JP2013241981A - Condensed water discharge structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a condensed water discharge structure using condensed water generated by a supercharger or an intercooler as the cooling water of a disk brake.SOLUTION: A condensed water discharge structure 1 includes an intake pipe passage 12, a disk 21, a caliper 22, a bypass passage 16, and a bypass valve 161. The intake pipe passage 12 is disposed in the midway of the supercharger 13 and the intercooler 121 of an internal combustion engine 11. The disk 21 has a double-structure including a plurality of cooling fins 211 and a flow passage 212. The bypass passage 16 has an inlet 162 on the downstream side of the intercooler 121, and an outlet 163 on the inner peripheral side of the disk 21, and supplies condensed water W dew-condensed in the intercooler 121 to the flow passage 212 of the disk 21. The bypass valve 161 is disposed in the midway of the bypass passage 16, and controls the flow rate and the timing of supplied condensed water W.

Description

  The present invention relates to a condensed water discharge structure for discharging condensed water accumulated downstream of a supercharger and an intercooler from an intake pipe.

  There is a disc brake device for a vehicle in which a peripheral portion of a disc clamped to a brake pad is formed in a double wall, and an air cooling blade is formed between the double walls. The disc brake disclosed in Patent Document 1 injects mist of water between the double walls from the inside in the radial direction to cool the disc. The means for injecting water is composed of an annular pipe disposed on the inner peripheral side of the disk, a water storage tank, and a pump. The condition for ejecting the mist is when the value of the temperature sensor incorporated in the brake pad exceeds the first limit value or when the temperature estimated based on the driving state of the vehicle exceeds the second limit value. It is said.

  Further, there is a vehicle equipped with an internal combustion engine that includes a supercharger that compresses intake air and an intercooler that cools the compressed air. Since the atmosphere is taken in as the intake air, when the compressed atmosphere is further cooled in the intercooler, moisture in the atmosphere may condense and may be condensed in the intake pipe. Patent document 2 is disclosing the technique which drains the condensed water which arises in an intercooler. The downstream of the drainage channel for discharging condensed water in the intake pipe is connected to the exhaust pipe. According to Patent Document 2, when draining condensed water depending on the operating state of the internal combustion engine, exhaust gas flows backward from the exhaust pipe to the drainage flow path due to the pressure difference between the intake pipe and the exhaust pipe. In order to prevent the intake air that has been pressurized after the condensed water has been discharged from being discharged to the exhaust pipe through the drainage flow path, a valve is provided and the timing for opening the valve is controlled. ing.

JP 2008-190559 A JP 2002-303146 A

  By the way, according to the technique described in Patent Document 1, a water storage tank and a pump are required to cool the disk. Further, in order to grasp the temperature of the disk, a temperature sensor is provided on the brake pad, or a calculation unit that estimates the temperature of the disk based on the operation state is necessary. It is said that the water storage tank and the pump can share the same one for the wiper, but the water supply path is switched between when supplying water as a washer liquid to the wiper and when supplying water to cool the disk. And a control device therefor are further required.

  Further, according to the technique described in Patent Document 2, when the condensed water is provided with EGR (Exhaust Gas Recirculation) in addition to the condensed water vapor contained in the atmosphere, the condensed water is recirculated by this EGR. This includes the condensation of water vapor contained in the exhaust gas. In particular, when the EGR is provided, a large amount of water is generated due to the combustion of the fuel, so that condensed water increases. This condensed water is discharged without being used.

  Accordingly, the present invention provides a condensed water discharge structure that uses condensed water generated by a supercharger and an intercooler as cooling water for a disc brake.

  A condensed water discharge structure according to an embodiment of the present invention includes an intake pipe, a disk, a caliper, a bypass passage, and a bypass valve. In the intake pipe, a supercharger and an intercooler of the internal combustion engine are installed on the way. The disk has a double structure including a plurality of cooling fins and flow paths. The cooling fins extend radially with respect to the center of rotation of the wheel. The flow path is partitioned between them. The caliper sandwiches the outer periphery of the disk. The bypass passage has an inlet downstream of the intercooler and an outlet on the inner peripheral side of the disk, and supplies condensed water condensed by the intercooler to the flow path of the disk. The bypass valve is installed in the middle of the bypass passage, and controls the flow rate and timing for supplying condensed water.

  At this time, the bypass passage may have an outlet at a position symmetric with respect to the rotation center with respect to the caliper. Moreover, in order to discharge the condensed water supplied from the bypass passage in a shower shape, a net may be provided at the outlet of the bypass passage. Instead of the net, a perforated plate or a venturi type nozzle may be used.

  In order to prevent the discharged condensed water from flowing out of the vehicle, the disc is provided with a guide at the outer peripheral edge for turning the condensed water discharged from the outlet of the bypass passage inward in the vehicle width direction of the vehicle. Includes a guide for turning the condensed water discharged from the outlet of the bypass passage inward in the vehicle width direction of the vehicle on the inner peripheral surface located on the extension of the flow path of the disk.

  In order to improve the cooling efficiency of the disk, the flow path of the disk may have a plurality of second cooling fins extending in the thickness direction of the disk. Alternatively, the cooling fin is more biased at the outer peripheral end than the inner peripheral end in the direction in which the disk rotates when the vehicle moves forward. At this time, the cooling fin may have a plurality of staying convex portions extending toward the inner periphery on the side surface facing the inner periphery. Further, in order to prevent corrosion of the disk such as the cooling fin, the second cooling fin, and the staying convex portion, the flow path of the disk has a coating layer on the inner surface.

  In order to prevent the condensed water from being discharged into the caliper, the caliper has a seal member so as to close the flow path that opens to the outer periphery of the disk. Alternatively, the bypass valve is closed when the vehicle is traveling at a speed at which the condensed water supplied from the outlet of the bypass passage is discharged to the range where the caliper is installed through the flow path of the disk.

  According to the condensed water discharge structure according to the present invention, condensed water condensed in the intercooler can be used for cooling the disk. When a large amount of condensed water is discharged from the intercooler, it means that the internal combustion engine is in a high output state, that is, generally, the speed of the vehicle on which the internal combustion engine is mounted is high. When a vehicle with a high traveling speed is decelerated by braking, the amount of heat generated by the disk also increases. Therefore, when the running speed of the vehicle is high, a large amount of condensed water is discharged, and the discharged condensed water can be effectively used to cool the disk. Since condensed water is used to cool the disk, energy lost by condensation of the condensed water is used to cool the disk as heat of vaporization when the condensed water evaporates. That is, the condensed water discharge structure of the present invention can effectively use energy. Then, the fade phenomenon and the vapor lock phenomenon are suppressed by cooling the disk.

  Further, according to the condensed water discharge structure of the invention in which the outlet of the bypass passage is arranged at a position that is symmetric with respect to the caliper, it is neutral in the disc rotation direction with respect to the caliper regardless of the traveling direction of the vehicle. Condensed water is supplied to the position. In both cases of forward and reverse travel, it is possible to prevent the condensed water from being directly applied to the caliper by discharging the condensed water at a position away from the caliper.

  According to the condensed water discharge structure of the invention having a net at the outlet of the bypass passage, the condensed water discharged from the outlet is discharged in a shower shape, the surface area of the condensed water is increased, and the condensed water is provided uniformly to the disk. Therefore, the cooling efficiency of the disk is improved.

  According to the invention, a guide for turning the condensed water discharged from the outlet of the bypass passage inward in the vehicle width direction of the vehicle is provided on the outer peripheral edge of the disk or the inner peripheral surface of the wheel positioned on the extension of the flow path of the disk. According to the condensed water discharge structure, the discharged condensed water is prevented from splashing outward in the vehicle width direction, and the appearance is maintained.

  According to the condensate discharge structure of the invention provided with a plurality of second cooling fins extending in the thickness direction of the disc in the flow path of the disc, the contact area of the disc with the sprayed condensate is increased. improves.

  According to the condensed water discharge structure of the invention in which the outer peripheral end of the cooling fin is biased from the inner peripheral end in the direction in which the disk rotates as the vehicle moves forward, the condensed water entering the flow path of the disk Therefore, the force opposite to the centrifugal force acts. Therefore, the time during which condensed water can be held in the flow path is extended. By extending the time that the condensed water stays in the flow path of the disk, more condensed water is used for cooling the disk, so that the cooling efficiency of the disk is improved.

  At this time, according to the condensed water discharge structure of the invention in which a plurality of convection convex portions extending toward the inner periphery are provided on the side surface of the cooling fin facing the inner periphery, the condensed water is further retained in the flow path of the disk. Time is extended and the cold reverse efficiency of the disk is improved.

  According to the condensed water discharge structure of the invention in which a coating layer for preventing corrosion is provided on the inner surface of the flow path of the disk, the disk can be protected even if the condensed water is acidified by the components in the exhaust gas recirculated by EGR. Can do.

  According to the condensed water discharge structure of the invention in which the seal member is arranged in the caliper so as to close the flow path opened on the outer periphery of the disk, it is possible to prevent the condensed water from being discharged into the section facing the caliper.

  Condensed water of the invention that closes the bypass valve when the vehicle is traveling at a speed that allows the condensed water supplied from the outlet of the bypass passage to be discharged to the range where the caliper is installed through the flow path of the disk According to the discharge structure, it is possible to prevent the condensed water from being scattered in the section facing the caliper. The brake performance can be maintained by preventing the caliper from being condensed.

Schematic which shows the condensed water discharge structure of one Embodiment of this invention. The side view which notched some discs of FIG. FIG. 2 is a cross-sectional view of the disk and the vicinity along the line F3-F3 in FIG. Sectional drawing of the exit periphery of the disc of FIG. 1 and a bypass channel. Sectional drawing which expanded a part of disk and wheel of FIG. FIG. 4 is a perspective view of an outlet of the bypass passage in FIG. 3. Sectional drawing of the modification of the disk of FIG. The perspective view which shows arrangement | positioning of the exit of a caliper and a bypass channel of FIG. Sectional drawing of the modification of the caliper of FIG. Sectional drawing of the disc and caliper which follow F10-F10 line | wire in FIG. The schematic diagram of the modification of the disk of FIG. The figure which shows the force which acts on the condensed water adhering to the cooling fin of FIG. Sectional drawing of the modification of the cooling fin of FIG. The schematic diagram which shows the exit of the bypass channel | path of FIG. 1, and arrangement | positioning of a caliper.

  A condensed water discharge structure 1 according to an embodiment of the present invention will be described with reference to FIGS. The structure relevant to the condensed water discharge structure 1 is shown in FIG. The condensed water discharge structure 1 uses condensed water W generated in a vehicle on which the internal combustion engine 10 is mounted for cooling the brake device 20. An internal combustion engine 10 shown in FIG. 1 has a supercharger 13 and an intercooler 121 in an intake pipe 12 leading to the engine 11, and has post-processing devices 141, 142, etc. in an exhaust pipe 14 of the engine 11. ing. The supercharger 13 is a turbocharger, in which a turbine wheel is arranged in the exhaust pipe 14 upstream of the post-processing device 141, and a compressor wheel is arranged in the intake pipe 12.

  This internal combustion engine 10 employs a so-called dual loop EGR (Exhaust Gas Recirculation) system, and an exhaust pipe line 14 between the exhaust port 143 of the engine 11 and the supercharger 13 is connected from the intercooler 121 to the intake port 122. A high-pressure side bypass 151 that communicates with the intake pipe 12 between them, and a low-pressure side bypass 152 that communicates the exhaust pipe 14 downstream of the supercharger 13 with the intake pipe 12 upstream of the supercharger 13. , Each part of the exhaust gas is recirculated.

  The condensed water discharge structure 1 is applied to a vehicle that employs a disc brake including a disc 21 and a caliper 22 as a brake device 20. The disk 21 is a so-called ventilated disk having a plurality of cooling fins 211 extending radially with respect to the center of rotation C of the wheel and a flow path 212 partitioned between them on the outer peripheral portion as shown in FIG. . As the disk 21 rotates with the wheels, air flows through the flow path 212 and is radiated from the inner surface of the flow path 212 including the cooling fins 211. As shown in FIG. 3, the caliper 22 is disposed so as to sandwich the outer periphery of the disk 21. The caliper 22 has pads 221 that face both side surfaces of the disk 21. The caliper 22 includes a hydraulic cylinder 222 for pressing the pad 221 against the disk 21 as shown in FIG.

  Since the internal combustion engine 10 shown in FIG. 1 includes the supercharger 13 and the intercooler 121, if moisture is contained in the outside air taken in as intake air, water vapor in the air compressed by the supercharger 13 is included. Is condensed in the intercooler 121, becomes condensed water W, and accumulates on the downstream side of the intercooler 121. In the case of the condensed water discharge structure 1 of the present embodiment, in order to use this condensed water W for cooling the disk 21 of the brake device 20, a bypass passage 16 and a bypass valve 161 are provided.

  The bypass passage 16 has an inlet 162 downstream of the intercooler 121 as shown in FIG. 1, and has an outlet 163 on the inner peripheral side of the disk 21 as shown in FIGS. The condensed water W condensed at the intercooler 121 is supplied to the flow path 212 of the disk 21 through the bypass passage 16. The bypass valve 161 is installed in the middle of the bypass passage 16 and controls the flow rate and timing of supplying the condensed water W. Since the bypass passage 16 has the inlet 162 downstream of the supercharger 13, the same pressure as that of the intake pipe 12 pressurized by the supercharger 13 is applied. When the bypass valve 161 is opened, the condensed water W is discharged from the outlet 163 through the bypass passage 16 by the internal pressure of the intake pipe 12.

  As shown in FIGS. 1 and 3, the outlet 163 of the bypass passage 16 is arranged at a position that is symmetric with respect to the rotation center C of the wheel with respect to the caliper 22. Specifically, as shown in FIG. 8, the outlet 163 of the bypass passage 16 is disposed on a diameter passing through the center of the rotation angle width of the caliper 22 with respect to the rotation center C of the wheel. As shown in FIG. 4, the outlet 163 of the bypass passage 16 is attached to a knuckle 31 that supports the wheel 30.

  The upper part of the wheel 30 in FIG. 4 above the rotation center C shows a vertical section passing through the rotation center C, and the lower part shows a horizontal section passing through the part where the outlet 163 of the bypass passage 16 is installed. The bypass passage 16 is passed through a through-hole 32 opened in the knuckle 31, and its tip is bent so as to discharge condensed water W from the inner peripheral side of the disk 21 toward the outer peripheral side in the radial direction. The bypass passage 16 is connected by a flare pipe joint at a portion of the through-hole 32 of the knuckle 31 facing the inside of the vehicle, and the connecting portion 164 is fixed to the knuckle 31.

  The portion from the connecting portion 164 to the outlet 163 is at least a metal tube, and a net 165 is attached to the outlet 163 as shown in FIG. The net | network 165 is attached in order to disperse the condensed water W in shower shape. Accordingly, the mesh size, so-called “mesh”, is appropriately selected according to the actually expected flow rate of the condensed water W and the ejection pressure. Further, as long as the condensed water W is discharged in a shower shape, a perforated plate, a venturi-type nozzle, or a dedicated nozzle may be used instead of the net 165.

  The condensed water W discharged from the outlet 163 of the bypass passage 16 in a shower shape is supplied from the inner peripheral side of the disk 21 to the flow path 212 formed between the cooling fins 211 as shown in FIGS. The Since the disk 21 rotates with the wheels while the vehicle is running, when the condensed water W is injected, the condensed water W uniformly wets the inner surface of the flow path 212 over the entire circumference of the disk 21. The disk 21 is cooled by the heat of vaporization when it evaporates.

  Therefore, as shown in FIG. 7, a plurality of second cooling fins 213 extending in the thickness direction of the disk 21 may be provided in a region between the cooling fins 211 on the inner surface side of the disk 21 having a double structure. The second cooling fin 213 is added to the inside of the disk surface of the disk 21 that is heated by the pad 221 being pressed, and the surface area of the inner surface of the flow path 212 is increased. This makes it easier to cool. Since the disk 21 is cast, there is little cost demerit if it is modified to the extent that the second cooling fin 213 is added.

  Further, in the case of the internal combustion engine 10 of the present embodiment, since a part of the exhaust gas is recirculated to the intake pipe 12 by EGR, it is assumed that the condensed water W condensed by the intercooler 121 is biased to be acidic. The Therefore, as shown in FIGS. 5 and 7, a coating layer 214 for preventing corrosion is formed on the inner surface of the flow path 212 of the disk 21. The coating layer 214 may be formed by coating such as painting or electroplating, or may be an oxide film of the material of the disk 21 itself.

  Of the condensed water W supplied to the flow path 212 of the disk 21, water droplets of the condensed water W that did not adhere to the inner wall of the flow path 212 and excess condensed water W that did not evaporate are kinetic energy when jetted. Further, the disk is discharged from the flow path 212 toward the outer periphery of the disk 21 by the centrifugal force acting on the condensed water W as the disk rotates. At this time, in the present embodiment, as shown in FIGS. 4 and 5, the condensed water W discharged to the outer periphery of the disk 21 is formed on the outer peripheral edge 21 a of the disk 21 so as not to be scattered outward in the vehicle width direction of the vehicle. A guide 215 is provided. The guide 215 changes the direction in which the condensed water W discharged from the outlet 163 of the bypass passage 16 and passed through the flow path 212 scatters inward in the vehicle width direction of the vehicle.

  The width b1 of the guide 215 is set to be larger than the width a of the channel 212 as shown in FIG. . Instead of providing the guide 215 on the outer peripheral edge of the disc 21, as shown in FIGS. 4 and 5, a guide 305 may be provided on the inner peripheral surface of the wheel. The guide 305 is disposed in a range located on the extension of the flow path 212 in the radial direction of the disk 21, and the water droplets of the condensed water W discharged from the outlet 163 of the bypass passage 16 and passing through the flow path 212 are removed from the vehicle. Turn inward in the width direction. Similar to the case where the guide 215 is provided on the outer peripheral edge 21a of the disk 21, the width b2 of the guide 305 provided on the inner peripheral surface of the wheel is larger than the width a of the flow path 212 of the disk 21 as shown in FIG. Is set.

  The vehicle does not always travel at a constant speed, and when the condensed water W is supplied to the disk 21 by the condensed water discharge structure 1, that is, when the disk 21 needs to be cooled, the brake device 20 operates. When the vehicle speed is reduced or after it is reduced. Therefore, the speed of the vehicle, that is, the rotational speed of the disk 21 also changes every moment while the condensed water W is discharged. In such a situation, the condensed water W that has reached the outer peripheral edge of the disk 21 scatters in all directions of the disk 21. Therefore, a seal member 23 may be provided on the caliper 22 as shown in FIGS. 9 and 10 so that the condensed water W is not scattered in the section where the caliper 22 is disposed.

  The seal member 23 is arranged leaving a slight gap so as to block the flow path 212 that opens to the outer periphery of the disk 21. Even if there is a slight gap between the outer periphery of the disk 21 and the seal member 23, the flow of air passing through the flow path 212 is substantially blocked, so that water droplets that have not adhered to the inner wall of the flow path 212 or vaporized are generated. Steam is prevented from being released into the caliper 22. The seal member 23 is preferably made of a material that easily wears when the disc 21 is rubbed and has excellent heat resistance, for example, machinable ceramics. Even if the condensed water W supplied to the flow path 212 is discharged into the caliper 22, it does not have to wet and spread toward the pad 221, so that the condensate W is placed at a position along the disk surface of the disk 21 instead of the seal member 23. A material having water absorption may be disposed to prevent the condensed water W discharged from the flow path 212 from spreading toward the pad 221 side.

  In order to use the condensed water W supplied to the disk 21 more effectively and to improve the cooling efficiency of the disk 21, as shown in FIG. 11, the cooling fins 211 are inclined with respect to the radial direction of the disk 21. Also good. In this case, the cooling fin 211 is provided so that the outer peripheral end 211a is biased from the inner peripheral end 211b in the direction in which the disk 21 rotates when the vehicle travels, that is, the outer peripheral end 211a precedes the rotational direction. . The cooling fin 211 is formed in an arc shape in which the outer peripheral end 211a of the cooling fin 211 is inclined more greatly than the inner peripheral end 211b with respect to the straight line in the radial direction.

  The force which acts on the water droplet Wd of the condensed water W adhering to the cooling fin 211 arrange | positioned as shown in FIG. 11 is demonstrated using FIG. FIG. 12 schematically shows the water droplet Wd adhering to the cooling fin 211, and the force acting on the water droplet is indicated by a vector. According to FIG. 12, the water droplet Wd adhering to the side surface of the cooling fin 211 facing the rotation center C of the disk 21 is subjected to the action of the centrifugal force Q <b> 1 accompanying the rotation of the disk 21.

  The centrifugal force Q1 acting in the outer circumferential direction along the radial direction of the disk 21 is a component force Q11 perpendicular to the surface of the cooling fin 211 and a component force Q12 that pushes the water droplet Wd to the outer peripheral end 211a along the surface of the cooling fin 211. Divided. The component force Q11 perpendicular to the surface of the cooling fin 211 is equal to the drag force Q2 received from the surface of the cooling fin 211. Then, the component force Q21 in the central direction along the radial direction generated by the drag force Q2 acts in the opposite direction to the centrifugal force Q1. This component force Q21 acts on the water droplet Wd as a force Q22 that pushes the water droplet Wd back toward the inner peripheral end 211b along the surface of the cooling fin 211.

  As a result, the water droplet Wd tends to be discharged to the outer peripheral end 211a side along the surface of the cooling fin 211 with the component force Q12, whereas the force Q22 toward the inner peripheral end 211b side along the surface of the cooling fin 211. Returned by. That is, by providing the cooling fin 211 with an angle, the force for discharging the water droplet Wd by the force Q22 can be suppressed. And the time when the water droplet Wd is discharged is extended.

  By extending the time until the condensed water W supplied to the flow channel 212 is discharged from the flow channel 212, more condensed water W evaporates in the flow channel 212 and contributes to cooling the disk 21. become. By increasing the evaporation amount of the condensed water W, the amount of the condensed water W released in the liquid outer direction toward the outer periphery of the disk 21, that is, the amount of the condensed water W scattered from the disk 21 is also reduced.

  The centrifugal force Q1 acting on the water droplet Wd attached to the cooling fin 211 is larger on the outer peripheral end 211a side than on the inner peripheral end 211b side of the cooling fin 211. In the cooling fin 211 shown in FIGS. 11 and 12, the outer peripheral end 211a side is more inclined to the front in the rotational direction than the inner peripheral end 211b side with respect to the straight line in the radial direction. Therefore, the magnitude of the drag force Q2 received from the surface of the cooling fin 211 against the centrifugal force Q1 is larger on the outer peripheral end 211a side than on the inner peripheral end 211b side. By adjusting the magnitude of the drag Q2 generated by the centrifugal force Q1 by the angle of the cooling fin 211, the force acting on the water droplet Wd adhering to the surface of the cooling fin 211 shown in FIGS. It can be made constant from the 211a side to the inner peripheral end 211b side. That is, the thickness of the layer of the condensed water W flowing from the inner peripheral end 211b side to the outer peripheral end 211a side of the cooling fin 211 becomes substantially uniform, and the temperature distribution on the surface of the cooling fin 211 can be made uniform. Since the temperature distribution of the cooling fins 211 becomes uniform when the condensate W is jetted to cool the disc 21, distortion of the entire disc 21 due to heat is reduced, so that the performance of the brake device 20 can be maintained. .

  FIG. 13 shows a modified example of the cooling fin 211 that evaporates more condensed water W in the flow path 212 of the disk 21 than the cooling fin 211 shown in FIGS. 11 and 12. The cooling fin 211 shown in FIG. 13 has a plurality of staying convex portions 216 extending toward the inner peripheral side on the surface of the cooling fin 211 facing the inner peripheral side of the disk 21. By providing the staying convex portion 216, the condensed water W is easily collected on the inner peripheral side of the staying convex portion 216, and a lot of the condensed water W can be contributed by cooling the disk 21. Further, the volume of the condensed water W held by the staying convex portion 216 is larger than the flow rate of the condensed water W injected from the bypass passage 16 while the cooling fin 211 crosses the front of the outlet 163 of the bypass passage 16. You may comprise. When the speed of the vehicle is high, the same cooling fin 211 crosses the outlet 163 several times during one injection, but the flow rate of the condensed water W injected while the same cooling fin 211 crosses the outlet 163 once. Also decreases. Therefore, it is possible to prevent the condensed water W from flowing out to the outer peripheral side of the disk 21 by controlling the time of one injection so that the condensed water W does not overflow from the staying convex portion 216.

  Next, the opening / closing timing of the bypass valve 161 arranged in the middle of the bypass passage 16 as shown in FIG. 1 will be described with reference to FIG. In the bypass valve 161, the vehicle is traveling at a speed that allows the condensed water W supplied from the outlet 163 of the bypass passage 16 to be discharged to the range where the caliper 22 is installed through the flow path 212 of the disk 21. In this case, control is performed so that priority is given to closing the valve. By stopping the supply of the condensed water W at the traveling speed of the vehicle, that is, the rotational speed of the disk 21 that rotates with the wheels, which is a condition for the condensed water W to be discharged to the range where the caliper 22 is installed, the caliper 22 The condensed water W is reliably prevented from being discharged into the installed section.

Accordingly, a condition is obtained when the condensed water W injected from the bypass passage 16 is discharged through the flow path 212 of the disk 21 into the section where the caliper 22 is installed. Assuming the vehicle running speed v and the wheel diameter d, the angular speed ω of the disk 21 rotating with the wheel is as shown in (Equation 1).
ω = 2v / d (Formula 1)
The speed of the condensed water W injected from the inner peripheral side of the disk 21 toward the outer periphery in the radial direction can be obtained from Bernoulli's equation. The speed u ₁ of the condensed water W accumulated downstream of the intercooler 121, the pressure p ₁ applied to the water surface of the condensed water W, and the height z _{1 of the} water surface, the speed u ₂ of the condensed water W at the outlet 163 of the bypass passage 16, When the pressure p ₂ of the condensed water W, the discharged height z _2, and the density ρ of the condensed water W, the speed u ₂ of the condensed water W at the outlet 163 of the bypass passage 16 is expressed by (Equation 2). expressed.

Furthermore, the time t _{L when the} condensed water W passes through the flow path 212 of the disk 21 from the inside to the outside and the discharge point h of the condensed water W, that is, the rotation angle θ from the outlet 163 of the bypass passage 16 are calculated. As shown in FIG. 14, the length L of the flow path 212 of the disk 21, the rotation angle θ ₁ from the outlet 163 to the upstream end 22 u of the caliper 22 in the rotation direction of the disk 21, and the caliper 22 that is the section where the caliper 22 is installed. When the rotation angle θ ₂ from the upstream end 22 u to the downstream end 22 d is taken, the time t _L when the condensed water W passes through the flow path 212 is expressed by the following (Equation 3).
t _L = L / u ₂ (Formula 3)
Since the position of the discharge point h is the rotation angle θ = ωt _L , the condition that the discharge point h is in the range from the outlet 163 to the front of the caliper 22 is shown in (Expression 4).
0 + 2nπ ≦ ωt _L <θ ₁ + 2nπ (n is an integer) (Formula 4)
Substituting (Equation 1) and (Equation 3) into this yields (Equation 5).

Further, the condition that the discharge point h enters the range where the caliper 22 is installed is shown in (Expression 6).
θ ₁ + 2nπ ≦ ωt _L <θ ₁ + θ ₂ + 2nπ (n is an integer) (Expression 6)
Substituting (Equation 1) and (Equation 3) into this yields (Equation 7).

Further, the condition that the discharge point h enters the range from the caliper 22 to the outlet 163 is shown in (Equation 8).
θ ₁ + θ ₂ + 2nπ ≦ ωt _L <2π + 2nπ (n is an integer) (Equation 8)
By substituting (Equation 1) and (Equation 3) into this, (Equation 9) is obtained.

  Here, since it is desired to prevent the condensed water W from being discharged to the caliper 22, the bypass valve 161 is controlled to be closed when the vehicle speed is (Expression 7).

  When the cooling fins 211 are angled as shown in FIG. 11, the delay time variable due to the angle of the cooling fins 211 is the time that the water droplets Wd of the condensed water W pass through the flow path 212. Is added.

  As described above, the condensed water discharge structure 1 according to the present invention uses the condensed water W generated by the intercooler 121 for cooling the brake device 20. Therefore, in order to cool the brake device 20, a tank for storing water, a pump for injecting this water, and the like are unnecessary. In addition, since the condensed water that has been discharged without being used is effectively used, the energy utilization rate as an internal combustion engine is also improved.

  DESCRIPTION OF SYMBOLS 1 ... Condensate discharge structure, 10 ... Internal combustion engine, 12 ... Supply air line, 121 ... Intercooler, 13 ... Supercharger, 16 ... Bypass passage, 161 ... Bypass valve, 162 ... Inlet (bypass passage), 163 ... (Bypass passage) outlet, 165 ... net, 21 ... disc, 21a ... outer peripheral edge, 211 ... cooling fin, 211a ... outer peripheral end, 211b ... inner peripheral end, 212 ... flow path, 213 ... second cooling fin, 214 ... coating layer, 215 ... guide, 216 ... staying convex part, 22 ... caliper, 23 ... sealing member, 30 ... wheel.

Claims (11)

An intake pipe in which an internal combustion engine supercharger and an intercooler are installed;
A double-structured disk including a plurality of cooling fins extending radially with respect to the center of rotation of the wheel and a flow path partitioned therebetween;
A caliper that sandwiches the outer periphery of the disk;
A bypass passage having an inlet on the downstream side of the intercooler and having an outlet on the inner peripheral side of the disk to supply condensed water condensed by the intercooler to the flow path;
A condensed water discharge structure comprising: a bypass valve that is installed in the middle of the bypass passage and controls a flow rate and timing of supplying the condensed water. The condensed water discharge structure according to claim 1, wherein the bypass passage has the outlet at a position that is symmetrical with respect to the caliper. The condensed water discharge structure according to claim 1, wherein the bypass passage includes a net at the outlet. The disk is provided with a guide on an outer peripheral edge that changes a direction in which the condensed water discharged from the outlet of the bypass passage and passes through the flow path is scattered inward in the vehicle width direction of the vehicle. The condensed water discharge structure according to claim 1. The wheel has a guide for changing the direction in which the condensed water discharged from the outlet of the bypass passage and passed through the passage is scattered inward in the vehicle width direction of the vehicle. The condensate discharge structure according to claim 1, wherein the condensate discharge structure is provided on an inner peripheral surface located at the position. 2. The condensed water discharge structure according to claim 1, wherein the flow path of the disk has a plurality of second cooling fins extending in a thickness direction of the disk. 2. The condensed water discharge structure according to claim 1, wherein an outer peripheral end of the cooling fin is biased from an inner peripheral end in a direction in which the disk rotates when the vehicle moves forward. The condensed water discharge structure according to claim 7, wherein the cooling fin has a plurality of staying convex portions extending toward the inner periphery on a surface facing the inner periphery. 2. The condensed water discharge structure according to claim 1, wherein the flow path of the disk has a coating layer for preventing corrosion on the inner surface. The condensed water discharge structure according to claim 1, wherein the caliper has a seal member so as to close the flow path that opens to the outer periphery of the disk. In the case where the vehicle is traveling at a speed that satisfies the condition that the condensed water supplied from the outlet of the bypass passage is discharged to the range where the caliper is installed through the flow path of the disk. The condensate discharge structure according to claim 1, wherein the condensate discharge structure is closed.

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