JP2008255894A - Heating device for intake system component - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve reliability against melting by heat in a compact structure. <P>SOLUTION: An electronic heater 6 for heating a valve element 10 or the like of a PCV valve 1 is provided in the PCV valve 1 of an engine. The electronic heater 6 is composed of a coil 22 winding wire material 22a on an outer circumference of a cylindrical resin bobbin 21. Brass wire selected under a condition where both of volumetric resistance rate and resistance temperature coefficient are relatively high as material properties is used for the wire material 22a. The resistance temperature coefficient of the brass wire selected for the wire material 22a has a value allowing continuous electricity supply of at least 60 minutes to the electric heater 6. The PCV valve 1 is provided with a housing 3 composed of resin and the electric heater 6 is formed integrally with a main housing 4 thereof. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an intake system component heating device that is provided on an intake system component of an engine and heats the component.

  Conventionally, as this type of technique, for example, techniques described in Patent Documents 1 to 6 below are known. In particular, Patent Document 1 describes a PCV valve that includes a valve case that defines a valve chamber therein and has an electric heater on the outer periphery of the valve case. Here, a PTC heater is used as the electric heater. This PCV valve is small and simple because the electric heater is not exposed to the valve chamber through which the blow-by gas flows, so that oil contained in the gas is not burned out.

Japanese Utility Model Publication No. 61-122313 Japanese Utility Model Publication No. 04-117129 JP 2001-214995 A Japanese Utility Model Publication No. 60-098709 Japanese Utility Model Publication No. 05-087212 JP-A-10-205359

  By the way, about the PCV valve of patent document 1, it is possible to use the coil type heater formed by winding a wire around a bobbin instead of the PTC heater. In this case, if the wire is made of copper wire, the coil cannot be formed thinly over a wide range unless the wire diameter of the copper wire is reduced. Also, if the wire is made of nichrome wire, the coil can be thinned locally in a narrow range, but the self-temperature cannot be controlled. .

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a heating device for an intake system component that is compact in a wide range and has improved reliability against heat-induced melting damage.

  In order to achieve the above object, the invention according to claim 1 is the heating of the intake system component, which is provided in the intake system component of the engine and is assembled to the holder with a heating member for heating the movable part of the intake system component. It is a device, the holder has a cylindrical shape, the heating member is a coil formed by winding a wire around the holder, and the wire has a relatively large volume resistivity and resistance temperature coefficient as its material characteristics. The purpose is to be selected on the condition.

  According to the configuration of the above invention, since the volume resistivity is relatively large as the material property of the wire constituting the coil, the number of turns of the coil for obtaining a predetermined calorific value is reduced. In addition, since the resistance temperature coefficient is relatively large as a material characteristic of the wire, the self-temperature can be controlled.

  In order to achieve the above object, the invention described in claim 2 is that, in the invention described in claim 1, the wire is made of brass wire and the holder is made of resin.

  According to the structure of the said invention, the effect | action of the invention of Claim 1 is acquired by using a brass wire for a wire. Since the holder is made of resin, the weight of the holder is reduced.

  In order to achieve the above object, according to a third aspect of the present invention, in the first or second aspect of the present invention, the resistance temperature coefficient of the wire is set to a value that allows the heating member to be continuously energized for at least 60 minutes. The intent is that

  According to the configuration of the invention, in addition to the action of the invention according to claim 1 or 2, by specifying the value of the resistance temperature coefficient of the wire, the heating member can control the self temperature, and at least 60 minutes. Continuous energization is possible.

  In order to achieve the above object, the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the intake system component is made of resin.

  According to the configuration of the above invention, in addition to the operation of the invention according to any one of claims 1 to 3, when the intake system component is resin-molded, the coil assembled to the holder is insert-molded into the intake system component. It becomes possible.

  According to a fifth aspect of the present invention, there is provided a control device for controlling a heating device for an intake system component according to any one of the first to fourth aspects, wherein the heating member is energized based on an operating state of the engine and material characteristics. The purpose is to provide control means for controlling.

  According to the configuration of the above invention, in addition to the operation of the invention according to any one of claims 1 to 4, the energization to the heating member is controlled based on the operating state of the engine and the material characteristics. About the member, the temperature of a heating member will be adjusted according to the operating environment conditions.

  According to the first aspect of the present invention, it is possible to reduce the number of layers of the coil to make the whole compact, and it is possible to improve the reliability against heat-induced melting damage.

  According to the invention described in claim 2, in addition to the effect of the invention described in claim 1, the entire weight can be reduced by the amount of the holder.

  According to the invention described in claim 3, in addition to the effect of the invention described in claim 1 or 2, it is effective for preventing freezing of the intake system components.

  According to the invention described in claim 4, in addition to the effect of the invention described in any one of claims 1 to 3, it can be integrated with intake system components.

  According to the fifth aspect of the present invention, in the heating device according to any one of the first to fourth aspects, it is possible to further improve the reliability of the heating member against heat dissipation.

[First Embodiment]
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment in which an intake system component heating device according to the present invention is embodied as a PCV valve will be described in detail with reference to the drawings.

  FIG. 1 is a sectional view showing a PCV valve 1 according to this embodiment. In this embodiment, the PCV valve 1 corresponds to an intake system component of the present invention. As is well known, the PCV valve 1 is provided in a blow-by gas reducing device that returns blow-by gas leaked from the combustion chamber of the engine to the crankcase to the intake system of the engine and prevents it from being released into the atmosphere. As shown in FIG. 1, the PCV valve 1 includes a resin housing 3 having a hollow shape. The housing 3 includes a main housing 4 and a sub housing 5 that are assembled with each other.

  The main housing 4 includes a connector portion 4a formed at an upper portion thereof, and an electric heater 6 provided integrally therewith. A seal ring 8 is attached to the outer periphery of the main housing 4. The sub-housing 5 is assembled to the main housing 4 by press-fitting one end outer periphery 5 a into the other end inner periphery 4 c of the main housing 4 and ultrasonically welding the sub housing 5. The other end of the sub housing 5 forms a pipe joint 5b. A pipe is connected to the pipe joint 5b, and the pipe is connected to the intake system of the engine. The housing 3 is attached to the mounting hole by tightening the male screw 4b on the outer periphery of one end of the main housing 4 to the female screw of the mounting hole of the engine body.

  The hollow portion of the main housing 4 constitutes a valve chamber 4d. The valve chamber 4d includes an inlet 4e at one end in the axial direction thereof. The inlet 4e is formed in one end wall of the main housing 4 and communicates with the engine body. The sub housing 5 includes a hollow portion 5 c that communicates with the valve chamber 4 d of the main housing 4. The valve chamber 4d and the hollow portion 5c constitute a blow-by gas passage. An annular valve seat 9 is sandwiched between the main housing 4 and the sub-housing 5. The valve seat 9 is formed of a heat transfer member (for example, metal) having a good heat transfer property. Corresponding to the valve seat 9, a valve body 10 is provided in the valve chamber 4d so as to be movable in the axial direction. The valve body 10 is formed in a rod shape from a magnetic material such as iron from the viewpoint of improving durability, and is provided so as to be able to penetrate the valve seat 9. The valve body 10 has a shape in which the tip portion has a diameter reduced stepwise. Accordingly, when the valve body 10 is moved and displaced in the axial direction, the size (opening degree) of the gap between the valve seat 9 and the valve body 10 changes. The gap between the valve seat 9 and the valve body 10 constitutes the gas flow rate adjusting unit 13 of the valve chamber 4d located at the other end in the axial direction of the valve chamber 4d.

  As for the valve body 10, the base end part, ie, the inlet side edge part located in the vicinity of the inlet 4e, makes the flange 10a. The flange 10a is provided so that its outer peripheral surface can slide on the inner peripheral surface of the valve chamber 4d. The flange 10a includes a notch that allows passage of blow-by gas in a part thereof. A compression spring 11 is provided between the valve seat 9 and the flange 10a. The spring 11 urges the valve body 10 toward the inlet 4e of the valve chamber 4d. The distal end portion of the valve body 10 is provided so as to penetrate the valve seat 9 and enter the hollow portion 5 c of the sub housing 5. In the hollow portion 5 c of the sub housing 5, another compression spring 12 is provided so as to be able to contact the tip of the valve body 10.

  In the state where the PCV valve 1 shown in FIG. 1 is attached to the engine main body, intake negative pressure acts on the hollow portion 5c of the sub-housing 5 from the intake system of the engine through a pipe during engine operation. The blow-by gas filled in the engine body enters the valve chamber 4d of the main housing 4 from the inlet 4e, and the gas pressure acts on the valve body 10. At this time, when the intake negative pressure and the gas pressure act on the valve body 10 against the biasing force of the spring 11, the valve body 10 moves in the axial direction toward the valve seat 9, and the valve seat 9 and the valve body 10, that is, the size of the gas flow rate adjusting unit 13 changes. As a result, the flow rate of the blow-by gas passing through the valve chamber 4d of the main housing 4 to the hollow portion 5c of the sub-housing 5 is adjusted. The movement of the valve body 10 is regulated by the front end of the valve body 10 coming into contact with the spring 12 in the hollow portion 5 c of the sub-housing 5. That is, the valve body 10 operates to adjust the blow-by gas flow rate.

  The above-described electric heater 6 is provided to heat at least the valve body 10 and the valve seat 9. In this embodiment, the electric heater 6 corresponds to the heating device of the present invention for heating the valve body 10 and the valve seat 9 which are movable parts of the PCV valve 1. Here, the configuration of the electric heater 6 will be described in detail. FIG. 2 is a plan view showing the electric heater 6. FIG. 3 is a cross-sectional view taken along line AA in FIG. FIG. 4 shows a front view of the electric heater 6. The electric heater 6 is provided inside the main housing 4. The electric heater 6 is provided on a cylindrical bobbin 21 having large and small flanges 21a and 21b at both ends in the axial direction, a coil 22 composed of a wire 22a wound around the outer periphery of the bobbin 21, and a large flange 21a. A pair of connection terminals 23. The bobbin 21 corresponds to the holder of the present invention, and is made of a resin as a nonmagnetic material. The coil 22 can generate heat when energized. In this embodiment, the wire 22a of the coil 22 is formed of a brass wire, and the wire diameter thereof is, for example, “0.15 mm”. The base end portion of each connection terminal 23 is electrically connected to the coil 22. As shown in FIG. 1, the tip of each connection terminal 23 is disposed so as to protrude into the connector portion 4a.

  The electric heater 6 is insert-molded with respect to the main housing 4. That is, when the main housing 4 is resin-molded, the electric heater 6 configured as described above is loaded as an insert into the mold, and then the molten resin is injected into the mold. Thereby, the electric heater 6 is wrapped and solidified with a molten resin, and the main housing 4 as an integrated composite part is produced. Here, as shown in FIG. 1, the electric heater 6 is arranged at the center of the main housing 4, and the hollow portion 21 d of the bobbin 21 of the electric heater 6 covers most of the valve chamber 4 d of the main housing 4. It is composed. Thereby, the inner peripheral surface of the bobbin 21 constitutes most of the inner peripheral surface of the valve chamber 4d. The valve seat 9 is included in the large flange 21a of the bobbin 21, and is integrally formed with the main housing 4 in a state where the valve seat 9 is in contact with the inner peripheral surface of the large flange 21a. Furthermore, the electric heater 6 is provided so as to surround the valve chamber 4d from the outlet 13 to the vicinity of the inlet 4e. More specifically, as shown in FIG. 1, the electric heater 6 has a valve chamber 4d at least from the outlet 13 to the flange 10a of the valve body 10 in a state where the valve body 10 is disposed at the initial position by the biasing force of the spring 11. Is provided so as to surround.

  An external connector (not shown) is connected to the connector portion 4a shown in FIG. The external connector is configured to be electrically connectable to the connection terminal 23. The external connector is connected to a controller (not shown) via external wiring (not shown) in order to control the electric heater 6.

  In this embodiment, the wire 22a is made of a brass wire because of its material characteristics. That is, the wire type of the wire 22a is selected on the condition that both the volume resistivity and the resistance temperature coefficient are relatively large as material properties. Here, the material characteristics of four types of wires (copper wire, copper nickel wire, brass wire, and nichrome wire) including brass wires that have been conventionally used as coil wires will be described in comparison with the following. .

  In FIG. 5, the structure of the heating apparatus used for measurement is shown with sectional drawing. In this measurement, the coil 32 was formed by winding the wire 32 a of each wire type around the outer periphery of the resin bobbin 31 in two layers. The length of the coil 32 serving as a heating member in the axial direction was set to “16 mm”. The heater heat capacity by energizing the coil 32 was set to “5 W”.

  The measurement results are shown in the table in comparison with FIG. In this table, for “copper wire”, “copper nickel wire”, “brass wire” and “nichrome wire”, “wire diameter”, “heat generating body size”, that is, “outer diameter” of coil 32, “temperature characteristics” and "Cost" is shown in comparison. In this table, when the “wire diameter” is a minimum value of “around φ0.15” as a guide, “copper wire” and “brass wire” are “φ0.15” and “copper nickel wire” is “ φ0.2 ”, and“ Nichrome wire ”becomes thicker“ φ0.4 ”. If the “wire diameter” is thin, it is easy to break, and if it is thick, winding becomes difficult.

  In the table of FIG. 6, the “heating part physique” has “φ13” as a guideline, and “copper nickel wire” and “brass wire” are slightly smaller “φ12.9” and “φ12.7”, respectively. The “Nichrome wire” has a slightly larger “φ13.6” and the “Copper wire” has a larger “φ14.2”. It is desirable to reduce the heat generating body size (outer diameter) by reducing the number of turns of the coil 32 as much as possible.

  In the table of FIG. 6, regarding “temperature characteristics”, “copper wire” and “brass wire” are “temperature controllable”, and “copper nickel wire” and “nichrome wire” are “temperature control impossible”. If the coil 32 is “temperature control impossible”, continuous energization becomes difficult unless the temperature is controlled from the outside. FIG. 7 is a time chart showing the relationship between the heater current and the heater temperature in the case of “copper wire and brass wire”. FIG. 8 is a time chart showing the relationship between the heater current and the heater temperature in the case of “copper nickel wire and nichrome wire”. As can be seen from FIG. 7, in the case of “copper wire and brass wire”, it can be seen that the heater current gradually decreases as the heater temperature rises from the start of energization. It can also be seen that the heater temperature saturates with time, that is, the self temperature can be controlled. For this reason, the coil 32 does not melt due to heat generation even by continuous energization. On the other hand, as is apparent from FIG. 8, it can be seen that the heater current gradually decreases as the heater temperature rises from the start of energization, in the case of “copper nickel wire and nichrome wire”. On the other hand, it can be seen that the heater temperature continues to rise with time, that is, the self-temperature cannot be controlled. For this reason, there is a possibility that the coil 32 may be heated and melted by continuous energization.

  In the table of FIG. 6, “cost” indicates that “copper wire” and “brass wire” are inexpensive, “nichrome wire” is slightly expensive, and “copper nickel wire” is expensive. In view of manufacturing cost, it is desirable to make it as cheap as possible.

  FIG. 9 is a table comparing the measurement results for each line type. The wire types used for the measurement were two types of “copper wire”, “copper nickel wire”, “brass wire”, and “nichrome wire”. The measurement items were “wire diameter”, “volume resistivity”, “resistance temperature coefficient”, “number of turns”, “layer (number of turns that can be wound in one layer)”, “winding outer diameter”, and “resistance value”. It was. In this measurement, in order to set the heater heat capacity by energization of the coil to “5 W (10.5 V)”, each wire type wire was wound around the outer periphery of a resin bobbin having the same physique to constitute a coil.

  If the “wire diameter” is thin, the wire is easily broken, and if it is thick, winding is difficult. In the table of FIG. 9, the “wire diameter” is “φ0.15-φ0.20” for one “copper wire”, “copper nickel wire”, and “brass wire”, and becomes “φ0.10”. It can be said that it is more advantageous than "Nichrome wire" which is "copper wire" and "φ0.4".

  If the “volume resistivity” is large, the “number of turns” of the wire can be reduced. In the table of FIG. 9, “volume resistivity” of “copper nickel wire” and “brass wire” is “0. 0” in “copper wire”, “copper nickel wire” and “brass wire” having advantageous wire diameters. 15 (μΩm) ”and“ 0.06 (μΩm) ”, the“ turn number ”is“ 118 ”and“ 167 ”, respectively, and the“ turn number ”of the other“ copper wire ”is“ 553 ”. It can be said that it is advantageous compared with. In this case, the “turn number” is “167” in the “brass wire”, which is larger than the “copper nickel wire” which is “118”, but the “brass wire” which is “φ12.66” in the “winding outer diameter”. "Is smaller and more advantageous than" copper nickel wire "which becomes" φ12.86 ".

The larger the “resistance temperature coefficient”, the higher the function of controlling the self-temperature. In the table of FIG. 9, “copper nickel wire” and “brass wire” having advantageous “volume resistivity”, “resistance temperature coefficient” is “490 (× 10 ⁻⁶ / ° C.)” for “copper nickel wire”. Therefore, the “brass wire” that is “1700 (× 10 ⁻⁶ / ° C.)” is more advantageous. The value of “resistance temperature coefficient” of “1700 (× 10 ⁻⁶ / ° C.)” is a value that allows the electric heater 6 (coil 22) to be continuously energized for at least 60 minutes.

  From the above comparison results, in this embodiment, the wire 22a used for the coil 22 of the electric heater 6 has a condition that both “volume resistivity” and “resistance temperature coefficient” are relatively large as material properties. As a line type, “brass wire” is selected.

According to the PCV valve 1 of the present embodiment described above, “brass wire” is selected as the type of the wire 22a constituting the coil 22 of the electric heater 6. Since this “brass wire” has a relatively large value (0.06 (μΩm)) as a material characteristic, the volume characteristic of the coil 22 for obtaining a predetermined calorific value (5 W). The number of turns (number of turns) is relatively small. For this reason, the physique of the coil 22 can be made compact, and the electric heater 6 can be made compact. In addition, since the “brass wire” has a relatively large value of “resistance temperature coefficient” (1700 (× 10 ⁻⁶ / ° C.)) as a material characteristic, the coil 22 can control its own temperature. . That is, the heater temperature eventually saturates due to the balance between heat generation and heat dissipation by the coil 22. For this reason, the exothermic melting damage of the coil 22 can be prevented, and the reliability with respect to the exothermic melting damage of the electric heater 6 can be improved.

In this embodiment, since the bobbin 21 is made of resin, the bobbin 21 is reduced in weight. In this sense, the entire electric heater 6 can be reduced in weight by the weight reduction of the bobbin 22. Further, by using “brass wire” for the wire 22a, the value of the “resistance temperature coefficient” becomes a predetermined value (1700 (× 10 ⁻⁶ / ° C.)), and the electric heater 6 (coil 22) has its own temperature. Therefore, continuous energization for at least 60 minutes is possible. In this sense, the valve body 10 and the valve seat 9 of the PCV valve 1 can be effectively heated, which is effective for preventing freezing of the portion.

  Furthermore, in this embodiment, since the housing 3 of the PCV valve 1 is composed of a main housing 4 and a sub housing 5 made of resin, the electric heater 6 is insert-molded into the main housing 4 when the main housing 4 is resin-molded. It becomes possible to do. For this reason, the electric heater 6 can be integrally formed in the main housing 4, and by extension, the electric heater 6 can be integrated with the PCV valve 1.

  In addition, according to the PCV valve 1 described above, the blow-by gas of the engine body 2 enters the valve chamber 4d from the inlet 4e of the main housing 4, and is externally supplied from the gas flow rate adjusting unit 13 through the hollow portion 5c of the sub housing 5. Spill to The outflow amount of blow-by gas from the gas flow rate control unit 13 is determined by the opening degree of the valve body 10 and the valve seat 9 moving in the valve chamber 4d. Here, the electric heater 6 is provided from the gas flow rate adjusting unit 13 to the vicinity of the inlet 4e, more specifically, from the gas flow rate adjusting unit 13 to the flange 10a of the valve body 10 so as to surround the valve chamber 4d. Accordingly, in addition to the valve seat 9 of the gas flow rate control unit 13 from which blow-by gas flows out, the valve body 10 and the spring 11 positioned in the valve chamber 4d are each warmed by the heat generated by the electric heater 6. Here, the valve body 10 moves in the axial direction in the valve chamber 4d, but most of the valve chamber 4d, which is the moving range of the valve body 10 and its flange 10a, is warmed by the electric heater 6, so that the moving valve body 10 can be reliably warmed by the electric heater 6. For this reason, in the PCV valve 1, the valve seat 9 can be effectively prevented from freezing, and the valve body 10 and the spring 11 can also be effectively prevented from freezing.

  According to this embodiment, since the electric heater 6 is assembled to the main housing 4 via the bobbin 21, the assemblability is improved. That is, there is no need to directly assemble the coil 22 as an electric heater to the main housing 4, and the electric heater 6 is integrally formed with the main housing 4 by insert molding the bobbin 21 with the coil 22 mounted on the main housing 4. Therefore, the electric heater 6 can be easily assembled to the main housing 4. For this reason, the productivity of the PCV valve 1 having the electric heater 6 can be improved. Further, since the bobbin 21 is made of a material having good heat conductivity, and the inner peripheral surface of the bobbin 21 constitutes most of the inner peripheral surface of the valve chamber 4d, the heat generated in the coil 22 is generated via the bobbin 21 in the valve chamber 4d. In this sense, the valve body 10 and the spring 11 are more easily warmed by the heat generated by the electric heater 6. For this reason, the freeze prevention effect of the valve seat 9, the valve body 10, and the spring 11 can be improved.

  Further, according to this embodiment, one end of the spring 11 provided in the valve chamber 4d is in contact with the valve seat 9 having good heat conductivity, and the bobbin 21 which is a part of the electric heater 6 is disposed around the valve seat 9. A large flange 21a is arranged. Further, the other end of the spring 11 contacts the flange 10 a of the valve body 10. Accordingly, the heat generated by the electric heater 6 is directly transmitted to the valve seat 9, further transmitted to the spring 11 through the valve seat 9, and transmitted to the flange 10 a of the valve body 10 through the spring 11. In this sense, the antifreezing effect of the valve seat 9 can be further improved, and in addition, the antifreezing effect of the spring 11, the valve body 10, and its flange 10a can be improved.

  In addition, in this embodiment, the main housing 4 constituting the housing 3 is provided with a valve chamber 4d constituting a gas passage, and the electric heater 6 is integrally formed in advance. Further, the main housing 4 is provided with a connection terminal 23 and a connector portion 4a for supplying electricity to the electric heater 6. Therefore, there is no need to provide a connection terminal or a connector for supplying electricity to the electric heater 6 in the sub housing 5 different from the main housing 4. For this reason, in order to supply electricity to the electric heater 6, it is necessary to provide a connecting portion for conducting electricity between the main housing 4 and the sub-housing 5 constituting the housing 3, that is, a connecting portion by wiring soldering or the like. In addition, the manufacture of the PCV valve 1 can be simplified, wiring connection failure can be prevented, and durability can be improved.

  Further, in this embodiment, the main housing 4 provided with the electric heater 6 includes the valve chamber 4d from the inlet 4e to the gas flow rate adjusting unit 13, so that the valve chamber 4d from the inlet 4e to the gas flow rate adjusting unit 13 is provided. And the valve body 10 can be heated by the electric heater 6. In this sense, it is possible to effectively heat the valve body 10 and the gas flow rate adjusting unit 13 which are the main parts of the PCV valve 1, and it is possible to effectively prevent the valve body 10 and the like from being frozen. Further, since the connector portion 4a is provided in the main housing 4 provided with the electric heater 6, the resin volume around the valve chamber 4d to be subject to freezing is increased by the amount of the connector portion 4a, and the heat receiving effect is increased by that amount. Will improve. In this sense, antifreezing performance can be improved.

  Furthermore, if this embodiment is twisted, the sub-housing 5 constituting the hollow portion 5c as the gas passage on the downstream side from the gas flow rate adjusting portion 13 is constituted by a member different from the main housing 4, so that the electric heater The sub-housing 5 can be commonly used even among models having different specifications for mounting to the engine 6 or the engine body. Specifically, even if various sizes and shapes on the side of the main housing 5 have to be prepared according to the heating capacity of the electric heater 6 and the shape or size of the engine body, the sub housing 5 is commonly used for general purposes. The two housings 3 can be dealt with only by changing the design of one of the main housings 4. For this reason, the common use of the sub-housing 5 can simplify the production of a plurality of types of PCV valves.

[Second Embodiment]
Next, a detailed description will be given of a second embodiment in which the control device for a heating device for an intake system component according to the present invention is embodied with reference to the drawings.

  In this embodiment, a control device for the electric heater 6 of the PCV valve 1 will be described. FIG. 10 is a schematic configuration diagram showing this control device. An electric heater 6 of the PCV valve 1 is connected to an electronic control unit (ECU) 51 provided for controlling the engine via a heater switch 52. Further, the ECU 51 receives various signals relating to the operating state and operating conditions of the engine. That is, the ECU 51 receives a signal related to ignition (IG) / ON / OFF by operation of an ignition switch (not shown). The ECU 51 receives a signal related to the voltage of the in-vehicle battery (battery voltage). The ECU 51 receives a signal related to the engine coolant temperature. A signal related to the intake air temperature of the engine is input to the ECU 51. The ECU 51 receives a signal related to the outside air temperature of the vehicle. A signal related to the engine speed is input to the ECU 51. A signal related to the traveling speed (vehicle speed) of the vehicle is input to the ECU 51. Further, the ECU 51 receives a signal related to the temperature of the electric heater 6 (heater temperature). The ECU 51 controls the energization of the coil 22 of the electric heater 6 based on various signals reflecting the operating state of the engine and the material characteristics of the wire 22a constituting the coil 22 of the electric heater 6. . The ECU 51 corresponds to the control means of the present invention.

  Next, the energization control content of the electric heater 6 executed by the ECU 51 will be described with reference to the flowchart of FIG. When the process moves to this routine, first, in step 100, the ECU 51 reads various signals. Here, the various signals mean various signals input to the ECU 51 as shown in FIG.

  Thereafter, in step 110, the ECU 51 determines whether various conditions for energizing the electric heater 6 are satisfied. That is, in this embodiment, the ignition (IG) is “ON”, the battery voltage is equal to or higher than a predetermined value, each of the cooling water temperature, the intake air temperature, and the outside air temperature is a low temperature lower than the predetermined value, the engine The rotational speed and the vehicle speed are each a low speed equal to or lower than a predetermined value, the elapsed time after engine start is equal to or lower than a predetermined value, the heater temperature is a low temperature equal to or lower than a predetermined value, and the electric heater 6 is energized The ECU 51 determines that various conditions are satisfied only when the elapsed time is equal to or less than the predetermined value and all the elapsed time after the electric heater 6 is deenergized is equal to or greater than the predetermined value. Here, each of a predetermined value serving as a reference for the elapsed time after the start of energization of the electric heater 6 and a predetermined value serving as a reference for the elapsed time after the stop of energization differ depending on the material characteristics of the wire 22 a of the coil 22. In this embodiment, each said predetermined value is previously determined according to the material characteristic of the wire 22a.

  If the determination result in step 110 is affirmative, the ECU 51 turns on the heater switch 52 to energize the electric heater 6 in step 120. If the determination result in step 110 is negative, in step 130, the ECU 51 turns off the heater switch 52 in order to stop energization of the electric heater 6.

  As described above, according to the control device of this embodiment, the ECU 51 controls the energization of the coil 22 of the electric heater 6 based on various conditions reflecting the operating state of the engine and conditions reflecting the material characteristics of the wire 22a. Is done. Therefore, the temperature of the coil 22 is adjusted according to the operating environment condition for the coil 22 composed of the wire 22a made of a specific material. In this sense, it is possible to prevent the coil 22 from overheating, and to further improve the reliability of the coil 22 against heat loss.

[Third Embodiment]
Next, a third embodiment in which the heating device for intake system parts in the present invention is embodied as a throttle device with a heater will be described with reference to the drawings.

  FIG. 12 is an exploded sectional view of the heater-equipped throttle device. The throttle device includes a resin throttle body 42 having a bore 41 and a throttle valve 43 provided in the throttle body 42 for opening and closing the bore 41. The throttle valve 43 is opened and closed by a drive mechanism (not shown). This throttle device is provided in the intake passage of the engine and is used to adjust the intake amount of the engine. As a material of the throttle body 2, for example, “PPS” is used as a resin.

  The throttle body 42 is formed by being divided into a valve portion 44 including the throttle valve 43 and a duct portion 45 not including the throttle valve 43. The valve portion 44 and the duct portion 45 are provided with flanges 44a and 45a, respectively, and are connected to each other by adhesives at the flanges 44a and 45a. That is, the valve portion 44 and the duct portion 45 are provided so as to be assembled together by bonding the flanges 44a and 45a together. In addition, a cylindrical metal collar 46 and a coil heater 47 provided on the outer periphery of the collar 46 are attached to the duct portion 45. The coil heater 47 is configured by winding a wire 47 a in a wave shape around the outer periphery of the metal collar 46. In this embodiment, “brass wire” selected from the same viewpoint as that of the first embodiment is used for the wire 47a of the coil heater 47. A circumferential groove 45 c for attaching the metal collar 46 is formed on the joint surface 45 b of the duct portion 45. The upper part of the metal collar 46 is inserted and attached to the circumferential groove 45c. A coil heater 47 is wound around the outer periphery of the lower half skirt portion 46 a of the metal collar 47. The skirt portion 46a protrudes downward from the duct portion 45. On the other hand, a circumferential groove 44 c that matches the circumferential groove 45 c of the duct portion 45 is formed on the joint surface 44 b of the valve portion 44. A skirt portion 46a of the metal collar 46 and a coil heater 47 are provided in the circumferential groove 44c so as to be insertable. In a state where the skirt portion 46 a and the coil heater 47 are inserted and incorporated in the circumferential groove 44 c, the metal collar 46 and the coil heater 47 are disposed around the throttle valve 43. In this embodiment, the throttle device (throttle body 43) corresponds to an intake system component of the present invention. The throttle valve 43 corresponds to the movable part of the present invention. The metal collar 46 is made of, for example, aluminum and corresponds to the holder of the present invention. The coil heater 47 corresponds to the heating member of the present invention.

  A power supply lead wire 48 provided in the coil heater 47 is led out from between the flanges 44a and 45a. When the coil heater 47 is energized through the lead wire 48, the coil heater 47 generates heat. The heat of the coil heater 47 is transmitted to the valve portion 44 and the duct portion 45 through the metal collar 46. In this way, the valve portion 44 and the duct portion 45 are heated, so that the bore 41 in the vicinity of the throttle valve 43 is warmed up. This warm-up is used as a countermeasure against freezing of the throttle valve 43.

  Therefore, also in this embodiment, since “brass wire” is selected as the type of the wire 47a for the coil heater 47 which is a heating device, basically the same effect as the electric heater 6 of the first embodiment is obtained. be able to. Further, since the coil heater 47 is composed of the wire 47a, the heater 47 can have a degree of freedom in shape. For this reason, the coil heater 47 can be freely deformed in a wave shape on the outer periphery of the metal collar 46 and disposed in a wide range. Thereby, the warm-up efficiency of the throttle device by the coil heater 47 can be improved.

  Note that the present invention is not limited to the above-described embodiments, and a part of the configuration can be changed as appropriate without departing from the spirit of the invention.

  For example, in each of the above-described embodiments, the “brass wire” selected on the condition that both the volume resistivity and the resistance temperature coefficient are relatively large as the material properties is used for the wires 22a and 47a. The wire type is not limited to “brass wire”, and other wire types may be selected as long as the material properties satisfy both the volume resistivity and the temperature coefficient of resistance are relatively large. it can.

    In each of the above embodiments, the PCV valve 1 and the throttle device have been described as the intake system components. However, any intake system components other than the PCV valve and the throttle device may be used as long as they are used in the intake system and have moving parts. Good.

  Moreover, in the said 2nd Embodiment, although the control apparatus of the electric heater 6 of the PCV valve 1 which is an intake system component was demonstrated, it can also be actualized in the control apparatus of the coil heater 47 of the throttle apparatus which is an intake component.

Sectional drawing which shows a PCV valve | bulb. The top view which shows an electric heater. FIG. 3 is a sectional view taken along line AA in FIG. 2. The front view which shows an electric heater. Sectional drawing which shows the structure of the heating apparatus used for the measurement. Table showing comparison of measurement results. The time chart which shows the relationship between the heater electric current and heater temperature in the case of a copper wire and a brass wire. The time chart which shows the relationship between heater current and heater temperature in the case of copper nickel wire and nichrome wire. Table showing comparison of measurement results. The block which shows the control apparatus of the electric heater of a PCV valve. The flowchart which shows the content of the electricity supply control of an electric heater. Sectional drawing which decomposes | disassembles and shows the throttle apparatus with a heater.

Explanation of symbols

1 PCV valve (intake system parts)
3 Housing 4 Main housing 6 Electric heater (heating device)
10 Valve body (moving part)
21 Bobbin (holder)
22 Coil (heating member)
22a Wire 31 Bobbin 32 Coil (heating member)
32a Wire 42 Throttle body 43 Throttle valve (movable part)
46 Metal collar (holder)
47 Coil heater (heating member)
47a Wire 51 ECU (control means)

Claims (5)

A heating device for an intake system component, which is provided in an intake system component of an engine and is assembled with a holder for heating a movable part of the intake system component,
The holder has a cylindrical shape, the heating member is a coil formed by winding a wire around the holder, and the wire has a relatively large volume resistivity and resistance temperature coefficient as its material characteristics. A heating device for intake system parts, characterized by being selected as a condition. The heating device for an intake system component according to claim 1, wherein the wire is made of a brass wire, and the holder is made of a resin. 3. The heating device for an intake system component according to claim 1, wherein the resistance temperature coefficient of the wire is set to a value that allows the heating member to continuously energize for at least 60 minutes. The heating device for an intake system component according to any one of claims 1 to 3, wherein the intake system component is made of resin. A control device for controlling a heating device for an intake system component according to any one of claims 1 to 4,
A control device for a heating device for an intake system component, comprising control means for controlling energization to the heating member based on an operating state of the engine and the material characteristics.

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