up early, for example, friction loss is reduced and fuel efficiency is improved. Moreover, warming up is performed early and the temperatures of the inner wall surfaces of the combustion chamber and the intake port are raised early, so that, for example, fuel is vaporized appropriately and exhaust emission is improved.

  As a configuration for improving the warm-up performance of the engine, for example, Japanese Utility Model Publication No. 61-39426 (Patent Document 1), Japanese Patent Application Laid-Open No. 2000-220457 (Patent Document 2), Japanese Patent Application Laid-Open No. 2002-138835. (Patent Document 3) and JP-A-2005-351173 (Patent Document 4) are known.

  For example, an engine cooling device disclosed in Japanese Utility Model Laid-Open No. 61-39426 (Patent Document 1) extracts cooling water from a water jacket during warm-up operation, and supplies the cooling water to the water jacket after warm-up is completed. It is configured to return.

  Further, as the engine waste heat recovery system as described above, for example, JP-A-6-88623 (Patent Document 5), JP-A 2000-73753 (Patent Document 6), JP-A 2000-345835 (Patent Document). Those described in the literature 7) are known. These engines are configured such that steam is generated from cooling water (cooling medium) by waste heat such as combustion heat and frictional heat, and mechanical energy can be recovered by expansion of the steam.

  These engine waste heat recovery systems generally include an engine block, a supply pump, an inflow path, an outflow path, a heater (superheater), an expander (turbine), and a condenser.

  The engine block is provided with a water jacket that forms part of the cooling water circulation path. The supply pump is configured to supply the cooling water to the water jacket via the inflow passage.

  The outflow passage communicates with the heater. This heater is configured to further heat (overheat) the steam flowing out of the water jacket using the heat of the exhaust gas as a heat source.

  The expander is configured to convert the expansion energy of superheated steam into mechanical energy. The condenser is configured to condense into a liquid by cooling the steam that has lost its energy and has become low pressure.

  In this configuration, the cooling water is supplied from the inflow path to the water jacket. Within the water jacket, steam is generated from the cooling water. The steam is further heated (overheated) by heat exchange with the exhaust gas by the heater.

Then, the heated (overheated) steam expands in the expander. Thereby, mechanical energy is recovered. Thereafter, the low-pressure steam that has lost its energy flows into the condenser and is condensed to become a liquid (the cooling water). The cooling water condensed by the condenser is supplied again to the water jacket by the supply pump.
Japanese Utility Model Publication No. 61-39426 JP 2000-220457 A JP 2002-138835 A JP 2005-351173 A JP-A-6-88623 JP 2000-73753 A JP 2000-345835 A

  The engine block is provided with a cylinder head. The cylinder head is formed with an exhaust passage communicating with the combustion chamber and the cylinder. This exhaust passage is a passage through which a relatively high-temperature exhaust gas generated by the combustion of the fuel mixture in the combustion chamber passes.

  The cylinder head is provided with an exhaust valve stem guide hole. The exhaust valve stem guide hole penetrates the exhaust valve stem. The exhaust valve stem is a rod-like member provided at the lower end with an exhaust valve capable of closing the exhaust passage from the combustion chamber or the cylinder side. The cylinder head is mounted with a valve stem seal member for sealing a gap between the exhaust valve stem guide hole and the exhaust valve stem.

  Here, in these engine cooling system and engine waste heat recovery system, the supply amount of the cooling medium into the water jacket may be reduced. There may be a case where the water jacket is almost empty.

  In such a case, a portion of the cylinder head near the exhaust passage becomes hot. Then, the valve stem seal member may be deteriorated by heat.

  The present invention provides an engine cooling system and an engine waste heat recovery system with improved reliability by suppressing deterioration of the valve stem seal member due to heat.

<Engine cooling system>
The engine cooling system of the present invention is configured so that the engine can be cooled by a liquid cooling medium. The engine cooling system includes an engine block, a cooling medium circulation path, a heat storage tank, and a circulation state control unit.

  A cooling medium jacket is formed on the engine block. The cooling medium jacket is a space through which the cooling medium can pass.

  The cooling medium circulation path is connected to the cooling medium jacket.

  The heat storage tank is configured to store the cooling medium while keeping the temperature. The heat storage tank is connected to the cooling medium circulation path.

  The circulation state control unit is configured to control a circulation state of the cooling medium in the cooling medium circulation path. The circulation state control unit is configured so that the inside of the cooling medium jacket during the warm-up operation is in a state where the cooling medium is discharged to the heat storage tank.

  The present invention is characterized in that the engine block in the engine cooling system has the following configuration.

  The engine block includes a cylinder head. An exhaust passage communicating with the combustion chamber is formed in the cylinder head.

  The cylinder head is provided with an exhaust valve stem guide hole. An exhaust valve stem, which is a rod-shaped member, passes through the exhaust valve stem guide hole. An exhaust valve is provided at the lower end of the exhaust valve stem. The exhaust valve is configured and arranged so that the exhaust passage can be closed from the combustion chamber side.

  A valve stem seal member is attached to the cylinder head. The valve stem seal member is configured to seal a gap between the exhaust valve stem guide hole and the exhaust valve stem.

  The cylinder head is provided with an oil injection unit. The oil injection unit is configured to inject lubricating oil toward the valve stem seal member.

  In the engine cooling system of the present invention having such a configuration, the inside of the cooling medium jacket during the warm-up operation is in a state where the cooling medium is discharged to the heat storage tank. That is, the state in which the cooling medium is removed from the cooling medium jacket during the warm-up operation is realized. When the warm-up operation is performed in this state, the engine block quickly rises in temperature.

  The discharge of the cooling medium from the cooling medium jacket to the heat storage tank is performed at least before the completion of the warm-up operation. For example, the cooling medium can be discharged before starting (before starting the warm-up operation). Alternatively, the cooling medium can be discharged immediately after starting (at the start of warm-up operation).

  As described above, when the cooling medium is discharged from the cooling medium jacket to the heat storage tank and the warm-up operation is performed, a portion of the cylinder head near the exhaust passage becomes high temperature.

  However, in the present invention, the lubricating oil is injected toward the valve stem seal member by the oil injection portion. Thereby, the valve stem seal member is cooled.

  According to the present invention, deterioration of the valve stem seal member due to heat is suppressed. This improves the reliability of the engine cooling system.

  The circulation state control unit in the engine cooling system introduces the cooling medium from the heat storage tank to the cooling medium jacket at the time of starting the engine, and then transfers the cooling medium from the cooling medium jacket to the heat storage tank. It may be configured to discharge.

  In such a configuration, first, at the time of starting (for example, before starting), the cooling medium is introduced from the heat storage tank into the cooling medium jacket. Then, the engine block is heated by the cooling medium introduced into the cooling medium jacket (preheating).

  Subsequently, the cooling medium is discharged from the cooling medium jacket to the heat storage tank. The cooling medium is discharged at least before the completion of the warm-up operation. For example, this cooling medium can be discharged before starting (before starting the warm-up operation). Alternatively, the cooling medium can be discharged immediately after starting (at the start of warm-up operation).

  Thus, the inside of the cooling medium jacket during the warm-up operation is in a state where the cooling medium is discharged to the heat storage tank. That is, the state in which the cooling medium is removed from the cooling medium jacket during the warm-up operation is realized. When the warm-up operation is performed in this state, the engine block quickly rises in temperature.

  According to such a configuration, the following two (A) and (B) are achieved simultaneously: (A) the engine block is warmed well by the relatively high-temperature cooling medium in the heat storage tank, (B) A decrease in warm-up performance due to the cooling medium being continuously accommodated in the cooling medium jacket is effectively suppressed.

  Therefore, according to such a configuration, warm-up can be performed even earlier.

  -The oil injection part may be provided with an injection control valve. The injection control valve is configured to control the injection state of the lubricating oil to the valve stem seal member by being opened and closed according to the operating state of the engine. For example, the injection control valve can be configured to open and close according to the temperature of the cylinder head or the cooling medium.

  In such a configuration, the injection control valve opens and closes according to the operating state of the engine (for example, the progress state of the warm-up operation, the temperature of the cylinder head, the temperature of the cooling medium, etc.). Thereby, the injection state of the lubricating oil to the valve stem seal member is controlled according to the operating state of the engine.

  According to such a configuration, the injection of the lubricating oil by the oil injection unit for cooling the valve stem seal member can be appropriately performed according to the operating state of the engine.

  The circulation state control unit is configured such that after the preheating is completed and the cooling medium is discharged from the cooling medium jacket to the heat storage tank, the cooling medium is reintroduced into the cooling medium jacket. May be.

  In this configuration, the warm-up operation proceeds with the cooling medium removed from the cooling medium jacket. Then, at a predetermined timing (for example, after completion of the warm-up operation), the cooling medium is again introduced into the cooling medium jacket.

  According to such a configuration, the engine block can be appropriately cooled.

  The circulation state control unit may include a decompression pump that decompresses the inside of the cooling medium jacket. In this case, the circulation state control unit is configured to depressurize the inside of the cooling medium jacket in a state where the cooling medium is discharged when the cooling medium is introduced from the heat storage tank to the cooling medium jacket. Yes.

  In such a configuration, when the cooling medium is introduced from the heat storage tank into the cooling medium jacket, the decompression pump operates. By operating the decompression pump, the inside of the cooling medium jacket in a state where the cooling medium is discharged is decompressed. That is, the inside of the cooling medium jacket has a negative pressure. With this negative pressure, the cooling medium can be introduced from the heat storage tank to the cooling medium jacket.

  According to this configuration, the introduction of the cooling medium from the heat storage tank to the cooling medium jacket can be promoted by the negative pressure in the cooling medium jacket. Alternatively, a pump for introducing the cooling medium from the heat storage tank to the cooling medium jacket may be reduced in size, labor-saving, or omitted.

<Engine waste heat recovery system>
The engine waste heat recovery system of the present invention is configured to recover mechanical energy from engine waste heat. The engine waste heat recovery system includes an engine block, a cooling medium injection unit, a steam lead-out path, a steam heater, an expander, and a condenser.

  A cylinder and an exhaust passage are formed in the engine block. The exhaust passage is provided so as to communicate with the cylinder.

  The cooling medium injection unit is configured to inject a liquid cooling medium toward the engine block.

  The steam lead-out path is configured to lead out the steam of the cooling medium vaporized after being injected by the cooling medium injection unit to the outside of the engine block.

  The steam heater is interposed in the steam lead-out path. The steam heater is configured to heat the steam by heat exchange between the exhaust gas passing through the exhaust passage and the steam.

  The expander is interposed in the steam outlet path. The expander is configured to recover mechanical energy from the steam that has passed through the steam heater.

  The condenser is configured to condense the vapor that has passed through the expander.

  The present invention is characterized in that the engine block in the engine waste heat recovery system has the following configuration.

  The engine block includes a cylinder head. The cylinder head is formed with the exhaust passage.

  The cylinder head is provided with an exhaust valve stem guide hole. An exhaust valve stem, which is a rod-shaped member, passes through the exhaust valve stem guide hole. An exhaust valve is provided at the lower end of the exhaust valve stem. The exhaust valve is configured and arranged so that the exhaust passage can be closed from the cylinder side.

  A valve stem seal member is attached to the cylinder head. The valve stem seal member is configured to seal a gap between the exhaust valve stem guide hole and the exhaust valve stem.

  The cylinder head is provided with an oil injection unit. The oil injection unit is configured to inject lubricating oil toward the valve stem seal member.

  In the engine waste heat recovery system of the present invention having such a configuration, the cooling medium injection unit injects the liquid cooling medium into the engine block (including the cylinder head). Thereby, the engine block is cooled. Further, the cooling medium absorbs heat as the engine block is cooled. As a result, steam of the cooling medium is generated.

  The steam is led out from the engine block via the steam lead-out path and reaches the steam heater. In this steam heater, the steam is heated (overheated) by heat exchange between the exhaust gas passing through the exhaust passage and the steam.

  The heated steam expands in the expander. Thereby, mechanical energy is recovered from the steam. The steam passing through the expander reaches the condenser. In this condenser, the steam is condensed. That is, the cooling medium becomes a liquid in the condenser. The cooling medium that has become liquid can be supplied again to the cooling medium ejection unit.

  Here, as described above, in the engine waste heat recovery system, the cylinder head is cooled by injecting the cooling medium onto the cylinder head. Therefore, depending on the operating state, the cylinder head can be relatively hot even when the cooling medium is sprayed onto the cylinder head.

  However, in the present invention, the lubricating oil is injected toward the valve stem seal member by the oil injection portion. Thereby, the valve stem seal member is cooled.

  According to the present invention, deterioration of the valve stem seal member due to heat is suppressed. This improves the reliability of the engine waste heat recovery system.

  The oil injection unit is provided with an injection control valve configured to control the injection state of the lubricating oil to the valve stem seal member by being opened and closed according to the operating state of the engine. Also good.

  In such a configuration, the injection control valve opens and closes according to the operating state of the engine. Therefore, the injection of the lubricating oil by the oil injection unit for cooling the valve stem seal member can be appropriately performed according to the operating state of the engine.

  -The cooling medium supply path which supplies the said cooling medium to the said cooling medium injection part may be formed in the said cylinder head so that the vicinity of the said stem seal member may be passed.

  In such a configuration, the cooling medium supplied to the cooling medium injection unit passes through a portion of the cylinder head in the vicinity of the stem seal member. Then, the part is cooled by the liquid cooling medium.

  According to this configuration, deterioration of the stem seal member due to heat can be more effectively suppressed. Therefore, the reliability of the engine waste heat recovery system is further improved.

  Hereinafter, embodiments of the present invention (embodiments that the applicant considers best at the time of filing of the present application) will be described with reference to the drawings.

<Engine configuration>
FIG. 1 is a side sectional view showing a schematic configuration of a multi-cylinder engine applied to an engine cooling system and an engine waste heat recovery system according to an embodiment of the present invention, taken along a section perpendicular to the cylinder arrangement direction.

  Referring to FIG. 1, the engine 1 includes an engine block 1a. The engine block 1 a is a member that constitutes the main body of the engine 1. The engine block 1 a includes a cylinder block 2 and a cylinder head 3.

  The cylinder head 3 is formed with a combustion chamber 3a, an intake port 3b, an exhaust port 3c, an upper jacket 3d, a valve device accommodating portion 3e, and a valve device through hole 3f.

  The combustion chamber 3a is a lower end portion of the cylinder head 3 and is formed at a substantially central portion in a direction perpendicular to the cylinder arrangement direction and the stroke direction. The intake port 3b and the exhaust port 3c constituting the start end of the exhaust passage of the present invention are provided so as to communicate with the combustion chamber 3a.

  The upper jacket 3d as the cooling medium jacket of the present invention is configured so that cooling water (cooling medium) and its vapor can pass through the inside thereof. The upper jacket 3d is provided in the vicinity of the combustion chamber 3a and the exhaust port 3c where the cylinder head 3 is likely to become relatively hot. The upper jacket 3d is also formed near the intake port 3b and between the intake port 3b and the exhaust port 3c.

  The valve operating device accommodating portion 3e is formed as a space in which lubricating oil can be supplied to the valve operating device while accommodating a valve operating device to be described later attached to the cylinder head 3. The valve operating device through hole 3f is a through hole provided between the valve operating device accommodating portion 3e and the intake port 3b. Further, the valve operating device through hole 3f is also provided between the valve operating device accommodating portion 3e and the exhaust port 3c.

  The cylinder block 2 is formed with a cylinder 21 that is a substantially cylindrical through hole. The cylinder 21 is provided such that its upper end communicates with the combustion chamber 3a. A piston 22 is accommodated in the cylinder 21 so as to be capable of reciprocating along the stroke direction.

  The cylinder block 2 is formed with a lower jacket 23 as a cooling medium jacket of the present invention. The lower jacket 23 is provided outside the cylinder 21 so as to surround the cylinder 21. Specifically, the lower jacket 23 is formed as a substantially ring-shaped space in plan view. The lower jacket 23 is configured such that cooling water and steam can pass through the inside thereof.

<< Valve operated device >>
The cylinder head 3 is equipped with an exhaust side valve operating device 30 and an intake side valve operating device 30 ′ as the above-described valve operating devices.

  FIG. 2 is an enlarged view of the exhaust side valve operating apparatus 30 shown in FIG. Hereinafter, the configuration of the exhaust side valve operating apparatus 30 will be described with reference to FIGS. 1 and 2. The intake side valve operating device 30 ′ has substantially the same configuration as the exhaust side valve operating device 30. Therefore, the following description of the configuration of the exhaust side valve operating device 30 is incorporated into the description of the configuration of the intake side valve operating device 30 '.

  The valve body 31 includes an exhaust valve 31a and an exhaust valve stem 31b. The exhaust valve 31a is configured and arranged so that the exhaust port 3c can be closed from the combustion chamber 3a side. The exhaust valve stem 31b is a rod-shaped member having a circular cross section. An exhaust valve 31a is provided at the lower end of the exhaust valve stem 31b. The exhaust valve 31a and the exhaust valve stem 31b are integrally formed.

  An exhaust valve stem guide 32 that is a tubular member is provided outside the exhaust valve stem 31b. The exhaust valve stem guide 32 is inserted into the valve gear through hole 3f. The exhaust valve stem guide 32 is mounted in the valve operating through hole 3f so that the outer peripheral surface thereof is in liquid-tight contact with the inner peripheral surface of the valve operating through hole 3f.

  The exhaust valve stem guide 32 is provided with an exhaust valve stem guide hole 32a so as to pass through the center of the shaft. An exhaust valve stem 31b passes through the exhaust valve stem guide hole 32a. The exhaust valve stem guide hole 32a has an inner diameter that allows the exhaust valve stem 31b to freely reciprocate along its axial direction.

  A valve stem seal member 33 is attached to the upper end portion of the exhaust valve stem guide 32. The valve stem seal member 33 is configured to seal a gap between the exhaust valve stem guide hole 32a and the exhaust valve stem 31b. That is, the valve stem seal member 33 is configured to be able to suppress the entry of the lubricating oil into the gap between the exhaust valve stem 31b and the exhaust valve stem guide hole 32a at the upper end portion of the exhaust valve stem guide hole 32a. Yes.

  The valve stem seal member 33 includes a rubber sealer 33a, a sealer mounting ring 33b, and a garter spring 33c.

  The rubber sealer 33a is a tubular member made of synthetic rubber. The rubber sealer 33 a is provided so as to cover the upper end portion of the exhaust valve stem guide 32. Thus, the outer side of the rubber sealer 33a is covered with a sealer mounting ring 33b.

  The sealer attachment ring 33b is a substantially U-shaped metal member in a side sectional view. A through hole is formed in the center of the flat portion of the sealer mounting ring 33b, and the upper end portion of the rubber sealer 33a protrudes upward from the flat portion of the sealer mounting ring 33b through the through hole. A through hole is formed in the protruding portion at the upper end of the rubber sealer 33a, and the exhaust valve stem 31b is inserted into the through hole.

  A garter spring 33c is mounted on the outer side of the protruding portion at the upper end of the rubber sealer 33a. The garter spring 33c is a metal ring-shaped member, and is configured to press the protruding portion at the upper end of the rubber sealer 33a from the outside so as to press the protruding portion against the outer peripheral surface of the exhaust valve stem 31b. Yes.

  A valve cotter 34 is attached to the upper end of the exhaust valve stem 31b. A coil spring retainer 35 is attached to the outside of the valve cotter 34. That is, the coil spring retainer 35 is attached to the upper end portion of the exhaust valve stem 31b via the valve cotter 34.

  The coil spring retainer 35 is a tubular member having a flange portion at the upper end, and a coil spring 36 is disposed below the coil member. The coil spring 36 is configured to urge the flange portion of the coil spring retainer 35 upward.

  The upper end portion of the coil spring 36 and the coil spring retainer 35 are covered with a valve lifter 37.

  The valve lifter 37 is a member for smoothing the movement of the exhaust valve 31a, and is formed in a substantially U shape in a side sectional view. The top surface of the valve lifter 37 is in contact with the cam 38.

<< Oil lubrication part for valve gear >>
Further, the cylinder head 3 is provided with a valve operating device lubrication section 40. The valve operating device lubrication section 40 is disposed so as to correspond to the exhaust side valve operating device 30 and the intake side valve operating device 30 ′.

  The valve operating device lubrication part 40 is comprised from the piping member arrange | positioned in the valve operating apparatus accommodating part 3e. Specifically, the valve operating apparatus lubrication section 40 in the present embodiment includes an oil transport pipe 41, a camshaft lubrication section 42, a seal lubrication section 43, and an injection control valve 44.

  The camshaft lubrication section 42 is a thin tubular oil jet provided so as to branch from the oil transport pipe 41, and is configured to inject lubricating oil toward the camshaft on which the cam 38 is mounted. Yes. The seal oil supply part 43 as the oil injection part of the present invention is also a thin tubular oil jet provided so as to branch from the oil transport pipe 41 so that the lubricating oil can be injected toward the valve stem seal member 33. It is configured.

  The injection control valve 44 is configured to control the injection state of the lubricating oil to the valve stem seal member 33 by being opened and closed according to the operating state of the engine 1. Specifically, in the present embodiment, the injection control valve 44 is configured as a temperature-sensitive operation valve including a bimetal mechanism that operates according to the temperature of the cylinder head 3.

<Schematic Configuration of Engine Cooling System of Embodiment>
FIG. 3 is a schematic configuration diagram of an embodiment of the engine cooling system of the present invention including the engine 1 shown in FIG. The engine cooling system 100 of the present embodiment is configured so that the engine 1 can be cooled by cooling water as a liquid cooling medium.

  Referring to FIG. 3, the engine cooling system 100 includes an engine 1, a radiator 105, a heat storage tank 106, a coolant circulation path 170 serving as a coolant circulation path of the present invention that connects these, a circulation state control unit 180, and the like. It is equipped with. The engine 1, the radiator 105, and the heat storage tank 106 are connected to a cooling water circulation path 170.

  The heat storage tank 106 is configured to store the cooling water while keeping it warm. In the present embodiment, the heat storage tank 106 is disposed at a position lower than the engine block 1a. That is, the heat storage tank 106 is disposed at a position lower than the lower jacket 23 and the upper jacket 3d (see FIG. 1).

<< Configuration of cooling water circulation path >>
The cooling water circulation path 170 includes a cylinder head connection path 171, a radiator inflow path 172, a radiator outflow path 173, a cylinder block connection path 174, a radiator bypass path 175, a first tank connection path 176, and a second tank connection. And a path 177.

  One end of the cylinder head connection path 171 is connected to the cylinder head 3 (upper jacket 3d in FIG. 1). The other end of the cylinder head connection path 171 is connected to one end of the radiator inflow path 172. The other end of the radiator inflow passage 172 is connected to a cooling water inlet in the radiator 105.

  One end of the radiator outlet 173 is connected to a cooling water discharge port in the radiator 105. The other end of the radiator outflow passage 173 is connected to one end of the cylinder block connection passage 174. The other end of the cylinder block connection path 174 is connected to the cylinder block 2 (the lower jacket 23 in FIG. 1).

  A radiator bypass passage 175 is provided so as to connect the radiator inflow passage 172 and the radiator outflow passage 173.

  One end of the first tank connection path 176 is connected to a connection part between the cylinder head connection path 171 and the radiator inflow path 172. The other end of the first tank connection path 176 is connected to a cooling water inlet provided in the upper part of the heat storage tank 106.

  One end of the second tank connection path 177 is connected to a cooling water outflow inlet provided at the bottom of the heat storage tank 106. The other end of the second tank connection passage 177 is connected to a connection portion between the cylinder block connection passage 174 and the radiator outlet passage 173.

  One end of an exhaust passage 178 is connected to the second tank connection passage 177. The other end of the exhaust path 178 is provided so as to communicate with the outside air.

<< Configuration of circulating state controller >>
The circulation state control unit 180 includes an engine control unit (ECU) 180a and various sensors, pumps, and valves described later. The ECU 180a includes a CPU, an EEPROM, a RAM, and the like, and is configured to emit signals for controlling the operation of various pumps and valves based on outputs from various sensors.

  The coolant temperature sensor 181 is provided in the cylinder head 3. The cooling water temperature sensor 181 is configured to generate an output corresponding to the cooling water temperature in the cylinder head 3 (upper jacket 3d in FIG. 1).

  The wall temperature sensor 182 is provided in the cylinder head 3. The wall temperature sensor 182 is configured to generate an output corresponding to the wall temperature of the cylinder head 3.

  A first valve 183 is provided at a connection portion between the cylinder head connection path 171, the radiator inflow path 172, and the first tank connection path 176. The first valve 183 is an electric three-way valve, and is configured to be able to switch the open / close state of each port and the communication direction between the ports by a control signal from the ECU 180a.

  A second valve 184 is provided at a connection portion between the radiator outlet passage 173, the cylinder block connection passage 174, and the second tank connection passage 177. The second valve 184 is an electric three-way valve, and is configured to operate in accordance with a control signal from the ECU 180a, like the first valve 183 described above.

  A third valve 185 is provided at a connection portion between the second tank connection path 177 and the exhaust path 178. The third valve 185 is an electric three-way valve, and is configured to operate according to a control signal from the ECU 180a, like the first valve 183 and the second valve 184 described above.

  A fourth valve 186 is provided at a connection portion between the radiator outlet passage 173 and the radiator bypass passage 175. The fourth valve 186 is a thermostat type three-way valve, and is configured so that the communication direction between the ports can be switched in accordance with the cooling water temperature.

  A first coolant delivery pump 187 is interposed at a position between the second valve 184 and the fourth valve 186 in the radiator outlet path 173. The first coolant delivery pump 187 is a mechanical pump and is configured to be rotationally driven by the operation of the engine 1 (the vertical movement of the piston 22 in FIG. 1).

  A second coolant delivery pump 188 is interposed at a position between the third valve 185 and the heat storage tank 106 in the second tank connection path 177. The second coolant delivery pump 188 is an electric pump and is configured to operate according to a control signal from the ECU 180a.

  The vacuum pump 189 is interposed in the exhaust passage 178. As the vacuum pump 189, for example, a mechanical pump (such as a brake booster pump) mounted on a vehicle equipped with a diesel engine can be used.

<Operation of Engine Cooling System of Embodiment>
4 to 10 are schematic diagrams showing the operation of the engine cooling system 100 shown in FIG. Hereinafter, the operation of the engine cooling system 100 of the present embodiment will be described with reference to FIGS. 4 to 11.

  Here, in FIGS. 4 to 10, a port in each valve that is blacked out indicates that the port is closed. Moreover, what is black in a pump shall show that the said pump has stopped.

  In a state after a while since the previous engine stop, the cooling water is discharged from the engine block 1a to the heat storage tank 106 as shown in FIG. That is, the heat storage tank 106 stores hot water that has been warmed by the engine block 1a during the previous operation.

  In this state, all pumps are stopped. Further, the port to the first tank connection path 176 in the first valve 183 is closed. Further, the port to the second tank connection path 177 in the second valve 184 is closed. Further, communication between the exhaust passage 178 and the heat storage tank 106 in the third valve 185 is blocked. That is, the port of the third valve 185 to the portion on the heat storage tank 106 side (the portion between the third valve 185 and the heat storage tank 106) in the second tank connection path 177 is closed. Further, the port of the fourth valve 186 to the one end portion of the radiator outlet passage 173 (portion connected to the cooling water discharge port of the radiator 105) is closed.

  Here, it is detected that the engine is about to be started based on a predetermined condition. This detection can be performed based on signals from various switches and sensors such as a door courtesy lighting switch, a seating switch, an ignition switch, and a seat belt wearing sensor.

  Then, as shown in FIG. 5, the port to the cylinder head connection path 171 in the first valve 183 is closed. Further, in the second valve 184, the port to the radiator outflow passage 173 is closed, and the cylinder block connection passage 174 and the second tank connection passage 177 are communicated. Further, in the third valve 185, the port to the portion on the heat storage tank 106 side (portion between the third valve 185 and the heat storage tank 106) in the second tank connection passage 177 is closed, and the second tank connection passage 177 is closed. A portion on the cylinder block 2 side (portion between the third valve 185 and the second valve 184) and the exhaust passage 178 are communicated.

  In this state, the vacuum pump 189 is driven. Thereby, the inside of the engine block 1a (inside the upper jacket 3d and the lower jacket 23 in FIG. 1) is depressurized and becomes negative pressure. Similarly, the portion on the cylinder block 2 side in the second tank connection path 177 and the cylinder block connection path 174 are also depressurized and become negative pressure.

  After that, as shown in FIG. 6, the operation of the third valve 185 causes the cylinder block 2 side portion of the second tank connection path 177 to be disconnected from the exhaust path 178, while the second tank The connection path 177 communicates with a portion on the heat storage tank 106 side. Thereby, the cylinder block 2 and the cooling water outflow inlet provided at the bottom of the heat storage tank 106 communicate with each other via the second tank connection path 177.

  In the first valve 183, the port to the radiator inflow passage 172 is closed, and the cylinder head connection passage 171 and the first tank connection passage 176 are communicated with each other. As a result, the cylinder head 3 communicates with the cooling water inlet provided in the upper portion of the heat storage tank 106 via the first tank connection path 176.

  In this way, the second coolant delivery pump 188 sends cooling water from the heat storage tank 106 to the cylinder block 2 in a state where the engine block 1a and the heat storage tank 106 are communicated with each other by the first valve 183 and the second valve 184. Driven by. Then, the hot water in the heat storage tank 106 is introduced into the cylinder block 2 (engine block 1a) by driving the negative pressure and the second coolant delivery pump 188 described above.

  When the introduction of hot water to the cylinder block 2 (engine block 1a) is completed, the communication between the engine block 1a and the heat storage tank 106 is blocked by the first valve 183 and the second valve 184, as shown in FIG. The second coolant delivery pump 188 stops.

  Thus, the warm water is introduced into the cylinder block 2, so that the cylinder block 2 is warmed by the warm water before starting. That is, “preheating” is performed.

  After completion of preheating, as shown in FIG. 8, each valve is set to the same state as when hot water is introduced in FIG. 6, and the second coolant delivery pump 188 supplies cooling water from the cylinder block 2 to the heat storage tank 106. It is driven in the direction to send to. Thus, the cooling water is discharged from the engine block 1a to the heat storage tank 106.

  When the discharge of the cooling water from the engine block 1a to the heat storage tank 106 is completed, the state of the first valve 183 and the second valve 184 is communicated between the engine block 1a and the heat storage tank 106, as shown in FIG. Is set to a state (similar to FIG. 7).

  As described above, the warm-up operation is performed in a state where the preheating is finished and the cooling water is discharged from the engine block 1a to the heat storage tank 106. Thereby, the engine block 1a (particularly the cylinder block 2) is warmed up early.

  Referring to FIG. 1, during the operation of the engine 1 including during the warm-up operation, the camshaft lubrication section 42 in the valve operating apparatus lubrication section 40 provides lubricating oil to the camshaft provided with the cams 38 and 38 ′. Is injected. Here, when the wall temperature of the cylinder head 3 is low, the injection control valve 44 does not open. Therefore, when the wall temperature of the cylinder head 3 is low, the lubricating oil is not injected from the seal lubrication unit 43.

  When it is determined from the output of the wall temperature sensor 182 that the wall temperature of the cylinder head 3 has reached a predetermined high temperature, the injection control valve 44 is opened. Then, the lubricating oil is injected from the seal oil supply portion 43 to the valve stem seal members 33 and 33 ′. As a result, the valve stem seal members 33 and 33 'are cooled. In particular, the valve stem seal member 33 in the exhaust side valve operating device 30 is cooled by the injection of lubricating oil. Therefore, deterioration of the valve stem seal member 33 (particularly the rubber sealer 33a) due to heat is suppressed.

  After the engine block 1a (especially the cylinder block 2) has been warmed up to a predetermined extent, the cooling water is reintroduced into the engine block 1a in the same manner as described above.

  After the reintroduction of the cooling water and the cooling water temperature is equal to or lower than the predetermined temperature, as shown in FIG. It circulates in the path of cylinder head connection path 171 → radiator bypass path 175 → cylinder block connection path 174 → cylinder block 2.

  When it is determined from the output of the cooling water temperature sensor 181 that the cooling water temperature has exceeded a predetermined temperature, the fourth valve 186 is switched as shown in FIG. As a result, the water rejection circulates in the following path: cylinder block 2 → cylinder head 3 → cylinder head connection path 171 → radiator inflow path 172 → radiator 105 → radiator outflow path 173 → cylinder block connection path 174 → cylinder block 2.

<< Effects of Engine Cooling System of Embodiment >>
In the engine cooling system 100 of the present embodiment, when the warm-up operation is performed in a state where the cooling water is discharged from the engine block 1a, when the wall temperature of the cylinder head 3 reaches a predetermined high temperature, the seal lubrication unit 43 As a result, lubricating oil is sprayed onto the valve stem seal member 33, and the valve stem seal member 33 is cooled. Thereby, deterioration due to heat of the valve stem seal member 33 is suppressed, and the reliability of the engine cooling system 100 is improved.

  In the engine cooling system 100 of the present embodiment, when the wall temperature of the cylinder head 3 is low, the injection control valve 44 does not open and the lubricating oil is not injected from the seal oil filler 43. Therefore, the injection of the lubricating oil to the exhaust side valve operating device 30 can be appropriately performed according to the operating state of the engine 1.

  In the engine cooling system 100 of the present embodiment, hot water stored in the heat storage tank 106 is introduced into the engine block 1a (the upper jacket 3d and the lower jacket 23) when the engine 1 is started, and thereafter The cooling water is discharged from the engine block 1a to the heat storage tank 106.

  Thereby, the engine block 1a is preheated satisfactorily and the progress of the warm-up operation is favorably promoted.

  In the engine cooling system 100 of the present embodiment, after preheating is finished and cooling water is discharged from the engine block 1a (upper jacket 3d and lower jacket 23) to the heat storage tank 106, the cooling water is again supplied to the engine block 1a. be introduced. Thereby, cooling of the engine block 1a can be performed appropriately.

  In the engine cooling system 100 of the present embodiment, when the cooling water is introduced into the engine block 1a (the upper jacket 3d and the lower jacket 23), the inside of the engine block 1a is decompressed by the vacuum pump 189 and becomes negative pressure. . Thereby, introduction of the cooling water into the engine block 1a is favorably promoted. Therefore, the second coolant delivery pump 188 can be reduced in size and labor.

<Schematic Configuration of Engine Waste Heat Recovery System of Embodiment>
FIG. 12 is a schematic configuration diagram of an embodiment of the engine waste heat recovery system of the present invention including the engine 1 shown in FIG. The engine waste heat recovery system 200 of this embodiment is configured to recover mechanical energy from the waste heat of the engine 1. Further, the engine waste heat recovery system 200 of the present embodiment is configured to have a function as an engine cooling system.

  The engine waste heat recovery system 200 of this embodiment includes a cooling water circulation path 270, a circulation state control unit 280, and a waste heat recovery unit 290.

  The coolant circulation path 270 includes a first cylinder head connection path 271, a second cylinder head connection path 272, a cylinder block connection path 273, a radiator inflow path 274, a radiator outflow path 275, a tank inflow path 276, a tank An outflow passage 277, an injection unit supply passage 278, and a waste heat recovery circulation passage 279 are provided.

  One end of the first cylinder head connection path 271 is connected to the cylinder head 3 (upper jacket 3d). One end of the second cylinder head connection path 272 is also connected to the cylinder head 3. The other end of the second cylinder head connection path 272 is connected to the cylinder block connection path 273.

  One end of the cylinder block connection path 273 is connected to the cylinder block 2. The other end of the cylinder block connection path 273 is connected to the second cylinder head connection path 272.

  The starting end of the radiator inflow passage 274 is connected to a connection portion between the second cylinder head connection passage 272 and the cylinder block connection passage 273. An end portion of the radiator inflow passage 274 is connected to a cooling water inflow port in the radiator 205.

  A starting end portion of the radiator outflow passage 275 is connected to a cooling water discharge port in the radiator 205. The end portion of the radiator outlet passage 275 is connected to the other end portion of the first cylinder head connection passage 271 opposite to the one end portion. A connection portion between the radiator outflow passage 275 and the first cylinder head connection passage 271 and the heat storage tank 206 are connected by a tank inflow passage 276. The tank inflow passage 276 is connected to a cooling water inlet provided in the upper part of the heat storage tank 206.

  The starting end of the tank outflow passage 277 is connected to a cooling water discharge port provided at the bottom of the heat storage tank 206. The end portion of the tank outflow passage 277 is connected to the second cylinder head connection passage 272. Further, an injection unit supply path 278 is provided so as to branch from the tank outflow path 277.

  The start end portion of the waste heat recovery circulation path 279 as the steam outlet path of the present invention is connected to a steam discharge port provided at the top of the cylinder head 3 (upper jacket 3d). That is, the waste heat recovery circuit 279 is configured to lead the vaporized cooling water vapor out of the engine block 1a (upper jacket 3d). The end of the waste heat recovery circuit 279 is connected to the tank inflow channel 276.

  The circulation state control unit 280 includes an engine control unit (ECU) 280a and various sensors, pumps, and valves described later. The ECU 280a includes a CPU, an EEPROM, a RAM, and the like, and is configured to generate signals for controlling the operation of various pumps and valves based on outputs from various sensors.

  The temperature sensor 280d is provided in the cylinder head 3. The temperature sensor 280d is configured to generate a signal corresponding to the temperature of the cooling water in the cylinder head 3 (in the upper jacket 3d).

  A first pump 280P1 is interposed in the cylinder block connection path 273. In addition, a radiator bypass valve 280V1 including a three-way valve is provided at a connection position between the cylinder block connection path 273 and the radiator inflow path 274. That is, the first pump 280P1 is interposed between the radiator bypass valve 280V1 and the cylinder block 2.

  A tank storage control valve 280V2 composed of a three-way valve is interposed at a position where the injection part supply path 278 branches from the tank outflow path 277. In addition, a second pump 280P2 is interposed between the tank storage control valve 280V2 and the heat storage tank 206 in the tank outflow passage 277.

  The switching valve 280V3 is a three-way valve, and is interposed at a position where the first cylinder head connection path 271 and the tank inflow path 276 are connected.

  The waste heat recovery unit 290 includes a superheater 291, an exhaust passage 292, a turbine 293, a condenser 294, and a cooling water injection unit 295. The superheater 291, the turbine 293, and the condenser 294 are interposed in the waste heat recovery circuit 279 in this order along the flow direction of the steam in the waste heat recovery circuit 279. The coolant injection unit 295 is connected to the injection unit supply path 278.

  The superheater 291 as a steam heater according to the present invention is connected to an exhaust passage 292 that is a passage for exhaust gas discharged from the exhaust port 3c (see FIG. 1). The superheater 291 is configured to heat the steam discharged from the cylinder head 3 by exchanging heat between the exhaust gas and the steam.

  The turbine 293 as an expander of the present invention is configured to recover mechanical energy from superheated steam generated via the superheater 291. In other words, the turbine 293 includes rotating blades, and the rotating blades are configured to rotate by the expansion of superheated steam introduced from the superheater 291.

  The condenser 294 is configured to be able to condense by cooling the steam that has passed through the turbine 293 by heat exchange with the outside air. The capacitor 294 has a structure similar to that of the radiator.

  The cylinder head 3 is equipped with a cooling water injection unit 295 as a cooling medium injection unit of the present invention. The cooling water injection unit 295 is configured and arranged so that liquid cooling water can be injected toward the inner wall surface of the upper jacket 3d. Specifically, in the present embodiment, the cooling water injection unit 295 has a structure similar to that of the fuel injection nozzle, and is configured so that the cooling water can be jetted vigorously in the form of fine droplets. ing.

<Operation of Engine Waste Heat Recovery System of Embodiment>
FIGS. 13 to 17 are schematic views showing the operation of the engine waste heat recovery system 200 shown in FIG. Hereinafter, the operation of the engine waste heat recovery system 200 of this embodiment will be described with reference to FIGS. 13 to 17.

  Here, in FIGS. 13 to 17, the ports in each valve that are painted black indicate that the ports are closed. Moreover, what is black in a pump shall show that the said pump has stopped.

  First, in an initial state before starting, cooling water is discharged from the cylinder block 2 and the cylinder head 3, while hot water is stored in the heat storage tank 206. All pumps are stopped.

  Here, as described above, when it is detected that the engine is about to be started, preheating is performed. At the time of preheating before starting, first, as shown in FIG. 13, the second cylinder head connection path 272 and the cylinder block connection path 273 are communicated with each other by the radiator bypass valve 280V1, while the radiator bypass valve 280V1 is connected to the radiator. Communication with 205 is blocked.

  Further, the tank storage control valve 280V2 allows the second pump 280P2 and the second cylinder head connection path 272 to communicate with each other, while the communication between these and the injection unit supply path 278 is blocked.

  Further, the first cylinder head connection path 271 and the tank inflow path 276 are communicated with each other by the switching valve 280V3, while the communication between these and the radiator outflow path 275 is blocked.

  In this state, the first pump 280P1 and the second pump 280P2 are driven. Accordingly, the hot water in the heat storage tank 206 passes through the tank outflow passage 277 and the second cylinder head connection passage 272 (the portion between the connection portion with the tank outflow passage 277 and the radiator bypass valve 280V1), and thus the first pump 280P1. And flows into the cylinder block 2. The warm water that has flowed into the cylinder block 2 flows into the cylinder head 3 (upper jacket 3d).

  The warm water flowing out from the cylinder head 3 to the second cylinder head connection path 272 flows again into the cylinder block 2 through the second cylinder head connection path 272 and the cylinder block connection path 273 by the first pump 280P1. The warm water flowing out from the cylinder head 3 to the first cylinder head connection path 271 returns to the heat storage tank 206 through the tank inflow path 276.

  In this way, the cylinder block 2 and the cylinder head 3 are preheated by supplying hot water from the heat storage tank 206 to the cylinder block 2 and the cylinder head 3.

  Thereafter, as shown in FIG. 14, the first pump 280P1 and the second pump 280P2 are driven so as to send the cooling water in the direction opposite to that during preheating, whereby the cylinder block 2 and the cylinder head 3 are driven. The cooling water inside is collected in the heat storage tank 206. By performing the warm-up operation in this state, the cylinder block 2 can be warmed up early.

  The temperature of the cylinder head 3 is raised earlier than that of the cylinder block 2 by the heat of combustion of the fuel mixture and the heat of the exhaust gas. Therefore, when the cylinder block 2 reaches a predetermined temperature, as shown in FIG. 15, the cooling water injection unit 295 causes the cooling water to flow toward the inner wall surface of the cylinder head 3 (the inner wall surface of the upper jacket 3 d). It is injected vigorously. As a result, the cylinder head 3 is cooled well, and steam is generated in the upper jacket 3d.

  The cooling water injection by the cooling water injection unit 295 is performed as follows.

  Radiator bypass valve 280V1 and switching valve 280V3 are closed in all directions. The tank storage control valve 280V2 allows the second pump 280P2 and the injection unit supply path 278 to communicate with each other while the communication between these and the second cylinder head connection path 272 is blocked. The first pump 280P1 is stopped.

  By driving the second pump 280P2 in this state, the cooling water in the heat storage tank 206 is sent to the injection unit supply path 278. Then, the cooling water sent out to the injection unit supply path 278 is injected into fine droplets by the cooling water injection unit 295.

  The steam generated in the upper jacket 3d is led to the waste heat recovery circuit 279. This steam is heated by the heat exchange with the exhaust gas in the superheater 291 and becomes superheated steam. The superheated steam generated in the superheater 291 rotates the rotating blades by expansion in the turbine 293. Thereby, the thermal energy which superheated steam has is converted into the energy of the movement (rotation) of the rotary blade of the turbine 293. That is, mechanical energy is recovered from the superheated steam.

  The steam that has become low energy through the turbine 293 is condensed by being cooled by the condenser 294. The cooling water condensed by the condenser 294 returns to the heat storage tank 206 through the tank inflow passage 276.

  Of the cooling water jetted by the cooling water jet unit 295, the one that has not become steam stays in the cylinder block 2.

  Based on the output of the temperature sensor 280d, the warm-up operation ends. At the end of the warm-up operation, as shown in FIG. 16, the second cylinder head connection path 272 and the cylinder block connection path 273 are communicated with each other by the radiator bypass valve 280V1, while the radiator 205 Communication with is interrupted. The tank storage control valve 280V2 is opened in all directions, while the switching valve 280V3 is closed in all directions. Then, the first pump 280P1 is driven. Thereby, the cooling water in the cylinder block 2 is also circulated.

  Thereafter, when it is determined that the cooling water temperature further rises and exceeds the predetermined temperature based on the output of the temperature sensor 280d, the cooling water is introduced into the radiator 205 as shown in FIG. Thereby, the cooling water is cooled by the radiator 205.

<< Effects of engine waste heat recovery system of embodiment >>
According to the engine waste heat recovery system 200 of the present embodiment, the following effects can be obtained in addition to the effects obtained by the engine cooling system 100 described above.

  In the engine waste heat recovery system 200 of the present embodiment, the time for filling the upper jacket 3d with liquid cooling water is relatively short. Therefore, the wall temperature of the cylinder head 3 tends to be relatively high. However, according to the configuration of the present embodiment, the lubricating oil is injected to the valve stem seal member 33 by the seal lubrication portion 43, and the valve stem seal member 33 is cooled. Thereby, deterioration due to heat of the valve stem seal member 33 is suppressed, and the reliability of the engine waste heat recovery system 200 is improved.

  In the engine waste heat recovery system 200 of the present embodiment, liquid cooling water is vigorously injected onto the inner wall surface of the upper jacket 3d by the cooling water injection unit 295. That is, liquid cooling water collides with the inner wall surface of the upper jacket 3d vigorously. Thereby, the bubble by the vapor | steam of the cooling water adhering to the inner wall face of the upper jacket 3d is blown off favorably.

  Therefore, even when the cylinder head 3 becomes hot due to high load operation or the like and a large amount of bubbles are generated on the inner wall surface of the upper jacket 3d, the occurrence of the film boiling phenomenon can be reduced or suppressed. Therefore, the cylinder head 3 is cooled well, and the deterioration of the valve stem seal member 33 due to heat can be effectively suppressed.

  Further, the temperature of the cooling water is efficiently increased by the waste heat generated in the cylinder head 3. Therefore, the recovery efficiency of mechanical energy from waste heat becomes good.

<List of examples of modification>
In addition, each above-mentioned embodiment is only what illustrated the typical embodiment of this invention which the applicant considered the best at the time of the application of this application for the time being as mentioned above. Therefore, the present invention is not limited to the above-described embodiments. Therefore, it goes without saying that various modifications can be made to the above-described embodiments within the scope not changing the essential part of the present invention.

  Hereinafter, some typical modifications will be exemplified. In the following description of modifications, members having the same configuration and function as those described in the above-described embodiment are denoted by the same reference numerals as those in the above-described embodiment. Moreover, within the range which is not technically contradictory, description in the above-mentioned embodiment shall be suitably used in the following modification.

  However, it goes without saying that the modifications are not limited to those listed below. In addition, a plurality of modified examples can be applied in a composite manner as appropriate within a technically consistent range.

  The present invention (especially those expressed functionally and functionally in the constituent elements constituting the means for solving the problems of the present invention) is based on the above-described embodiment and the description of the following modifications. Should not be construed as limited. Such a limited interpretation is unacceptable and improper for imitators, while improperly harming the applicant's interests (rushing to file under a prior application principle).

  (1) The application target of the present invention is not limited to a multiple cylinder engine or an inline engine. For example, the present invention can be applied to a single cylinder engine. Alternatively, the present invention can be suitably applied to any type of engine such as a V type, a W type, and a horizontally opposed type. Moreover, the application object of this invention is not limited to a gasoline engine. For example, the present invention can be applied to a diesel engine.

  (2) Various sensors, pumps, valves and the like in the above-described embodiment may be appropriately changed or omitted.

  For example, as the fourth valve 186, an electric three-way valve can be used instead of the thermostat type three-way valve. Further, an electric pump can be used as the first coolant delivery pump 187.

  The second coolant delivery pump 188 can be omitted. Further, when the cooling water temperature or the wall temperature is estimated by the ECU 180a, the cooling water temperature sensor 181, the wall temperature sensor 182 or the like may be omitted.

  (3) The configuration of the valve operating apparatus lubrication section 40 is not limited to that of the above-described embodiment. For example, part or all of the valve operating device oil supply portion 40 (particularly, the seal oil supply portion 43) may be configured by an oil passage provided inside the wall material of the cylinder head 3. Further, the injection control valve 44 can be omitted. Further, the valve operating device lubrication section 40 corresponding to the intake side valve operating device 30 'can be omitted.

  (4) The injection unit supply path 278 may include a cooling water passage provided inside the wall material of the cylinder head 3. The cooling water passage preferably passes in the vicinity of the valve stem seal member 33. Thereby, the valve stem seal member 33 can be favorably cooled.

  (5) The rotational energy of the rotary blades provided in the turbine 293 may be converted into electricity, or may be used as a power source for other rotational drive systems. Further, instead of the turbine 293, a mechanism including a piston may be used.

  (6) In addition, in the elements constituting the means for solving the problems of the present invention, the elements expressed functionally and functionally are the specific structures disclosed in the above-described embodiments and modifications. In addition, any structure capable of realizing the operation / function is included.

It is a sectional side view by a section perpendicular to a cylinder arrangement direction showing a schematic structure of an engine of a plurality of cylinders applied to an engine cooling system and an engine waste heat recovery system of an embodiment of the present invention. It is an enlarged view of the exhaust side valve operating apparatus shown by FIG. It is a schematic block diagram of one Embodiment of the engine cooling system of this invention provided with the engine shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a schematic block diagram of one Embodiment of the engine waste heat recovery system of this invention provided with the engine shown by FIG. It is the schematic which shows the mode of operation | movement of the engine waste heat recovery system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine waste heat recovery system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine waste heat recovery system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine waste heat recovery system shown by FIG. It is the schematic which shows the mode of operation | movement of the engine waste heat recovery system shown by FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 1a ... Engine block 2 ... Cylinder block 3 ... Cylinder head 3a ... Combustion chamber 3c ... Exhaust port (exhaust passage)
3d ... Upper jacket (cooling medium jacket)
DESCRIPTION OF SYMBOLS 23 ... Lower jacket (cooling medium jacket) 30 ... Exhaust side valve operating device 31 ... Valve body 31a ... Exhaust valve 31b ... Exhaust valve stem 32 ... Exhaust valve stem guide 32a ... Exhaust valve stem guide hole 33 ... Valve stem seal member 33a ... Rubber sealer 40 ... valve operating device oil supply part 41 ... oil transport pipe 42 ... camshaft oil supply part 43 ... seal oil supply part (oil injection part) 44 ... injection control valve 100 ... engine cooling system 106 ... heat storage tank 170 ... cooling water circulation path 180 ... circulation state control unit 200 ... engine waste heat recovery system 206 ... heat storage tank 270 ... cooling water circulation path (cooling medium circulation path) 280 ... circulation state control part 290 ... waste heat recovery part 291 ... superheater (steam heater)
292 ... exhaust passage 293 ... turbine (expander)
294 ... Condenser (condenser) 295 ... Cooling water injection part (cooling medium injection part)

Claims (5)

In an engine cooling system configured to cool an engine with a liquid cooling medium,
An engine block formed with a cooling medium jacket that is a space through which the cooling medium can pass;
A coolant circulation path connected to the coolant jacket;
A heat storage tank connected to the cooling medium circulation path and configured to store the cooling medium while keeping heat; and
A circulation state controller configured to control a circulation state of the cooling medium in the cooling medium circulation path;
With
The circulation state control unit is configured so that the inside of the cooling medium jacket during the warm-up operation is in a state where the cooling medium is discharged to the heat storage tank,
The engine block is
A cylinder head formed with an exhaust passage communicating with the combustion chamber;
An exhaust valve stem guide hole is provided through which an exhaust valve stem that is a rod-like member provided at the lower end with an exhaust valve capable of closing the exhaust passage from the combustion chamber side;
A valve stem seal member for sealing a gap between the exhaust valve stem guide hole and the exhaust valve stem is mounted,
An engine cooling system, comprising an oil injection portion configured to inject lubricating oil toward the valve stem seal member. The engine cooling system according to claim 1,
The circulation state control unit is configured to discharge the cooling medium from the cooling medium jacket to the heat storage tank after introducing the cooling medium from the heat storage tank to the cooling medium jacket when the engine is started. An engine cooling system characterized by that. The engine cooling system according to claim 1 or 2,
The oil injection unit is provided with an injection control valve configured to control the injection state of the lubricating oil to the valve stem seal member by being opened and closed according to the operating state of the engine. Features an engine cooling system. In an engine waste heat recovery system configured to recover mechanical energy from engine waste heat,
An engine block formed with a cylinder and an exhaust passage communicating with the cylinder;
A cooling medium injection unit configured to inject a liquid cooling medium toward the engine block;
A steam outlet path configured to lead out the steam of the cooling medium vaporized after being injected by the cooling medium injection section, out of the engine block;
A steam heater that is interposed in the steam lead-out path and configured to heat the steam by heat exchange between the exhaust gas passing through the exhaust passage and the steam;
An expander interposed in the steam outlet and configured to recover mechanical energy from the steam that has passed through the steam heater;
A condenser configured to condense the vapor through the expander;
With
The engine block is
A cylinder head in which the exhaust passage is formed;
An exhaust valve stem guide hole through which an exhaust valve stem that is a rod-like member provided at the lower end with an exhaust valve capable of closing the exhaust passage from the cylinder side is provided,
A valve stem seal member for sealing a gap between the exhaust valve stem guide hole and the exhaust valve stem is mounted,
An engine waste heat recovery system comprising an oil injection portion configured to inject lubricating oil toward the valve stem seal member. The engine waste heat recovery system according to claim 4,
The oil injection unit is provided with an injection control valve configured to control the injection state of the lubricating oil to the valve stem seal member by being opened and closed according to the operating state of the engine. An engine waste heat recovery system.

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