JP2013199907A - Air intake device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air intake device that can avoid inconvenience due to a temperature rise of combustion air by preventing pressurized air at a raised temperature from being fed to an internal combustion engine.SOLUTION: In a vehicle-mounted air intake device 10, an intercooler 23 cools pressurized air for combustion that is pressure-fed by a supercharger 20 driven by using an exhaust gas within an exhaust pipe 112, and subsequently the pressurized air is sucked by an internal combustion engine 101 via an intake duct 111. The vehicle-mounted air intake device 10 includes: a bypass duct 24 that is communicated with the upstream and downstream sides of the intercooler of the air intake pipe and comprises a bypass path of the pressurized air; an adjusting valve 25 for switching so that the pressurized air passes via the air intake pipe or the bypass pipe; and an ECU 102 that determines whether cooling performance of the intercooler deteriorates, and adjusts and operates the adjusting valve so that the pressurized air passes the bypass pipe in performance deterioration.

Description

  The present invention relates to a vehicle intake device, and more particularly, to an intake device including a supercharger with an intercooler.

  2. Description of the Related Art Conventionally, a vehicle that travels with an internal combustion engine as a drive source is known. This type of vehicle has a supercharger with an intercooler so that the compressed air cooled as combustion air is taken into the internal combustion engine. There is a case where the intake device provided is mounted on the vehicle together with the internal combustion engine.

As this type of intake device, a structure has been proposed in which an intercooler is interposed in an intake passage connected to an internal combustion engine, and a bypass passage that bypasses the intercooler so as not to intervene is parallel to the intake passage (patent) Reference 1). In this intake system, when the internal combustion engine is at a temperature equal to or lower than the warm air temperature, the exhaust gas is purified based on the intake air, and when the high-load operation is required, the bypass passage is used. Instead, the compressed air cooled by the intercooler is supplied as combustion air to the internal combustion engine.
In addition, as this kind of intake device, control using a bypass passage is also proposed in order to reduce acceleration noise during acceleration (Patent Document 2).

Japanese Patent Laid-Open No. 4-136424 Japanese Utility Model Publication No. 2-28532

However, in such an intake device, the intercooler takes in the traveling wind accompanying traveling and cools it. For this reason, this intake device cannot take in sufficient running wind at low speeds or stops and the intercooler receives heat from the internal combustion engine or the like and rises in temperature. There is a possibility that the combustion air (pressurized air) to be taken in cannot be cooled, and instead the temperature is raised. This increase in the temperature of the combustion air has adverse effects such as a decrease in the output of the internal combustion engine, deterioration in fuel consumption, and knocking at high loads.
In view of the above, an object of the present invention is to provide an intake device capable of avoiding inconvenience due to high temperature of combustion air by preventing pressurized air whose temperature has risen from being fed into an internal combustion engine.

  A first aspect of the invention relating to a vehicle air intake device that solves the above-mentioned problems is mounted on a vehicle together with an internal combustion engine that generates a driving force for traveling, and pressurized air for combustion is supplied to the internal combustion engine from a supercharger. An intake device that supplies and intakes air, the intake pipe being connected to the internal combustion engine and the supercharger and constituting a path for intake of the pressurized air, and the pressurized air disposed in the middle of the intake pipe An intercooler that cools the intake air, a bypass pipe that communicates with an upstream side and a downstream side of the intercooler of the intake pipe to form a bypass path of the pressurized air, and the addition pipe that passes through the intake pipe and the bypass pipe An adjustment valve that adjusts the intake amount of compressed air, a capacity determination unit that determines whether or not the cooling capacity of the intercooler is reduced when the intercooler is functioning, and the cooling capacity of the intercooler is reduced Intake air that adjusts the adjustment valve so that the intake air amount of the pressurized air that passes through the bypass pipe becomes larger than the intake air amount of the pressurized air that passes through the intake pipe when the capability determination unit determines. And a control unit.

According to a second aspect of the invention relating to a vehicle air intake device that solves the above problem, in addition to the specific matter of the first aspect, a vehicle speed detection unit that detects the speed of the vehicle, and the upstream side of the intercooler An upstream temperature detection unit that detects a temperature of air flowing in the intake pipe, and the capability determination unit is configured such that the speed of the vehicle detected by the vehicle speed detection unit is less than a preset speed, and When the temperature of the air detected by the upstream temperature detection unit is equal to or higher than a preset temperature, it is determined that the cooling capacity of the intercooler is reduced.
According to a third aspect of the invention relating to a vehicle intake device that solves the above problem, in addition to the specific matter of the first aspect, the temperature of the pressurized air that circulates in the intake pipe on the downstream side of the intercooler. A downstream temperature detector for detecting the cooling capacity of the intercooler when the temperature of the pressurized air detected by the downstream temperature detector is equal to or higher than a preset temperature. It is characterized by determining that has fallen.
According to a fourth aspect of the invention relating to a vehicle intake device that solves the above problem, in addition to the specific matter of the first aspect, the temperature of the pressurized air that circulates in the intake pipe on the downstream side of the intercooler. A downstream temperature detection unit for detecting; and a bypass temperature detection unit for detecting an air temperature in the bypass pipe, wherein the capability determination unit is configured such that the temperature of the pressurized air detected by the downstream temperature detection unit is When the temperature is higher than the air temperature detected by the bypass temperature detection unit, it is determined that the cooling capacity of the intercooler is reduced.
According to a fifth aspect of the invention relating to the vehicle air intake device that solves the above problem, in addition to the specific matter of the third or fourth aspect, the downstream temperature detection unit is located upstream of the communication location of the bypass pipe. It is installed in the intake pipe.

According to a sixth aspect of the invention relating to a vehicle air intake device that solves the above problems, in addition to the specific matter of any one of the first to fifth aspects, the vehicle is connected to a drive shaft of the internal combustion engine. A transmission device that changes the rotational speed of the drive shaft to a desired rotational speed and transmits the driving force of the internal combustion engine, and the intercooler and the bypass pipe are disposed above the transmission device. The whole or a part of the bypass pipe is disposed so as to overlap the upper side of the intercooler.
In a seventh aspect of the invention relating to the vehicle air intake device that solves the above problems, in addition to the specific matter of any one of the first to sixth aspects, one or both of the intercooler and the bypass pipe are: It is arranged above the intake port and the exhaust port above the combustion chamber of the internal combustion engine.
An eighth aspect of the invention relating to a vehicle intake device that solves the above problem is an intake air that supplies combustion air into the combustion chamber of the internal combustion engine in addition to the specific matter of any one of the first to seventh aspects. An air cleaner that is connected to a port and purifies outside air introduced as the combustion air, the air cleaner being disposed above the intake port and the exhaust port above the combustion chamber of the internal combustion engine, A part or all of one or both of the cooler and the bypass pipe is disposed above the intake port and the exhaust port above the combustion chamber of the internal combustion engine with the air cleaner interposed therebetween. To do.

  As described above, according to the first aspect of the present invention, when the cooling capacity of the intercooler through which the pressurized air is passed is reduced, the bypass pipe is not passed through the intercooler. The adjustment valve is adjusted so as to increase the intake amount of the bypassed pressurized air. Therefore, when the intercooler cannot cool the pressurized air that is taken into the internal combustion engine as combustion air (including when the intercooler heats the pressurized air and raises the temperature), the intercooler Without passing through, the pressurized air diverted by the bypass pipe can be sucked. As a result, the internal combustion engine can be operated efficiently without inconvenience due to the high temperature of the combustion air.

  According to the second aspect of the present invention, when the vehicle speed is not equal to or higher than the set speed and the pressurized air before the cooling process by the intercooler is a high temperature equal to or higher than the set temperature (before being pumped by the supercharger). The intercooler determines that there is no ability to cool the combustion air taken into the internal combustion engine. Therefore, when sufficient running wind cannot be taken in and the air temperature before cooling is high, the pressurized air can be supplied to the internal combustion engine via the bypass pipe that does not pass through the intercooler.

  According to the third aspect of the present invention, regardless of the vehicle speed, when the pressurized air after the cooling process by the intercooler is at a high temperature equal to or higher than the set temperature, the intercooler supplies the combustion air to be taken into the internal combustion engine. Determine that there is no ability to cool. Therefore, when the temperature of the pressurized air that should be cooled is high, the pressurized air can be supplied to the internal combustion engine via the bypass pipe that does not pass through the intercooler.

  According to the fourth aspect of the present invention, when the pressurized air after the cooling process by the intercooler is higher than the air temperature in the bypass pipe that has not been cooled, regardless of the vehicle speed, the intercooler is It is determined that there is no ability to cool the combustion air taken into the internal combustion engine. Therefore, when the temperature of the pressurized air that should be cooled is higher than that of the uncooled air, the pressurized air can be supplied to the internal combustion engine via the bypass pipe that does not pass through the intercooler.

  According to the fifth aspect of the present invention, the temperature of the pressurized air after the cooling process by the intercooler can be detected on the upstream side where the air temperature in the bypass pipe does not affect, and the pressurized air is as accurately as possible. Temperature measurement. Therefore, the cooling capacity of the intercooler can be reliably determined, and the flow path of the combustion air to be taken into the internal combustion engine can be switched with high reliability.

  According to the sixth aspect of the present invention, the transmission can be provided even when the vehicle is in a low speed / stop state in which the intercooler cannot be expected to have a cooling capacity by interposing the intercooler between the bypass pipe and the transmission. It can be avoided that the radiant heat from the side is directly radiated to the bypass pipe and heated. Therefore, even when the cooling capacity of the intercooler cannot be used, the compressed air can be sucked into the internal combustion engine through the bypass pipe having a small thermal influence of the transmission, and inconvenience occurs due to the high temperature of the combustion air. And the internal combustion engine can be operated efficiently.

  According to the seventh aspect of the present invention, the internal combustion engine body is provided by interposing the intake port and exhaust port mechanism portions above the combustion chamber of the internal combustion engine between the intercooler and the bypass pipe and the internal combustion engine body. It is possible to avoid that the radiant heat is directly radiated and heated to the intercooler or the bypass pipe. Therefore, it is possible to avoid as much as possible that the cooling capacity of the intercooler is impaired due to the radiant heat of the internal combustion engine body, and also to avoid that the bypass pipe is heated as much as possible, and without causing inconvenience due to high temperature of the combustion air. The engine can be operated efficiently.

  According to the eighth aspect of the present invention, an internal combustion engine is provided by interposing an intake port and exhaust port mechanism portion and an air cleaner above the combustion chamber of the internal combustion engine between the intercooler and the bypass pipe and the internal combustion engine body. It can be avoided that the radiant heat of the engine body is directly radiated and heated to the intercooler or the bypass pipe. Therefore, it is possible to avoid as much as possible that the cooling capacity of the intercooler is impaired due to the radiant heat of the internal combustion engine body, and also to avoid that the bypass pipe is heated as much as possible, and without causing inconvenience due to high temperature of the combustion air. The engine can be operated efficiently.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows 1st Embodiment of the vehicle intake device which concerns on this invention, and is a related conceptual diagram which shows the schematic whole structure. It is a front view which shows arrangement | positioning of the structural member. It is a top view which shows arrangement | positioning of the structural member. It is a partial expansion conceptual diagram which shows the structure of the principal part structure. It is a flowchart explaining the process sequence of switching control of the flow path of the combustion air of the internal combustion engine. It is a flowchart explaining the subroutine process in the flowchart of the FIG. It is a figure which shows 2nd Embodiment of the vehicle intake device which concerns on this invention, and is a related conceptual diagram which shows the schematic whole structure. It is a flowchart explaining the subroutine process in the flowchart of the FIG. It is a figure which shows 3rd Embodiment of the vehicle intake device which concerns on this invention, and is a related conceptual diagram which shows the schematic whole structure. It is a flowchart explaining the subroutine process in the flowchart of the FIG. It is a figure which shows 4th Embodiment of the vehicle intake device which concerns on this invention, and is a conceptual perspective view which shows the structure in the principal part structure.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIGS. 1-6 is a figure which shows 1st Embodiment of the vehicle intake device which concerns on this invention.
In FIG. 1, an intake device 10 is mounted on a vehicle together with an internal combustion engine (engine) 101 that generates driving force that travels by rotating wheels by burning fuel. In this vehicle, the ECM (engine control module) 102 is based on sensor information detected by various sensors 103n such as a coolant temperature sensor 103a and a vehicle speed sensor (vehicle speed detection unit) 103b, and preset parameter information. Control.

The internal combustion engine 101 takes in the injected fuel together with the combustion air from the intake pipe 111 and burns it, thereby rotating the drive shaft to take out the driving force, and the intake valve 104 installed in the intake pipe 111. The driving force to be output is controlled by the ECM 102 adjusting the intake opening degree. The internal combustion engine 101 exhausts the exhaust gas after combustion to the outside through an exhaust pipe 112, and the exhaust pipe 112 is a catalyst 113 that purifies the exhaust gas after combustion of the internal combustion engine 101. Is installed downstream.
In the internal combustion engine 101, an intake device 10 that takes in combustion air is disposed upstream of the intake pipe 111. The intake device 10 takes in outside air from an air cleaner 11 that is thermally insulated from outside air, and supplies combustion air to the internal combustion engine 101 via an intake pipe 111. The intake device 10 includes a supercharger 20, an intercooler 23, a bypass pipe 24, and an adjustment valve 25, and pushes combustion air taken in by the air cleaner 11 into the intake pipe 111 as pressurized air. Intake (supply) to the internal combustion engine 101.

  The supercharger 20 includes an intake side turbine 21 and an exhaust side turbine 22. The intake side turbine 21 and the exhaust side turbine 22 are connected so as to rotate integrally with a common rotating shaft. The intake side turbine 21 is installed in the intake pipe 111, and the exhaust side turbine 22 is connected to the exhaust pipe. 112 is installed. As a result, the turbocharger 20 is rotated at a high speed by the exhaust side turbine 22 at a high speed by the exhaust gas discharged into the exhaust pipe 112 of the internal combustion engine 101, so that the intake side turbine 21 in the intake pipe 111 is also rotated at a high speed. The combustion air in the intake pipe 111 can be pumped and supplied into the internal combustion engine 101 as pressurized air.

The intercooler 23 is disposed in the middle of the intake pipe 111, and the intercooler 23 cools the pressurized air that rises in temperature when the supercharger 20 is pumped. Thereby, the intercooler 23 can reduce the volume of the combustion air supplied to the internal combustion engine 101 to improve the combustion efficiency, and can improve the generated torque of the internal combustion engine 101.
The bypass pipe 24 is installed so as to communicate with the intake pipe 111 on the upstream side and the downstream side of the intercooler 23, and an adjustment valve 25 is installed at a branch point with the intake pipe 111 on the upstream side. The adjustment valve 25 is driven and controlled by the ECM 102. As shown in FIG. 4, the ECM 102 controls the flow path of the combustion air (pressurized air) in the intercooler 23 or the bypass pipe 24 according to a control procedure described later. Switching control is made to either one.

As shown in FIGS. 2 and 3, the intake device 10 is installed together with the transmission 105 in the engine room of the vehicle that houses the internal combustion engine 101, and the intake device 10 includes the internal combustion engine 101 and the transmission 105. It is attached so that it may be located above U.
The internal combustion engine 101 includes a cylinder main body 120, a cylinder head 125, and a head cover 126.
The cylinder body 120 is laid out in a positional relationship in which the cylinder block 121, the crankcase 122, and the oil pan 123 are stacked in order from the top. The cylinder block 121 forms a combustion chamber in which combustion air and injected fuel are supplied and combusted by an inner surface of a cylinder that houses a piston (not shown) so as to be movable up and down and an upper surface of the piston. The crankcase 122 houses a crank (not shown) that converts the vertical movement of the piston in the cylinder block 121 into a rotational drive together with the crankshaft. The oil pan 123 stores lubricating oil that causes the piston to move up and down smoothly in the cylinder block 121.

The cylinder head 125 is located above the cylinder body 120 and houses a cam mechanism that drives them together with an intake valve and an exhaust valve (not shown). The intake valve and the exhaust valve are installed so as to open and close the intake port and the exhaust port that are open so as to face the combustion chamber above the cylinder block 121 and connected to the intake pipe 111 and the exhaust pipe 112. Yes.
The head cover 126 is attached so as to cover the upper part of the cylinder main body 120 together with the entire cylinder head 125, and the radiant heat generated by the combustion in the cylinder main body 120 is directly radiated upward U so that the engine room of the vehicle is covered. Suppresses burning of the hood that opens and closes.
The transmission 105 is disposed on the right side R of the crankcase 122 of the cylinder body 120 of the internal combustion engine 101 by accommodating a clutch mechanism, a transmission gear train, and the like between the input and output shafts. In the transmission 105, an input shaft receives a rotational driving force from a crankshaft, and an output shaft outputs the rotational driving force to a driving wheel side while converting the rotational driving force into a desired rotational speed.

  In the intake device 10, the air cleaner 11 is installed on the upper portion of the head cover 126 and the intake pipe 111 is routed around the air cleaner 11. The air cleaner 11 opens the intake port 11a to the left side L. Further, since the supercharger 20 uses the circulation of the exhaust gas in the exhaust pipe 112, the supercharger 20 is positioned on the left side surface L of the internal combustion engine 101, and the intercooler 23 shifts away from directly above the internal combustion engine 101. It is installed so as to be located above the device 105.

The intake pipe 111 includes a first flow path 111 a from the air cleaner 11 to the supercharger 20 (intake side turbine 21), a second flow path 111 b from the supercharger 20 to the intercooler 23, and the intercooler 23. And a third flow path 111c from the internal combustion engine 101 (intake port). The first flow path 111 a protrudes from the same side as the intake port 11 a of the air cleaner 11, descends the left side L of the internal combustion engine 101, and is connected to the intake side turbine 21 of the supercharger 20. The second flow path 111b passes from the intake side turbine 21 of the supercharger 20 located on the side surface side of the internal combustion engine 101 through the front side F of the air cleaner 11 (upward U of the head cover 126) to the upstream side of the intercooler 23. It is connected to the side. The third flow path 111 c passes through the back side B of the air cleaner 11 (above the head cover 126) from the downstream side of the intercooler 23 and is connected to the intake port for each cylinder of the cylinder head 125 of the internal combustion engine 101.
As a result, the intake pipe 111 of the intake device 10 is laid out so as not to directly receive the amount of heat that rises during operation of the internal combustion engine 101, and supercharges the combustion air taken into the insulated air cleaner 11 After being pumped by the machine 20 and cooled in the intercooler 23, the air can be taken into the internal combustion engine 101.
The exhaust pipe 112 is arranged on the front side F of the internal combustion engine 101 after being routed from the exhaust port of the cylinder head 125 in the head cover 126 of the internal combustion engine 101 to the supercharger 20 (exhaust side turbine 22). It extends to the rear of the vehicle via the catalyst 113 that is present.

The intercooler 23 is mounted adjacent to the air cleaner 11 so as to be located above the transmission 105 that does not generate heat due to combustion via a gap, and cools the intercooler 23 itself by taking in traveling wind. The intake port 23b is opened by extending the cooler duct 23a to the front F.
As a result, the intercooler 23 travels the combustion air (pressurized air) that the supercharger 20 pumps and supplies to the internal combustion engine 101 without directly receiving the amount of heat and the radiant heat that rise during operation of the internal combustion engine 101. Wind can be taken in effectively and cooled efficiently.

The bypass pipe 24 is laid out so as to be located further above the intercooler 23, and directly connects the second flow path 111b and the third flow path 111c of the intake pipe 111 so as to bypass the intercooler 23. So that they are connected.
As a result, the bypass pipe 24 is shielded by the air cleaner 11 and the intercooler 23, and can effectively avoid the amount of heat and its radiant heat that rise during operation of the internal combustion engine 101, and the combustion that the supercharger 20 pumps. Air (pressurized air) can be supplied to the internal combustion engine 101 without increasing the temperature as it is.

  In the intake device 10, the ECM 102 performs switching control of the adjustment valve 25 in the intake pipe 111 so that combustion air that improves combustion efficiency is supplied (intake) to the internal combustion engine 101. In the intake pipe 111 of the intake device 10, the vicinity of the outlet of the air cleaner 11 is detected so as to detect the temperature of combustion air that is taken into the internal combustion engine 101 before being cooled by the intercooler 23 (hereinafter also simply referred to as intake temperature). An upstream temperature sensor (upstream temperature detection unit) 31 is disposed at the side. The ECM 102 executes the switching control procedure (method) of the regulating valve 25 in the intake pipe 111 based on detection information detected by the various sensors 103n of the water temperature sensor 103a and the vehicle speed sensor 103b together with the detection information of the upstream temperature sensor 31. It is like that.

  Specifically, the ECM 102 determines (estimates) the presence or absence of a cooling effect by the intercooler 23 based on the sensor information and parameter information in accordance with a previously stored control program, and executes the opening / closing switching control of the adjustment valve 25. It is like that. The ECM 102 uses, for example, the compressed air of the combustion air pumped by the supercharger 20 when the cooling effect by the intercooler 23 cannot be expected, such as during traffic congestion after high-speed driving, via the bypass pipe 24. The opening and closing of the adjustment valve 25 is switched so that the engine 101 is inhaled. That is, the ECM 102 constitutes a capability determination unit and an intake control unit.

  Specifically, as shown in the flowchart of FIG. 5, the ECM 102 first sets the cooling capacity of the intercooler 23 when using the supercharger 20 so as to pump pressurized air as combustion air to the internal combustion engine 101. The estimation process is executed by the subroutine shown in FIG. 6 to determine the presence or absence of the cooling effect by the intercooler 23 (step S11). Thereafter, it is confirmed whether or not “1” is stored in the flag Fa indicating the determination result (step S12). In step S12, when the flag Fa is “0 (null)” and it is confirmed that the cooling capacity is not in a lowered state, the process is terminated, and the pressurized air from the supercharger 20 is passed through the intercooler 23. Is maintained in a path (flow path) in which the adjustment valve 25 closes the bypass pipe 24 side. On the other hand, in step S12, when “1” is stored in the flag Fa and it is confirmed that the cooling capacity is lowered, the bypass pipe 24 side is opened (the intercooler 23 side is closed). Then, the control valve 25 is driven so that the compressed air from the supercharger 20 is sucked into the internal combustion engine 101 without the intercooler 23 (step S13).

  As a result, the ECM 102 can efficiently drive the combustion air (pressurized air) cooled by the intercooler 23 with high reliability by sucking the combustion air (compressed air) into the internal combustion engine 101. In addition, when the intercooler 23 cannot cool the combustion air, the ECM 102 causes the internal combustion engine 101 to inhale the pressurized air pumped by the supercharger 20 through the bypass pipe 24 as it is. Therefore, the internal combustion engine 101 can be driven without adversely affecting the intercooler 23 that cannot be cooled.

  At this time, as shown in the flowchart of FIG. 6, the ECM 102 executes a process (cooling capacity estimation process) for determining whether or not the intercooler 23 has the cooling capacity, and the vehicle speed detected by the vehicle speed sensor 103 b is determined. Whether or not the vehicle is decelerated or stopped to a speed lower than the preset speed V (step S21), the intake air temperature 1 of the combustion air on the downstream side of the air cleaner 11 detected by the upstream temperature sensor 31 is preset. It is confirmed whether the cooling water of the internal combustion engine 101 detected by the water temperature sensor 103a is heated above the water temperature Tw (step S23). If the condition is also satisfied, “1” indicating no cooling effect is stored in the flag Fa indicating the determination result of the cooling effect by the intercooler 23 (step S2). 4).

  On the other hand, when the vehicle speed is greater than or equal to the set speed V in step S21, the ECM 102 is confirmed when any one of the intake air temperature 1 is less than the set temperature Ti1 in step S22 and the coolant is less than the water temperature Tw in step S23. Stores “0 (null)” indicating the determination result of the cooling effect by the intercooler 23 in the flag Fa (step S25).

As a result, when any one of the following conditions is satisfied, the ECM 102 passes through the intercooler 23 as it is, so that the combustion air (accelerated) is cooled at least equal to or more than when bypassed by the bypass pipe 24. Compressed air) can be sucked into the internal combustion engine 101.
Condition 1: The vehicle is traveling, and the intercooler 23 can exhibit the cooling capacity using the traveling wind.
Condition 2: The outside air temperature itself is low, and it is not necessary to cool the intake combustion air itself to be cooled by the intercooler 23.
Condition 3: The coolant temperature has not risen due to high-load driving of the internal combustion engine 101, and the intercooler 23 in the engine room is not heated.

Further, when all of the following conditions are satisfied at the same time, the ECM 102 avoids the reverse heating by the intercooler 23, and the combustion air (pressurized air) to be bypassed by the bypass pipe 24 has the outside air temperature. The internal combustion engine 101 can be inhaled as it is.
Condition A: The vehicle is running at a low speed or stopped, and the intercooler 23 cannot cool the combustion air by the running wind.
Condition B: The coolant temperature has increased due to high-load driving of the internal combustion engine 101, and the intercooler 23 in the engine room has also exceeded the heating limit by the layout and has risen to a predetermined temperature or more.
Condition C: The outside air temperature itself is not so low as not to be affected by the intercooler 23.

  Therefore, when the ECM 102 cannot expect cooling by the intercooler 23 and determines that the combustion air (pressurized air) is heated instead of the cooling air, the ECM 102 switches the flow path to the bypass pipe 24 by the adjustment valve 25 to make a detour. The combustion air having the highest possible combustion efficiency can be taken into the internal combustion engine 101 as much as possible.

  As described above, in the present embodiment, the air cleaner 11, the intercooler 23, and the bypass pipe 24 are arranged so as not to be affected by the internal combustion engine 101 as much as possible, and the internal combustion engine 101 achieves as efficient combustion as possible. Thus, the pressurized air pumped by the supercharger 20 can be bypassed by the bypass pipe 24 and sucked as necessary. Therefore, the internal combustion engine 101 can be driven efficiently without causing a decrease in output due to a temperature rise of the intercooler 23 or a deterioration in fuel efficiency, and can be driven without being knocked at a high load.

Next, FIG. 7 and FIG. 8 are views showing a second embodiment of the vehicle intake device according to the present invention. In the present embodiment, the same components as those in the above-described embodiment are denoted by the same reference numerals, and the characteristic portions will be described (the same applies to other embodiments described below).
In FIG. 7, in place of the upstream temperature sensor 31 in the above-described embodiment, the intake device 10 is located downstream at a position near the outlet of the intercooler 23 on the upstream side of the connection portion of the intake pipe 111 with the bypass pipe 24. A temperature sensor (downstream temperature detection unit) 41 is disposed. Thereby, the downstream temperature sensor 41 can detect the intake air temperature 2 after being cooled by the intercooler 23 without being affected by the communication air in the bypass pipe 24.

Based on the detection information of the downstream temperature sensor 41, the ECM 102 executes the cooling capacity estimation processing procedure (method) of step S11 in the flowchart of FIG.
Specifically, as shown in the flowchart of FIG. 8, the ECM 102 is a temperature Ti2 at which the intake air temperature 2 of the combustion air at the outlet (downstream side) of the intercooler 23 detected by the downstream temperature sensor 41 is set in advance. It is confirmed whether it is above (step S41). If the intake air temperature 2 is equal to or higher than the set temperature Ti2, “1” indicating the determination result of no cooling effect by the intercooler 23 is stored in the flag Fa (step S42). On the other hand, if the intake air temperature 2 is lower than the set temperature Ti2, “0 (null)” indicating the determination result of the cooling effect by the intercooler 23 is stored in the flag Fa (step S43).

  Thereby, when the combustion air (pressurized air) sucked into the internal combustion engine 101 is lower than the intake air temperature 2 at which the cooling effect by the intercooler 23 is recognized, the ECM 102 is cooled by passing through the intercooler 23. Combustion air can be sucked into the internal combustion engine 101. In addition, when the combustion air (pressurized air) sucked into the internal combustion engine 101 has an intake air temperature of 2 or higher at which the cooling effect by the intercooler 23 is not recognized, the ECM 102 conversely passes the intercooler 23 as it is. By avoiding being heated, it is possible to cause the internal combustion engine 101 to intake the combustion air that is bypassed by the bypass pipe 24 and remains at the outside air temperature.

  As described above, in the present embodiment, in addition to the same effect as the above-described embodiment, the combustion air sucked into the internal combustion engine 101 can be detected directly and accurately by the downstream temperature sensor 41 near the outlet of the intercooler 23. In addition, regardless of the presence or absence of traveling wind, the cooling capacity of the intercooler 23 can be appropriately determined and the flow path of the combustion air can be selectively switched. Therefore, the combustion air having a temperature that achieves efficient combustion can be reliably taken into the internal combustion engine 101.

Next, FIGS. 9 and 10 are views showing a third embodiment of the vehicle intake device according to the present invention.
In FIG. 9, the intake device 10 includes a bypass temperature sensor (bypass temperature detection unit) 51 in the bypass pipe 24 in addition to the downstream temperature sensor 41 in the above-described embodiment.

The ECM 102 executes the cooling capacity estimation processing procedure (method) in step S11 in the flowchart of FIG. 5 based on the detection information of the downstream temperature sensor 41 and the bypass temperature sensor 51.
Specifically, as shown in the flowchart of FIG. 10, the ECM 102 is configured such that the intake air temperature 2 of the combustion air at the outlet (downstream side) of the intercooler 23 detected by the downstream temperature sensor 41 is the communication air in the bypass pipe 24. It is confirmed whether or not the intake air temperature Ti3 is not less than (step S51). If the intake air temperature 2 by the intercooler 23 is higher than the intake air temperature 3 that bypasses the bypass pipe 24, “1” indicating the determination result of no cooling effect by the intercooler 23 is stored in the flag Fa (step S52). ). On the other hand, if the intake air temperature 2 is lower than the intake air temperature 3, “0 (null)” indicating the determination result of the cooling effect by the intercooler 23 is stored in the flag Fa (step S43).

  Thereby, when the cooling effect by the intercooler 23 is recognized by the combustion air (pressurized air) sucked into the internal combustion engine 101, the ECM 102 uses the intercooler 23 to cool the combustion air cooled by the intercooler 23. 101 can be inhaled. Further, when the cooling effect by the intercooler 23 is not recognized in the combustion air (pressurized air) sucked into the internal combustion engine 101 as a result of the comparison, the ECM 102 is heated reversely through the intercooler 23 as it is. By avoiding this, it is possible to cause the internal combustion engine 101 to intake the combustion air that is bypassed by the bypass pipe 24 and remains at the outside air temperature.

  As described above, in this embodiment, in addition to the same effect as the above-described embodiment, the combustion air to be taken into the internal combustion engine 101 is directly compared by comparing the outlet temperature of the intercooler 23 and the temperature in the bypass pipe 24. It is possible to reliably determine whether the intercooler 23 or the bypass pipe 24 is routed, and to selectively switch the flow path of the combustion air by appropriately determining the cooling capacity of the intercooler 23 regardless of the presence or absence of traveling wind. Can do. Therefore, it is possible to intake the combustion air at a temperature that achieves efficient combustion into the internal combustion engine 101 with high reliability.

Next, FIG. 11 is a diagram showing a fourth embodiment of the vehicle intake device according to the present invention.
In FIG. 11, the intake device 10 has a refrigerant flow path 61 for circulating a cooling medium formed on the outer periphery of an air flow path 24 a for flowing combustion air (pressurized air) as a bypass pipe 24. It is constructed so that the pressurized air pumped by 20 is cooled even in the bypass pipe 24 and can be sucked into the internal combustion engine 101 as combustion air.
As described above, in the present embodiment, in addition to the same effects as the above-described embodiment, the combustion air cooled by the bypass pipe 24 can be taken into the internal combustion engine 101 even when the intercooler 23 does not function. Therefore, the combustion air having a temperature that achieves efficient combustion can be effectively taken into the internal combustion engine 101.

As another aspect of the above-described embodiment, although illustration is omitted, in this embodiment, control for fully opening or closing the regulating valve 25 will be described as an example. However, the present invention is not limited to this, and the intercooler is not limited thereto. It may be possible to adjust the temperature of the combustion air sucked into the internal combustion engine 101 so that it can be circulated at an arbitrary flow rate through both the pipe 23 and the bypass pipe 24.
Further, it is preferable that the intercooler 23, the air cleaner 11 and the bypass pipe 24 overlap each other so as to avoid the thermal influence as much as possible, but depending on the situation of the arrangement of the internal combustion engine 101 as much as possible. It is preferable to lay out a large area so that a part or more overlap.

  The scope of the present invention is not limited to the illustrated and described exemplary embodiments, but includes all embodiments that provide the same effects as those intended by the present invention. Further, the scope of the invention is not limited to the combinations of features of the invention defined by the claims, but may be defined by any desired combination of particular features among all the disclosed features. .

  Although one embodiment of the present invention has been described so far, it is needless to say that the present invention is not limited to the above-described embodiment, and may be implemented in various forms within the scope of the technical idea.

DESCRIPTION OF SYMBOLS 10 Intake device 11 Air cleaner 20 Supercharger 23 Intercooler 24 Bypass pipe 25 Adjustment valve 31 Upstream temperature sensor 41 Downstream temperature sensor 51 Bypass temperature sensor 61 Refrigerant flow path 101 Internal combustion engine 103a Water temperature sensor 103b Vehicle speed sensor 104 Intake valve 105 Transmission 111 Intake pipe 112 Exhaust pipe 113 Catalyst 120 Cylinder body 125 Cylinder head 126 Head cover

Claims (8)

An intake device that is mounted on a vehicle together with an internal combustion engine that generates driving force for traveling, and that supplies compressed air for combustion to the internal combustion engine from a supercharger,
An intake pipe which is connected to the internal combustion engine and the supercharger and constitutes a path for intake of the pressurized air;
An intercooler arranged in the middle of the intake pipe for cooling the pressurized air;
A bypass pipe communicating with the upstream side and the downstream side of the intercooler of the intake pipe to form a bypass path of the pressurized air;
An adjustment valve that adjusts an intake amount of the pressurized air that passes through the intake pipe and the bypass pipe;
A capacity determination unit that determines whether or not the cooling capacity of the intercooler is reduced when the intercooler functions;
When the capacity determination unit determines that the cooling capacity of the intercooler is reduced, the intake amount of the pressurized air passing through the bypass pipe is larger than the intake amount of the pressurized air passing through the intake pipe An air intake control unit that adjusts the adjustment valve so as to increase the intake valve. A vehicle speed detector for detecting the speed of the vehicle;
An upstream temperature detector for detecting the temperature of the air upstream of the intercooler;
With
In the capacity determination unit, the speed of the vehicle detected by the vehicle speed detection unit is less than a preset speed, and the temperature of the air detected by the upstream temperature detection unit is equal to or higher than a preset temperature. In this case, it is determined that the cooling capacity of the intercooler is reduced. A downstream temperature detection unit for detecting the temperature of the pressurized air flowing through the intake pipe on the downstream side of the intercooler;
The capability determination unit determines that the cooling capability of the intercooler is lowered when the temperature of the pressurized air detected by the downstream temperature detection unit is equal to or higher than a preset temperature. The vehicle air intake device according to claim 1. A downstream temperature detection unit that detects the temperature of the pressurized air that circulates in the intake pipe on the downstream side of the intercooler, and a bypass temperature detection unit that detects the air temperature in the bypass pipe,
When the temperature of the pressurized air detected by the downstream temperature detection unit is higher than the air temperature detected by the bypass temperature detection unit, the cooling capacity of the intercooler is reduced. The vehicle intake device according to claim 1, wherein the determination is made.   5. The vehicle intake device according to claim 3, wherein the downstream temperature detection unit is installed in the intake pipe upstream of the communication location of the bypass pipe. The vehicle includes a transmission that is coupled to a drive shaft of the internal combustion engine, and changes a rotational speed of the drive shaft to a desired rotational speed to transmit a driving force of the internal combustion engine.
The intercooler and the bypass pipe are arranged in an upper part of the transmission, and all or a part of the bypass pipe is arranged to overlap with the upper side of the intercooler. The vehicle intake device according to any one of 1 to 5.   7. One or both of the intercooler and the bypass pipe are disposed above an intake port and an exhaust port above the combustion chamber of the internal combustion engine. Intake device for vehicle. An air cleaner connected to an intake port for supplying combustion air into the combustion chamber of the internal combustion engine and purifying outside air introduced as the combustion air;
The air cleaner is disposed above the intake port and the exhaust port above the combustion chamber of the internal combustion engine,
A part or all of one or both of the intercooler and the bypass pipe is disposed above the intake port and the exhaust port above the combustion chamber of the internal combustion engine with the air cleaner interposed therebetween. The vehicle intake device according to any one of claims 1 to 7, wherein

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