JP2011231719A - Internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress effects of a predetermined component such as an acidic component on oil in an internal combustion engine.SOLUTION: The internal combustion engine 10 has a functional member 40 that integrally includes a reaction entity with a function for adsorbing the predetermined component and a water adsorbing entity with a function for adsorbing water in a cylinder head cover 16.

Description

  The present invention relates to an internal combustion engine that can be used in a vehicle or the like.

  Patent Document 1 discloses a chemical filter used in a lubrication system of an internal combustion engine. According to the description of Patent Document 1, this chemical filter is used in a housing of an oil filter in an internal combustion engine lubrication system or used in a bypass portion of the oil filter and can have an ion exchange material. .

Special table 2008-540123

  For example, an acidic component can be generated in a cylinder head cover of an internal combustion engine. Such components can be mixed into the engine oil as the gas and oil circulate in the internal combustion engine. However, since such components promote the deterioration of the oil, some measures are required.

  Therefore, the present invention has been made in view of such a point, and an object thereof is to suppress the influence of such components on oil in an internal combustion engine.

  The present invention provides an internal combustion engine including a reactant having a function of adsorbing a predetermined component and a water adsorbent having a function of adsorbing water.

  The reactant and the water adsorbent are preferably provided integrally. The reactant and the water adsorbent may be provided in the cylinder head cover.

  A heating system for heating the cylinder head cover may be further provided. The heating system includes a flow path in which a part of the cylinder head cover is formed and the heat medium flows, a heat storage device provided in the flow path, an adjustment unit for adjusting the flow of the heat medium to the heat storage device, and the cylinder head cover The temperature detecting means for detecting the temperature of the cylinder head and the control means for controlling the operation of the adjusting means in accordance with the temperature of the cylinder head cover detected using the temperature detecting means may be provided.

1 is a conceptual diagram of an internal combustion engine according to a first embodiment of the present invention. It is a graph showing the result of the experiment conducted in order to investigate the effect of the ion exchange resin in oil. It is a graph showing the result of the experiment conducted in order to investigate the effect of the ion exchange resin in oil, and the relationship between the water content in oil and oil viscosity. It is a conceptual diagram of the internal combustion engine which concerns on 2nd Embodiment of this invention. It is a conceptual diagram of the internal combustion engine which concerns on 3rd Embodiment of this invention. It is a conceptual diagram of the internal combustion engine which concerns on 3rd Embodiment of this invention. It is a conceptual diagram of the internal combustion engine which concerns on 4th Embodiment of this invention. It is a conceptual diagram of the internal combustion engine which concerns on 4th Embodiment of this invention.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 conceptually shows an internal combustion engine (hereinafter, engine) 10 according to an embodiment of the present invention. However, the engine 10 in the present embodiment is an in-line four-cylinder engine, but the engine to which the present invention is applied is not only the number of cylinders and the cylinder arrangement type, but is a spark ignition engine or a compression ignition type engine. It doesn't matter if it's an institution.

  The engine 10 includes a cylinder block 12 integrally provided with a crankcase 11, a cylinder head 14, a head cover 16 that covers the cylinder head 14 from above, and an oil pan 18. The air-fuel mixture of the air taken in through the throttle valve 22 of the intake passage 20 and the fuel injected from the fuel injection valve is burned in the combustion chamber 23, and the exhaust gas is discharged through the exhaust passage.

  The cylinder block 12 and the cylinder head 14 are provided with an oil return passage (oil dropping passage) 24 that connects the inside of the head cover 16 and the inside of the crankcase 11, that is, the oil pan 18. A plurality of oil return passages are provided. The oil return passage is a passage for returning (dropping) the oil that has finished lubrication of the valve system from the cylinder head 14 toward the oil pan 18, and at the same time, blow-by gas in the crankcase 11 is put into the head cover 16. This is a passage for moving upward.

  The lubricating device of the engine 10 includes the oil return passage 24 and the oil pan 18. Only a part of the lubricating device is shown in FIG. The lubricating device includes a strainer and an oil pump, and the oil in the oil pan 18 is pumped (sucked) by the oil pump through the strainer. The oil pumped in this way passes through an oil filter through oil passages formed in the engine 10 (including a plurality of oil passages corresponding to each supply site), for example, each part in the engine 10 such as a camshaft journal and a crank journal. , Connecting rod and piston 28. Then, the lubricating oil, that is, the oil thus supplied to the respective parts finally returns to the oil pan 18 through the oil return passage by its own weight.

  Here, the blow-by gas is a gas that leaks into the crankcase 11 from the gap between the piston ring of the piston 28 and the cylinder bore of the cylinder block 12. This blow-by gas contains a large amount of hydrocarbons and moisture. For this reason, too much blow-by gas causes premature deterioration of engine oil and rust inside the engine. Further, since the blow-by gas contains hydrocarbons, it is not environmentally preferable to release it to the atmosphere as it is. Therefore, the engine 10 includes a blow-by gas recirculation device 30. After the blow-by gas is introduced into the head cover 16, the blow-by gas is forcibly returned to the intake passage 20 through a route described later using intake negative pressure and supplied to the combustion chamber 23.

  The blow-by gas recirculation device 30 includes a PCV passage 34 that connects the intake passage 20 d on the downstream side of the throttle valve 22 and the inside of the head cover 16. Here, PCV is an abbreviation for Positive Crankcase Ventilation. In addition, an air passage 36 is formed to connect the intake passage 20 u on the upstream side of the throttle valve 22 and the inside of the head cover 16. A PCV valve 36 that opens and closes the PCV passage 34 is provided. The PCV valve opens and closes according to the magnitude of the intake negative pressure and changes the flow rate in the PCV passage 34, and is fixed to the head cover 16 here. FIG. 1 conceptually shows the gas flow when the engine is lightly loaded.

  An oil separator chamber for separating oil from blow-by gas is defined in the head cover 16 of the engine 10. The blow-by gas includes oil mist as a gas generated by stirring and evaporation of oil in the crankcase 11 in addition to the above-described fuel and hydrocarbons, which are fuel components. For this reason, if the blow-by gas is simply circulated to the intake side, the oil is also burned at the same time, which increases the amount of oil consumed and causes white smoke due to oil combustion. Therefore, an oil separator chamber having a known configuration is formed in the head cover 16. By passing the blow-by gas through the oil separator chamber, it is possible to separate and recover the oil from the blow-by gas before returning the blow-by gas to the intake system, and to solve such problems.

  By the way, such blow-by gas contains NOx and moisture contained in the already burned gas. Since the head cover 16 is difficult to transmit heat from the engine and its outer surface is exposed to outside air and cooled by cooling air or the like, condensed water due to condensation or the like tends to be generated on the inner surface of the head cover 16. Therefore, an acidic substance such as nitric acid is easily formed in the head cover 16 due to the reaction thereof. Such acidic substances can be mixed with lubricating oil, that is, engine oil, and can promote generation, adhesion, and accumulation of sludge inside the engine.

  Therefore, the engine 10 has a functional member 40 in order to remove such acidic substances, that is, acidic components. The functional member 40 is provided in the head cover 16. More specifically, here, the functional member 40 is provided on the inner surface of a separator chamber forming member that partitions and forms an oil separator chamber for separating oil from the blow-by gas. As shown in FIG. 1, the functional member 40 is provided on the inner wall surface of the head cover 16 that is a separator chamber forming member, and the functional member 40 is provided on a wall surface of a baffle plate (not shown) that is a separator chamber forming member. In addition, the functional member 40 is affixed on those wall surfaces using the adhesive agent which is a chemical adhesion means. However, it is also possible for the functional member 40 to be attached to those wall surfaces using mechanical coupling means such as bolts and nuts.

  The functional member 40 includes a metal mesh (metal mesh) case, and an ion exchange resin and silica gel put in the case. The ion exchange resin is a reactant and has a function of adsorbing predetermined ions (ion components). In other words, the ion exchange resin of the functional member 40 has a function of adsorbing such predetermined ions in order to remove the predetermined ions. Note that the ion exchange resin has a function of adsorbing predetermined ions and releasing other ions instead. Here, an anionic ion exchange resin is used as the ion exchange resin, and the ion exchange resin of the functional member 40 is made of this. Examples of ion exchange resins include Diaion (registered trademark) series ion exchange resins manufactured by Mitsubishi Chemical Corporation and Amberlite (registered trademark) series ion exchange resins manufactured by Rohm and Haas.

Here, specifically, an anionic ion exchange resin having a function of adsorbing nitrate ions is used to remove nitrate ions (NO ₃ ⁻ ) that can be generated by NOx and water in blow-by gas from the oil. It is done. Such an anionic ion exchange resin has a function of adsorbing the anions and releasing, for example, hydroxide ions. Such an ion exchange resin may have various shapes such as a fiber shape, a bead shape (spherical shape), or a membrane shape.

  The silica gel of the functional member 40 is a water adsorbent and has a function of adsorbing water. Here, the silica gel is mixed with the above-described ion exchange resin and integrally placed in the case. Accordingly, the functional member 40 has a function of adsorbing nitrate ions and a function of adsorbing water. Note that silica gel as a water adsorbent is provided, for example, to improve the reaction performance of the ion exchange resin.

  Since such a functional member 40 is provided in the head cover 16, the acid component as described above can be appropriately removed from the space 42 through which oil and gas can flow. Below, the effect of the functional member 40 is demonstrated concretely.

  At the time of engine cold start, the engine 10 is cold, so condensed water is likely to be generated in the head cover 16, but even if such water is generated, it can be adsorbed by the silica gel of the functional member 40. Thereby, compared with the case where such adsorption | suction of water is not performed, the temperature increase rate of the head cover 16 of the engine 10 increases. In addition, since such water is adsorbed by the silica gel, for example, the reaction distance between the ion exchange resin and acid ions such as nitrate ions is shortened, and the adsorption of acid ions by the ion exchange resin proceeds appropriately. Due to the heat generated during the reaction in the ion exchange resin, the temperature of the ion exchange resin itself increases and can reach the activation temperature range at an early stage. Therefore, the temperature rise in the head cover 16 is further promoted. As a result, acid ions such as nitrate ions are adsorbed to the ion exchange resin more rapidly. Therefore, the adverse effect of such components on the oil can be appropriately suppressed early.

  On the other hand, when the temperature of the engine 10 rises to some extent, the adsorbed water is released from the silica gel. And the temperature rise in the head cover 16 is suppressed by the vaporization heat of the water, and the temperature rise of the ion exchange resin is suppressed. Therefore, the temperature of the ion exchange resin is more appropriately maintained in the activation temperature range, and adsorption of predetermined components such as acid ions on the ion exchange resin is promoted.

  Here, since it experimented in order to investigate the effect by the functional member 40, the experimental result is demonstrated based on FIG. 2 and FIG.

  FIG. 2 is a graph showing the results of an experiment conducted for examining the effect of an ion exchange resin in oil. The graph of FIG. 2 shows the viscosity of the oil when 0 mol / L of nitric acid is added to the test oil (that is, when nitric acid is not added to the test oil), and 7.5 mmol / L of nitric acid in the test oil. The viscosity of the oil when adding is added, and the viscosity of the oil when 75 mmol / L nitric acid is added to the test oil is shown. In FIG. 2, at each nitric acid concentration, the viscosity of oil at room temperature just by adding nitric acid, the viscosity at room temperature of oil to which a predetermined amount of ion exchange resin was added after adding nitric acid and heating to 90 ° C., The viscosity at normal temperature of the oil heated to 90 ° C. by adding nitric acid is shown in order from the left side in the figure. In the experiment, Diaion (registered trademark) WA30 manufactured by Mitsubishi Chemical Corporation was used as an ion exchange resin having a function of adsorbing nitrate ions.

  By adding nitric acid and heating the oil to 90 ° C., the oil viscosity was significantly increased. This means that sludge generation was promoted by nitric acid and heat. However, by adding an ion exchange resin, such an increase in the viscosity of the oil was suppressed (see the arrow in FIG. 2). This means that nitrate ions were adsorbed by the ion exchange resin and sludge generation was suppressed. Thus, deterioration of oil can be suppressed by using an ion exchange resin having a function of adsorbing nitrate ions.

  On the other hand, FIG. 3 is a graph showing the effect of the ion exchange resin in the oil and the result of the experiment conducted for examining the relationship between the amount of water in the oil and the oil viscosity. The left group in FIG. 3 represents the viscosity of the oil when the weight ratio of water to oil (v / v) is 12.5%, and the right group in FIG. 3 has the same weight ratio of 7.5%. Represents the viscosity of the oil. Each group in FIG. 3 shows the viscosity of oil when 0 mol / L nitric acid is added to the test oil, the viscosity of oil when 7.5 mmol / L nitric acid is added to the test oil, and 75 mmol in the test oil. It consists of a graph showing the viscosity of oil when / L nitric acid is added. The graph of the right group in FIG. 3 corresponds to the graph of FIG. That is, in FIG. 3, at each nitric acid concentration, the viscosity of the oil at room temperature just by adding nitric acid, the oil at room temperature of the oil to which a predetermined amount of ion exchange resin was added after adding nitric acid and heating to 90 ° C. The viscosity at room temperature of the oil heated to 90 ° C. with addition of nitric acid is shown in order from the left side in the figure. In this experiment as well, Diaion (registered trademark) WA30 manufactured by Mitsubishi Chemical Corporation was used as an ion exchange resin having a function of adsorbing nitrate ions.

  As is clear from the comparison between the result of the left group and the result of the right group in FIG. 3, the viscosity of the oil with the increased amount of water was higher than the viscosity of the oil with the decreased amount of water. In the case of the experiment of FIG. 3, the difference in viscosity was 50 mPa · s or more due to the difference in water content in the oil. Therefore, it is desirable to reduce the amount of water in the oil.

  In the engine 10 according to the first embodiment, as described above, the functional member 40 having the ion exchange resin and the silica gel is disposed in the head cover 16. Therefore, as can be understood from the results of FIGS. 2 and 3, it is possible to appropriately suppress (reduce) the influence of acidic components such as nitrate ions on the oil in the engine 10.

  The functional member can be provided not only in the head cover 16 but also in various other places, for example, in the cylinder head 14.

  In the first embodiment, the anionic ion exchange resin is used as the reactant, but the reactant is not limited to the ion exchange resin as described above. Various anionic ion exchange resins and / or cationic ion exchange resins can be used as the reactant.

Ions that are desired to be adsorbed and removed by the use of an anionic ion exchange resin include not only such nitrate ions (NO ₃ ⁻ ), but also sulfate ions (SO ₄ ²⁻ ) that can be generated from blow-by gas, blow-by, for example. There are acetate ions (CH ₃ COO ⁻ ) that can be generated from gas, as well as formate ions (HCOO ⁻ ), chloride ions (Cl ⁻ ), and chromate ions (CrO ₄ ²⁻ ) that can be generated from blow-by gas. An anionic ion exchange resin having a function of adsorbing at least one ion selected from a group containing these or a group consisting of these may be used. The ions released from the anionic ion exchange resin may be ions that do not promote the deterioration of the oil, and preferably ions that suppress the deterioration of the oil.

  In addition, when an alkaline substance such as calcium carbonate is provided in the engine so as to suppress sludge generation, an ion exchange resin having a function of adsorbing Ca ions may be used. In addition, when calcium sulfonate is added as an additive in the oil, Ca ions can be generated from this calcium sulfonate. In such a case, a cationic ion exchange resin having a function of adsorbing Ca ions is also provided. It should be used.

In addition, not only such Ca ions (Ca ²⁺ ) but also, for example, Al ³⁺ , Fe ²⁺ , Fe ³⁺ , Cr are ions desired to be adsorbed and removed by using a cationic ion exchange resin. ^{There are 3+} , Pb ²⁺ , Ni ²⁺ , Cu ²⁺ , Mg ²⁺ and Ti ⁺ . These can come from additives to the oil, such as ZnDTP, or from wear and / or elution of engine components. In particular, it is desired that Cu ions, Al ions, Fe ions, and the like generated in engine oil due to wear of the sliding portion of the engine be removed. A cationic ion exchange resin having a function of adsorbing at least one ion selected from the group containing these or a group consisting of these may be used. The ions released from the cationic ion exchange resin may be ions that do not promote the deterioration of the oil, and preferably ions that suppress the deterioration of the oil.

  The reactant in the present invention is not limited to an ion exchange resin. Ion exchange resins, inorganic ion exchangers, chelate resins and / or synthetic adsorbents can be used as reactants. As the reactant, various substances having a function of adsorbing a predetermined component, and various substances having a function of adsorbing a predetermined component and a function of releasing another predetermined component can be used.

  Further, the components to be adsorbed and removed by the reactants are acid components such as nitrate ions, components generated from additives, components generated by wear and / or elution of engine components, and oil It may be an unnecessary component or impurity therein. In addition, the component which should be adsorb | sucked is not limited to the said ion, Moreover, components other than ion can also be included. The component to be released from the reactant is preferably a component that is harmless to engine oil or a useful component that functions as an additive to the oil. Similarly, the component to be released is not limited to the above ions, and may include components other than ions.

  Moreover, in the said embodiment, although the silica gel was used as a water adsorbent, a water adsorbent may be another substance which has the function to adsorb | suck water. For example, zeolite can be used as the water adsorbent.

  Further, in the functional member, a wire mesh case, a punching mesh type case, a bag-like case formed using a wire mesh, a resin, or the like, or a mesh type cylindrical case (having a storage region between the inner cylinder and the outer cylinder). Or the like, and a reactant such as an ion exchange resin or a water adsorbent can be placed therein. In addition, the reactant and water adsorbent can be laminated on a plate or film, or can be applied to parts using a spray or the like, and the reactant and water adsorbent thus fixed on the plate or the like It can be used as a functional member.

  In addition, as described in the first embodiment, such a reactant and water adsorbent are set as functional members by being put in a case or the like or fixed to a plate or the like, and installed at a predetermined place. Can be done. However, the reactant and the water adsorbent may be arranged without being put in a case or the like.

  Next, an engine 100 according to a second embodiment of the present invention will be described. In the description of engine 100, components corresponding to the components already described are denoted by reference symbols corresponding to the components already described. The engine 100 of the second embodiment is different from the engine 10 of the first embodiment in that a heating system 150 is provided. The engine 100 of the second embodiment substantially includes the configuration of the engine 10 of the first embodiment, has the same effect as the engine 10 of the first embodiment, and the same changes are applied.

  FIG. 4 is a conceptual diagram of the engine 100. FIG. 4 conceptually shows the heating system 150 provided therein. The vehicle is a hybrid vehicle, and is provided with a heat storage device 152 that stores combustion heat generated in the engine 100. The heat of the heat storage device 152 is used for heating (warming up) the head cover 116. Here, water is used as an example of the heat medium. Note that the heat storage device 152 is included in the heating system 150.

  In the head cover 116, an in-cover water channel 154 is formed as a flow path passing through the head cover 116. The in-cover water channel 154 has two connection ports that communicate with the outside of the head cover 116, a first connection port 156 and a second connection port 158. A functional member 140 including an ion exchange resin having a function of adsorbing a predetermined ion component such as nitrate ion and silica gel having a function of adsorbing water is provided on the inner wall surface of the head cover 116. As will be described later, the functional member 140 is provided so as to be heatable by heat from the in-cover water channel 154.

  Intake air flows into the combustion chamber 123 of the engine 100 through the intake port 160, and the combustion gas in the combustion chamber 123 is exhausted through the exhaust port 162. A port water channel 164 is provided in the intake port 160. The port water channel 164 has two connection portions, a third connection port 166 and a fourth connection port 168. The third connection port 166 is connected to the heat storage device 152 via the first flow path 170. The fourth connection port 168 is connected to the first connection port 156 of the in-cover water channel 154 via the second channel 172.

  The second connection port 158 of the in-cover water channel 154 is connected to the heat storage device 152 via the third flow channel 174. The second flow path 172 is provided with a pump 174 as adjustment means for adjusting the flow of water to the heat storage device 102. The pump 174 is connected to a vehicle control device 176 which is a control means. The pump 174 operates according to a signal from the control device 176 so as to circulate or stop the hot water in the flow path.

  The controller 176 is connected with a water temperature sensor (water temperature detecting means) 178 for detecting the cooling water temperature of the engine. The controller 176 is connected to a temperature sensor (temperature detecting means) 180 for detecting the temperature of the cylinder head cover 116, particularly the temperature inside the cylinder head cover 116. Note that the temperature sensor 180 may not be provided, and the temperature of the head cover 116 may be estimated (may be detected) based on the engine operating state or the like. In this case, a part of the control device 176 functions as temperature detection means.

  When engine 100 is started, control device 176 outputs a signal to pump 174 to operate pump 174 to circulate hot water. The operation of the pump 174 circulates hot water as follows. The hot water that has come out of the heat storage device 152 flows into the port water channel 164 from the third connection port 166 through the first flow path 170. The hot water from the heat storage device 152 flows into the wall of the intake port 160 via the port water channel 164, whereby the intake port 160 is warmed. Next, the hot water flows from the fourth connection port 168 of the port water channel 164 to the second flow channel 172 and from the first connection port 156 to the in-cover water channel 154. The warm water flows through the inside cover water channel 154, so that the head cover 116 is warmed. Thereby, the functional member 140 is also warmed. The hot water that has finished flowing through the in-cover water channel 154 flows from the second connection port 158 to the third flow channel 174 and is returned to the heat storage device 152.

  As described above, when the engine is started, the head cover 116 is heated by the hot water generated by passing through the heat storage device 152, so that warm-up of the engine is promoted. In addition, since the head cover 116 is warmed, the dew point temperature in the head cover 116 rises, and the generation of condensed water in the head cover 116 is suppressed. Further, since the functional member 140 is also warmed by heating the head cover 116, adsorption of nitrate ions and the like by the functional member 140 is promoted, and deterioration of the engine oil is also suppressed as described above.

  Such use of the heat of the heat storage device 152 is executed until the engine warm-up is completed. When the cooling water temperature obtained using the water temperature sensor 178 reaches a predetermined temperature, for example, reaches 70 ° C., the control device 176 determines that the engine warm-up is complete. Further, such use of the heat of the heat storage system 152 is executed until the temperature of the cylinder head cover 116 becomes a predetermined temperature or higher, for example, 60 ° C. or higher.

  Then, after the engine warm-up is completed, the use of heat of the heat storage device 152 is resumed when the temperature of the head cover 116 falls below a predetermined temperature, for example, 60 ° C., and stops when the temperature of the head cover 116 becomes higher than the predetermined temperature, for example, 60 ° Is done.

  In addition, although the said thermal storage apparatus 152 demonstrated as what was provided in the hybrid vehicle, the thermal storage apparatus mounted in general vehicles other than a hybrid vehicle may be used. Note that the heat storage device may include a heat storage tank.

  In the second embodiment, the heat of the heat storage device 152 is applied to the water flowing through the dedicated flow path including the in-cover water channel 154 formed in the head cover 116. However, the heat of the heat storage device 152 is not limited to being given to the water flowing through the in-cover water channel 154 and the port water channel 164 formed in the head cover 116, and the heat is given only to the water flowing through only the in-cover water channel 154. As such, a system including the heat storage device 152 may be configured. Alternatively, the heat of such a heat storage device 152 may be given to the entire engine cooling water in addition to the water in such a flow path when the engine is started. In this case, the water supplied into the head cover 116 may be engine cooling water. Next, an engine including a system configured to be able to heat the entire engine coolant will be described.

  Next, an engine 200 according to a third embodiment of the present invention will be described. In the description of the engine 200, the components corresponding to the components already described are denoted by the symbols corresponding to the components already described. The engine 200 of the third embodiment is different from the engine 10 of the first embodiment in that a heating system 250 is provided. The engine 200 of the third embodiment substantially includes the configuration of the engine 10 of the first embodiment, has the same effect as the engine 10 of the first embodiment, and the same changes are applied.

  Each of FIG. 5 and FIG. 6 is a conceptual diagram of the engine 200, in which a heating system 250 provided therein is conceptually represented. The heating system 250 is configured as a system capable of heating the entire engine coolant, and includes a heat storage tank 252 as a heat storage device in a flow path 251 through which water as a heat medium flows. The flow path 251 includes flow paths formed in each of the cylinder block 212, the cylinder head 214, and the head cover 216.

  In FIG. 5, the flow of water when flowing water through the heat storage tank 252 at the time of cold start or the like is schematically represented by arrows. When the engine is started and the temperature detected using the temperature sensor (temperature detection means) 280 for detecting the temperature of the head cover 216, particularly the temperature inside thereof, is lower than the first predetermined temperature, it functions as a control means The control device (not shown) operates the heating pump 282 and switches the switching valve 284 to the low temperature position. However, when the engine is started and the engine cooling water temperature detected by using a water temperature sensor (water temperature detecting means) (not shown) for detecting the cooling water temperature of the engine 200 is lower than the second predetermined temperature, the control device performs heating. And the switching valve 284 is switched to the low temperature position. That is, when the temperature of the head cover 216 is lower than the first predetermined temperature, or when the coolant temperature is lower than the second predetermined temperature, the control device operates the heating pump 282 and switches the switching valve 284 to the low temperature position. . When the engine is in an operating state, the cooling water circulation pump 286 is mechanically operated.

  When the heating pump 282 is operating and the switching valve 284 is in the low temperature position, the cooling water flows as shown by arrows in FIG. Cooling water that has been heated (heated) through the heat storage tank 252, that is, hot water, passes through the heating pump 282 and is sent to the switching valve 284 through the first flow path 288. The cooling water, which is hot water here, led into the cylinder block 212 via the switching valve 284 flows out to the second flow path 289 and the third flow path 290 via the flow paths of the cylinder head 214 and the head cover 216. The cooling water guided to the second flow path 289 flows to the heat storage tank 252 or the pump 286 via the heater core 291 and reaches the first flow path 288. On the other hand, a part of the cooling water led to the third flow path 290 reaches the first flow path 288 via a flow path 292 formed around the intake throttle valve 222.

  As described above, when the engine 200 is started, the head cover 216 is heated by the hot water generated by passing through the heat storage tank 252, so that warm-up of the engine 200 is promoted. In addition, since the head cover 216 is warmed, the dew point temperature in the head cover 216 increases, and the generation of condensed water in the head cover 216 is suppressed. Further, the functional member 240 provided therein is also warmed by heating the head cover 216. Therefore, adsorption of nitrate ions and the like by the functional member 240 is promoted, and deterioration of the engine oil is suppressed as described above.

  When the temperature of the head cover 216 detected using the temperature sensor 280 is equal to or higher than the first predetermined temperature and the cooling water temperature detected using the water temperature sensor is equal to or higher than the second predetermined temperature, the control device Stops the operation of the heating pump 282 and switches the switching valve 284 to the high temperature position. When the heating pump 282 is in the non-operating state and the switching valve 284 is in the high temperature position, the cooling water flows as indicated by arrows in FIG. Since the heating pump 282 is not operating, the flow of the cooling water to the heat storage tank 252 is substantially stopped. In addition, since the switching valve 284 is in a high temperature position (a position opened in three directions), the cooling water also flows into the radiator 293.

  Thereafter, when engine 200 is stopped, it is determined whether or not the coolant temperature is equal to or higher than a third predetermined temperature. When the cooling water temperature is equal to or higher than the third predetermined temperature, the control device operates the heating pump 282 to flow the cooling water to the heat storage tank 252. Thereby, heat recovery is performed in the heat storage tank 252. Such heat recovery is executed for a predetermined time or until the cooling water temperature becomes lower than the third predetermined temperature. However, when the battery capacity becomes a predetermined value or less, it is stopped. The heat recovered in this way is used as described above when the engine is next started.

  Note that the temperature sensor 280 is not provided, and the temperature of the head cover 216 may be estimated (may be detected) based on the engine operating state or the like.

  Next, an engine 300 according to a fourth embodiment of the present invention will be described. In the description of engine 300, components corresponding to the components already described are denoted by reference symbols corresponding to the components already described. The engine 300 according to the fourth embodiment is different from the engine 10 according to the first embodiment in that a heating system 350 is provided. The engine 300 of the fourth embodiment substantially includes the configuration of the engine 10 of the first embodiment, has the same effect as the engine 10 of the first embodiment, and the same changes are applied.

  Each of FIG. 7 and FIG. 8 is a conceptual diagram of the engine 300, in which the heating system 350 provided therein is conceptually represented. The heating system 350 is configured as a system capable of heating the entire engine coolant, and includes a heat storage tank 352 as a heat storage device in a flow path 351 through which water as a heat medium flows. The flow path 351 includes flow paths formed in each of the cylinder block 312, the cylinder head 314, and the head cover 316.

  In the heating system 350 according to the fourth embodiment, the cooling water exiting the cylinder head 314 can flow directly to the heat storage tank 352, and the cooling water from the heat storage tank 352 flows into the first flow path 388 at a second position. It differs from the heating system 250 in 3rd Embodiment by the point in which the switching valve 395 is provided. In other respects, the heating system 350 in the fourth embodiment is substantially the same as the heating system 250 in the third embodiment. Therefore, in the following, these differences will be mainly described.

  FIG. 7 corresponds to FIG. 5 of the third embodiment, and FIG. 7 shows that the temperature of the cylinder head 316 detected using the temperature sensor 380 is lower than the first predetermined temperature or the cooling water temperature is the first temperature. 2 Flow of cooling water when it is lower than a predetermined temperature is indicated by an arrow. In such a case, the heating pump 382 is activated by the signal from the control device, and the switching valve 384 is in the low temperature position.

  FIG. 8 corresponds to FIG. 6 of the third embodiment. In FIG. 8, the temperature of the cylinder head 316 detected using the temperature sensor 380 is equal to or higher than the first predetermined temperature, and the coolant temperature is the second temperature. The flow of the cooling water when the temperature is equal to or higher than the predetermined temperature is indicated by an arrow. In such a case, the heating pump 382 is deactivated by the signal from the control device, and the switching valve 384 is in the high temperature position.

  When the heating pump 382 is operated, that is, when the temperature of the cylinder head 316 is lower than the first predetermined temperature or when the cooling water temperature is lower than the second predetermined temperature, the second switching valve 395 is at a low temperature by the control device. Is in the position for use. The low temperature position of the second switching valve 395 is a position opened in three directions.

  On the other hand, the second switching valve 395 is configured such that when the heating pump 382 is in an inoperative state, that is, when the temperature of the cylinder head 316 is equal to or higher than the first predetermined temperature and the coolant temperature is equal to or higher than the second predetermined temperature. The high temperature position is set by the control device. The high temperature position of the second switching valve 395 is a position where the flow path 396 from the heat storage tank 352 closes to the first flow path 388.

  In the second to fourth embodiments, the heating system for warming the head cover is formed when the temperature of the functional member provided in the head cover is required, such as during cold start. It was comprised so that the heat | fever of a thermal storage apparatus might be given to the heat medium which flows through the flow path containing an inner flow path. However, the heating system may include a heater that generates heat when energized. In this case, the controller energizes the heater when the temperature of the functional member provided on the head cover is required, such as during cold start. The heater may be provided on the outer surface of the head cover, the inner surface, or between them, and may be provided so as to appropriately heat the functional member.

  As described above, the present invention has been described based on the above embodiment and its modifications. However, the present invention is not limited to these embodiments and the like, and other embodiments are allowed. For example, the present invention allows an embodiment in which the first to fourth embodiments are combined in a range that does not contradict each other. The present invention includes all modifications, applications, and equivalents included in the spirit of the present invention defined by the claims.

10 Engine 12 Cylinder block 14 Cylinder head 16 Head cover 18 Oil pan 20 Intake passage 22 Throttle valve 24 Oil return passage 40 Functional member

Claims (5)

  An internal combustion engine comprising: a reactant having a function of adsorbing a predetermined component; and a water adsorbent having a function of adsorbing water.   The internal combustion engine according to claim 1, wherein the reactant and the water adsorbent are provided integrally.   The internal combustion engine according to claim 1 or 2, wherein the reactant and the water adsorbent are provided in a cylinder head cover.   The internal combustion engine according to claim 3, further comprising a heating system for heating the cylinder head cover. The heating system includes:
A flow path in which a part of the cylinder head cover is formed and the heat medium flows;
A heat storage device provided in the flow path;
Adjusting means for adjusting the flow of the heat medium to the heat storage device;
Temperature detecting means for detecting the temperature of the cylinder head cover;
5. The internal combustion engine according to claim 4, further comprising control means for controlling the operation of the adjusting means in accordance with the temperature of the cylinder head cover detected using the temperature detecting means.

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