JP4923971B2 - Engine cooling system - Google Patents

Description

  The present invention relates to a cooling device for an engine configured to be able to cool the engine by a cooling medium. More specifically, the present invention relates to an engine cooling device configured to cool an engine with a liquid cooling medium.

  In order to realize an engine with improved environmental performance, it is required that the engine is warmed up early. By performing warm-up early, for example, friction loss is reduced and fuel efficiency is improved. Moreover, warming up is performed early and the temperatures of the inner wall surfaces of the combustion chamber and the intake port are raised early, so that, for example, fuel is vaporized appropriately and exhaust emission is improved.

As a configuration for improving the warm-up performance of the engine, for example, described in Japanese Utility Model Laid-Open Nos. 61-39426, 2000-220457, 2002-138835, and 2005-351173. Is known.
Japanese Utility Model Publication No. 61-39426 JP 2000-220457 A JP 2002-138835 A JP 2005-351173 A

  The liquid cooling medium (especially water) has a specific heat larger than that of the engine block constituting the main body of the engine. Therefore, this cooling medium can maintain a predetermined thermal state for a longer time. Such characteristics of the cooling medium are advantageous when the engine block is cooled during normal operation and high load operation.

  The characteristics of the cooling medium are also advantageous when performing “preheating” as described in JP-A-2005-351173. This preheating is performed as follows. (1) The cooling medium that has become hot during the previous operation is stored in a heat storage tank. (2) Before the next cold start, the relatively high temperature coolant in the heat storage tank is allowed to flow through the engine block. Thereby, the engine block is warmed by the cooling medium before starting.

  However, the characteristics of such a cooling medium are disadvantageous in the case of further warm-up after preheating, that is, in the case of warm-up after start-up (warm-up operation). This is because the temperature of such a cooling medium is difficult to increase, and the cooling medium continues to take heat away from the engine block (especially the cylinder block) even during warm-up after startup.

  The present invention provides an engine cooling apparatus in which engine warm-up can be performed even earlier.

  The engine cooling device of the present invention includes an engine block, a cooling medium circulation path, a heat storage tank, and a circulation state control unit.

  The engine block is a member constituting the main body of the engine. The engine block is formed with a coolant jacket. The cooling medium jacket is a space through which a liquid cooling medium can pass.

  The engine block can include a cylinder block and a cylinder head. The cylinder block is formed with a cylinder and a first cooling medium jacket as the cooling medium jacket. The cylinder head is joined to the cylinder block. The cylinder head is formed with an intake passage, an exhaust passage, and a second coolant jacket as the coolant jacket. The intake passage and the exhaust passage are provided so as to communicate with the cylinder.

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

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

  The circulation state control unit is configured to control a circulation state of the cooling medium in the cooling medium circulation path.

  A feature of the present invention lies in that the circulation state control unit is configured to operate as follows: The circulation state control unit receives the cooling medium from the heat storage tank when the engine is started. The cooling medium is introduced into the jacket. Thereafter, the circulation state control unit discharges the cooling medium from the cooling medium jacket to the heat storage tank. The circulation state control unit sets the inside of the cooling medium jacket to a state in which the cooling medium is not accommodated during the warm-up operation following the start.

  Specifically, the introduction of the cooling medium from the heat storage tank to the cooling medium jacket can be performed, for example, before starting. Further, the cooling medium can be discharged from the cooling medium jacket to the heat storage tank before starting, at the time of starting, or during the warm-up operation after starting.

  The circulation state control unit may include a block temperature output unit that generates an output corresponding to the temperature of the engine block. In this case, the circulation state control unit is configured to discharge the cooling medium from the cooling medium jacket to the heat storage tank according to the output of the block temperature output unit.

  The circulation state control unit may further include a cooling medium temperature output unit that generates an output corresponding to the temperature of the cooling medium in the cooling medium jacket. In this case, the circulation state control unit is configured to discharge the cooling medium from the cooling medium jacket to the heat storage tank according to the outputs of the block temperature output unit and the cooling medium temperature output unit.

  Here, the block temperature output unit may be a temperature sensor that generates an output corresponding to the temperature of the engine block. Alternatively, the block temperature output unit corresponds to an estimated value of the temperature of the engine block based on parameters other than the temperature of the engine block (for example, the temperature of the cooling medium, the elapsed time since the engine start, etc.) May be configured to produce an output that

  Similarly, the cooling medium temperature output unit may be a temperature sensor, or may be configured to generate an output corresponding to the estimated value of the temperature of the cooling medium based on other parameters.

  Or the said circulation state control part may be comprised so that the said cooling medium may be discharged | emitted from the said cooling medium jacket to the said thermal storage tank according to the elapsed time from engine starting.

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

  Subsequently, after the engine block is heated to a predetermined degree, the cooling medium is discharged from the cooling medium jacket to the heat storage tank. The cooling medium is discharged at least before the completion of the warm-up operation. For example, the cooling medium can be discharged before starting. Alternatively, the cooling medium can be discharged after startup.

  Specifically, for example, the cooling medium can be discharged based on the elapsed time from the start of the engine.

  Alternatively, the cooling medium can be discharged based on Te (the temperature of the engine block or its estimated value) and / or Tw (the temperature of the cooling medium or its estimated value). That is, for example, when Te and / or Tw reaches a predetermined value, when the rate of increase of Te and / or Tw is less than or equal to a predetermined value, when Te and Tw are substantially equal, or when Tw When the value of -Te reaches a predetermined value, the cooling medium can be discharged.

  In this manner, at least before the warm-up operation is completed, the cooling medium is removed from the cooling medium jacket. That is, at least before the warm-up operation is completed, the cooling medium jacket is not accommodated in the cooling medium jacket. When the warm-up operation is performed in this state, the engine block quickly rises in temperature.

  According to the present invention, the following two (A) and (B) are achieved at the same time: (A) the engine block is warmed well by the relatively high temperature of the cooling medium in the heat storage tank; A decrease in warm-up performance due to the cooling medium being continuously accommodated in the cooling medium jacket is effectively suppressed. Therefore, according to the present invention, warm-up can be performed even earlier.

  The circulation state control unit may be configured so that the cooling medium is again introduced into the cooling medium jacket after the warm-up operation is completed.

  In this configuration, the warm-up operation proceeds with the cooling medium removed from the cooling medium jacket. Then, after completion of the warm-up operation, the cooling medium is again introduced into the cooling medium jacket.

  According to such a configuration, the engine block can be appropriately cooled after the warm-up operation is completed (particularly during high-load operation).

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

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

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

  The heat storage tank may be disposed at a position lower than the cooling medium jacket.

  In such a configuration, the discharge of the cooling medium from the cooling medium jacket to the heat storage tank below the jacket can be promoted by the action of gravity. Therefore, according to this structure, discharge | emission of the said cooling medium from the said cooling medium jacket to the said thermal storage tank can be performed more rapidly.

  The engine cooling device may further include a separation tank. The separation tank is configured to store the cooling medium. The separation tank is formed with a cooling medium inlet, a cooling medium outlet, and an air outlet. The cooling medium discharge port is provided at the bottom of the separation tank. The cooling medium inlet may also be provided at the bottom of the separation tank. The air discharge port is provided in the upper part of the separation tank.

  The separation tank is interposed between the decompression pump and the cooling medium circulation path. Specifically, the cooling medium inflow port and the cooling medium discharge port are connected to the cooling medium circulation path. The air discharge port is connected to the pressure reducing pump.

  A level sensor may be provided corresponding to the separation tank. The level sensor is configured to generate an output corresponding to the amount of the cooling medium in the separation tank. In this case, the circulation state control unit is configured to send the cooling medium from the separation tank to the heat storage tank in accordance with the output of the level sensor.

  In such a configuration, when the decompression pump is operated, the air inside the cooling medium jacket is discharged through the upper part of the separation tank and the cooling medium circulation path. Thereby, the inside of the cooling medium jacket becomes a negative pressure.

  On the other hand, the liquid cooling medium can flow into the heat storage tank from the bottom of the separation tank. When the cooling medium inlet is provided at the bottom of the separation tank, the cooling medium can flow from the cooling medium circulation path to the bottom of the separation tank.

  According to this configuration, inadvertent discharge of the cooling medium by the vacuum pump can be suppressed.

  The engine cooling device may be configured as follows: the first cooling medium jacket and the second cooling medium jacket are formed at a joint portion between the cylinder head and the cylinder block. So that they do not communicate with each other. The circulation state control unit discharges the cooling medium from the first cooling medium jacket to the heat storage tank after introducing the cooling medium from the heat storage tank to the first cooling medium jacket when the engine is started. On the other hand, the cooling medium is always present in the second cooling medium jacket.

  In such a configuration, first, at the time of starting (for example, before starting), the engine block is heated by the relatively high-temperature cooling medium in the heat storage tank.

  Subsequently, after the engine block is heated to a predetermined degree, the cooling medium is discharged from the first cooling medium jacket to the heat storage tank. On the other hand, the cooling medium remains accommodated in the second cooling medium jacket. That is, the cooling medium in the second cooling medium jacket is not discharged at all or is partially discharged.

  According to this configuration, the cylinder head is favorably cooled using the cooling medium in the second cooling medium jacket. Further, the cooling medium is discharged from the first cooling medium jacket, so that the cylinder block is quickly warmed up.

  The engine cooling device may further include a cooling medium injection unit. The cooling medium injection unit is configured to inject the liquid cooling medium onto the inner wall surface of the cooling medium jacket. The cooling medium injection unit is interposed in the cooling medium circulation path. For example, the cooling medium injection unit may be configured to inject the liquid cooling medium onto the inner wall surface of the second cooling medium jacket.

  According to such a configuration, the liquid cooling medium can be jetted vigorously onto the inner wall surface of the cooling medium jacket (the second cooling medium jacket) by the cooling medium injection unit. Thereby, the engine block (the cylinder head) can be cooled well.

  The engine may further include a steam outlet path, a steam heater, an expander, and a condenser.

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

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

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

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

  In such a configuration, the liquid coolant is injected to the engine block by the coolant injection unit. Thereby, the engine block is cooled. Further, the cooling medium absorbs heat as the engine block is cooled. As a result, steam of the cooling medium is generated.

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

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

  According to this configuration, both the cooling efficiency of the engine block and the energy recovery efficiency from the waste heat generated in the engine block can be made higher.

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

<Schematic Configuration of Engine Cooling Device of Embodiment>
FIG. 1 is a schematic configuration diagram of an engine cooling system 100 which is an embodiment of the engine cooling device of the present invention.

  Referring to FIG. 1, the engine cooling system 100 includes an engine block 101. The engine block 101 is a member constituting the main body of the engine.

  FIG. 2 is a sectional side view of the engine block 101 shown in FIG. Referring to FIG. 2, the engine block 101 includes a cylinder block 102. The cylinder block 102 is formed with a cylinder 102 </ b> A that is a substantially cylindrical through hole. A piston 102B is accommodated in the cylinder 102A so as to be capable of reciprocating along the height direction (vertical direction in the figure) of the cylinder 102A.

  The cylinder block 102 is formed with a lower jacket 102C as the first cooling medium jacket of the present invention. The lower jacket 102C is provided so as to surround the cylinder 102A. The lower jacket 102C is a substantially ring-shaped space in plan view. The lower jacket 102C is configured so that the cooling water and the steam can pass therethrough.

  The engine block 101 also includes a cylinder head 103. The cylinder head 103 is formed with an intake port 103A constituting the end of the intake passage of the present invention and an exhaust port 103B constituting the start end of the exhaust passage of the present invention.

  The intake port 103A and the exhaust port 103B are provided so as to communicate with the combustion chamber 103C. The combustion chamber 103C is a space communicating with the upper end portion of the cylinder 102A, and is formed by a recess provided on the cylinder head 103 side in the present embodiment.

  The cylinder head 103 is provided with an intake valve 103D and an exhaust valve 103E. The intake valve 103D is configured and arranged so that the opening on the combustion chamber 103C side in the intake port 103A can be opened and closed. Similarly, the exhaust valve 103E is configured and arranged so that the opening on the combustion chamber 103C side in the exhaust port 103B can be opened and closed.

  An upper jacket 103F as a second cooling medium jacket of the present invention is formed inside and below the cylinder head 103. The upper jacket 103 </ b> F is a space configured to allow liquid cooling water and its vapor to pass therethrough. The upper jacket 103F is provided between the pair of intake ports 103A, between the pair of exhaust ports 103B, and between the intake port 103A and the exhaust port 103B.

  The lower end surface of the cylinder head 103 is joined to the upper end surface of the cylinder block 102 via a gasket 104. In the present embodiment, the gasket 104 is not formed with a through hole for allowing the lower jacket 102C and the upper jacket 103F to communicate with each other. That is, in the present embodiment, the lower jacket 102 </ b> C and the upper jacket 103 </ b> F are provided independently so as not to directly communicate with each other at the joint portion between the cylinder block 102 and the cylinder head 103.

  Referring again to FIG. 1, the engine cooling system 100 includes a radiator 105 and a heat storage tank 106. The heat storage tank 106 is configured to store the cooling water while keeping it warm. In the present embodiment, the heat storage tank 106 is disposed at a position lower than the engine block 101. That is, the heat storage tank 106 is disposed at a position lower than the lower jacket 102C and the upper jacket 103F (see FIG. 2).

  An air passage 106 a is provided at the top of the heat storage tank 106. The air passage 106 a is configured to control the outside air flow into and out of the heat storage tank 106 in accordance with the increase or decrease of the cooling water in the heat storage tank 106. The air passage 106a is configured to allow the above-described outside air to be taken in and out while maintaining the heat retaining property in the heat storage tank 106 when the engine is stopped.

<Configuration of cooling water circuit>
The cylinder block 102, the cylinder head 103, and the radiator 105 are connected to each other by a radiator side circulation path 110 that constitutes a part of the cooling medium circulation path of the present invention. The radiator side circulation path 110 includes a cylinder head inflow path 111, a first cylinder head outflow path 112, a second cylinder head outflow path 113, a cylinder block inflow path 114, a cylinder block outflow path 115, and a radiator inflow path. 116, a radiator outlet channel 117, and a radiator bypass channel 118.

  An end portion of the cylinder head inflow passage 111 is connected to a cooling water inlet in the cylinder head 103. The start ends of the first cylinder head outflow path 112 and the second cylinder head outflow path 113 are connected to the coolant discharge port in the cylinder head 103.

  An end portion of the cylinder block inflow passage 114 is connected to a cooling water inflow port in the cylinder block 102. The starting end portion of the cylinder block outflow passage 115 is connected to a cooling water discharge port provided at the lowest portion of the cylinder block 102.

  A distal end portion of the radiator inflow path 116 is connected to a cooling water inflow port in the radiator 105. The starting end portion of the radiator inflow passage 116 is connected to the end portion of the cylinder block outflow passage 115. In addition, the end of the second cylinder head outflow passage 113 is connected to the middle portion of the radiator inflow passage 116.

  A starting end portion of the radiator outflow passage 117 is connected to a cooling water discharge port in the radiator 105. The end portion of the radiator outflow passage 117 is connected to the start end portion of the cylinder block inflow passage 114. Further, the start end portion of the cylinder head inflow passage 111 is connected to the middle portion of the radiator outflow passage 117.

  The radiator bypass channel 118 is provided so as to connect a position near the end of the radiator inflow passage 116 and a position near the start end of the radiator outflow passage 117.

  In other words, the connection portion between the radiator inflow passage 116 and the radiator bypass passage 118 is provided at a position closer to the end of the radiator inflow passage 116 than the connection portion between the radiator inflow passage 116 and the second cylinder head outflow passage 113. ing. Further, the connection portion between the radiator outflow passage 117 and the radiator bypass passage 118 is provided at a position closer to the start end portion of the radiator outflow passage 117 than the connection portion between the radiator outflow passage 117 and the cylinder head inflow passage 111. .

  Thus, the radiator inflow path 116 and the radiator outflow path 117 are connected to bypass the radiator 105 by the radiator bypass flow path 118. Further, the end portion of the first cylinder head outflow passage 112 is connected to the middle portion of the radiator bypass passage 118.

  The engine block 101 and the heat storage tank 106 are connected to each other by a tank side circulation path 120 that constitutes a part of the cooling medium circulation path of the present invention. The tank side circulation path 120 includes a tank inflow path 121, a tank outflow path 122, and a jacket ventilation path 123.

  The start end of the tank inflow passage 121 is connected to the end of the cylinder block outflow passage 115 and the start end of the radiator inflow passage 116. The end portion of the tank inflow path 121 is connected to a cooling water inlet provided in the upper part of the heat storage tank 106.

  The starting end portion of the tank outflow passage 122 is connected to a cooling water discharge port provided at the lowest portion of the heat storage tank 106. The end portion of the tank outflow passage 122 is connected to the start end portion of the cylinder block inflow passage 114 and the end portion of the radiator outflow passage 117.

  The starting end portion of the jacket air passage 123 is connected to the uppermost portion of the lower jacket 102C (see FIG. 2) provided in the cylinder block 102. The end portion of the jacket air passage 123 opens toward the outside air.

<Configuration of cooling water circulation control unit>
The engine cooling system 100 includes a cooling water circulation control unit 130 as a circulation state control unit of the present invention. The cooling water circulation control unit 130 is configured to control the circulation state of the cooling water in the radiator side circulation path 110 and the tank side circulation path 120 constituting the cooling medium circulation path of the present invention. The cooling water circulation control unit 130 includes a plurality of pumps and valves as will be described later, and includes an engine control unit 130A, a wall temperature sensor 130B, and a cooling water temperature sensor 130C.

  The engine control unit 130A includes a CPU, an EEPROM, a RAM, and the like, and generates a signal for controlling the operation of at least a part of the above-described pump and valve based on the outputs of the wall temperature sensor 130B and the cooling water temperature sensor 130C. It is configured.

  The wall temperature sensor 130B is configured to generate an output corresponding to the wall temperature of the cylinder block 102 (block wall temperature te). The cooling water temperature sensor 130C is configured to generate an output corresponding to the cooling water temperature (cooling water temperature Tw) in the cylinder block 102 (in the lower jacket 102C in FIG. 2).

  In the EEPROM provided in the engine control unit 130A in the present embodiment, a program that operates as follows is recorded: (1) Before starting the engine, the thermal storage tank 106 to the cylinder block 102 (the lower block in FIG. 2). Cooling water is introduced into the jacket 102C). (2) After starting the engine, when the coolant temperature Tw becomes lower than the block wall temperature Te, the coolant is discharged from the cylinder block 102 to the heat storage tank 106. (3) After the warm-up operation is completed, cooling water is reintroduced from the heat storage tank 106 to the cylinder block 102.

  The cooling water circulation control unit 130 includes a circulation pump 130P1 and a delivery pump 130P2.

  The circulation pump 130 </ b> P <b> 1 is provided at a connection portion between the middle portion of the radiator outlet passage 117 and the start end portion of the cylinder head inlet passage 111. The circulation pump 130P1 is configured to be able to send the cooling water flowing from the start end side of the radiator outflow passage 117 toward the start end portion of the cylinder block inflow passage 114 and the end portion of the cylinder head inflow passage 111. Yes.

  The delivery pump 130P2 is interposed in the tank outflow path 122. The delivery pump 130P2 is configured to deliver the cooling water in the heat storage tank 106 toward a connection portion between the end portion of the radiator outflow passage 117 and the start end portion of the cylinder block inflow passage 114.

  The cooling water circulation control unit 130 includes a radiator bypass valve 130V1, a block inlet valve 130V2, a block outlet valve 130V3, a ventilation control valve 130V4, a pressure reduction control valve 130V5, an inflow side valve 130V6, a discharge side valve 130V7, a head An inlet valve 130V8.

  The radiator bypass valve 130 </ b> V <b> 1 is a three-way valve, and is provided at a connection portion between the radiator outflow passage 117 and the radiator bypass passage 118. The block inlet valve 130 </ b> V <b> 2 is a three-way valve and is provided at a connection portion between the start end of the cylinder block inflow passage 114, the end of the radiator outflow passage 117, and the end of the tank outflow passage 122. The block outlet valve 130 </ b> V <b> 3 is a three-way valve, and is provided at a connection portion between the terminal end of the cylinder block outflow passage 115, the start end of the radiator inflow passage 116, and the start end of the tank inflow passage 121. The ventilation control valve 130 </ b> V <b> 4 is an on-off valve and is interposed in the jacket ventilation path 123.

<Operation and Effect of Configuration of Embodiment>
FIG. 3 is a time chart showing how the engine cooling system 100 shown in FIG. 1 operates. 4 to 11 are diagrams showing the operation of the engine cooling system 100 shown in FIG. Hereinafter, the operation of the configuration of this embodiment and the effects thereof will be described with reference to FIGS. 3 to 11.

  Here, in FIGS. 4 to 11, a port in each valve that is blacked out indicates that the port is closed. Moreover, what is black in a pump shall show that the said pump has stopped.

  As shown in FIG. 4, the cooling water is discharged from the cylinder block 102 to the heat storage tank 106 after a while since the previous engine stop. That is, the hot water warmed by the cylinder block 102 during the previous operation is stored in the heat storage tank 106. On the other hand, the cylinder head 103 and the radiator 105 are filled with cooling water. In this state, the circulation pump 130P1 and the delivery pump 130P2 are stopped, and the block inlet valve 130V2 is closed.

  Therefore, in the initial state before the start this time, as indicated by “(a) initial” in FIG. 3, the output value of the cooling water temperature Tw and the block wall temperature Te are substantially equal to the outside air temperature.

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

  Then, as shown in FIG. 5, the tank outflow passage 122 and the cylinder block inflow passage 114 are communicated with each other by the block inlet valve 130V2. Further, the block outlet valve 130V3 is closed, and the ventilation control valve 130V4 is opened. By operating the delivery pump 130P2 in this state, the hot water in the heat storage tank 106 is introduced into the cylinder block 102. When the introduction of the hot water to the cylinder block 102 is finished, the delivery pump 130P2 is stopped, and the block inlet valve 130V2 and the ventilation control valve 130V4 are closed.

  Thus, the warm water is introduced into the cylinder block 102, so that the cylinder block 102 is warmed by the warm water before starting. That is, “preheating” is performed.

  In this preheating, as indicated by “(b) water injection” in FIG. 3, the output value of the cooling water temperature Tw decreases rapidly due to heat exchange with the cylinder wall once it reaches the temperature of the hot water. To do. On the other hand, the block wall temperature Te gradually increases due to heat transfer from the hot water.

  Assume that the engine is started 30 seconds after the start of preheating. When the engine is started, as shown in FIG. 6, the radiator bypass valve 118V1 connects the radiator bypass passage 118 and the circulation pump 130P1. Further, the block inlet valve 130V2, the block outlet valve 130V3, and the ventilation control valve 130V4 are closed.

  Thereby, the cooling water in the cylinder head 103 flows out from the first cylinder head outflow path 112 and the second cylinder head outflow path 113, reaches the circulation pump 130P1 through the radiator bypass flow path 118, and is circulated by the circulation pump 130P1. It flows again into the head 103. On the other hand, hot water introduced from the heat storage tank 106 stays in the cylinder block 102. This state continues until the block wall temperature Te reaches the cooling water temperature Tw (see the period from “(c start)” to “(d) drainage” in FIG. 3).

  As shown in FIG. 3, the block wall temperature Te gradually increases due to engine operation, and finally reaches the cooling water temperature Tw. If the cooling water stays in the cylinder block 102 any more, the warm-up performance may be deteriorated. Therefore, when the block wall temperature Te reaches the cooling water temperature Tw, the cooling water in the cylinder block 102 is discharged to the heat storage tank 106 (see “(d) drainage” in FIG. 3).

  At the time of this drainage, as shown in FIG. 7, the cylinder outlet outlet passage 115 and the tank inlet passage 121 are communicated with each other by the block outlet valve 130V3, and the ventilation control valve 130V4 is opened. Thereby, the cooling water in the cylinder block 102 is discharged to the heat storage tank 106 by the action of gravity.

  Thereafter, as shown in FIG. 8, the warm-up operation proceeds with the cooling water discharged from the cylinder block 102 (from “(d) drainage” to “(e) re-watering” in FIG. 3). See between). In this state, cooling water is not stored in the cylinder block 102 (in the lower jacket 102C in FIG. 2). Therefore, the cylinder block 102 is warmed up early.

  When the block wall temperature Te reaches a predetermined temperature, the engine control unit 130A determines that the warm-up operation has been completed. Then, as shown in FIG. 9, the tank outlet passage 122 and the cylinder block inlet passage 114 are communicated with each other by the block inlet valve 130V2. Further, the block outlet valve 130V3 is closed, and the ventilation control valve 130V4 is opened. By operating the delivery pump 130P2 in this state, the cooling water in the heat storage tank 106 is reintroduced into the cylinder block 102.

  In this reintroduction, the amount of reintroduction is appropriately adjusted so that the cylinder block 102 is rapidly cooled by the cooling water so that distortion or the like does not occur. This amount can be adjusted, for example, by adjusting the opening of a valve such as the block inlet valve 130V2 based on the engine speed NE, the block wall temperature Te, or the like.

  When the reintroduction of the cooling water to the cylinder block 102 is completed, as shown in FIG. 10, the delivery pump 130P2 is stopped and the ventilation control valve 130V4 is closed. Further, the block inlet valve 130V2 communicates the portion of the radiator outlet 117 that is downstream of the circulation pump 130P1 and the cylinder block inlet 114. Further, the cylinder block outflow passage 115 and the start end portion of the radiator inflow passage 116 are communicated with each other by the block outlet valve 130V3.

  Then, the cooling water in the cylinder block 102 flows out from the cylinder block outflow passage 115 and merges with the cooling water outflowing from the cylinder head 103 in the radiator inflow passage 116. A part of the cooling water that has passed through the radiator bypass flow path 118 flows into the cylinder head 103, and the rest flows into the cylinder block 102.

  Thereafter, as the cooling water temperature Tw further increases, the radiator bypass valve 130V1 is switched so as to block the end of the radiator bypass passage 118 and connect the cooling water discharge port of the radiator 105 and the circulation pump 130P1.

  Then, as shown in FIG. 11, the cooling water that has passed through the cylinder block 102 and the cylinder head 103 is supplied to the radiator 105. Cooling water cooled by heat exchange with the outside air by the radiator 105 is sent to the cylinder block 102 and the cylinder head 103 by the circulation pump 130P1.

  After that, immediately after the engine is stopped, the cooling water having a relatively high temperature in the cylinder block 102 is collected in the heat storage tank 106. The warm water collected in the heat storage tank 106 in this way is used for preheating at the next start-up as described above.

  As described above, in the configuration of the present embodiment, the cylinder block 102 is satisfactorily warmed by preheating before start-up and hot water storage in the first half of the warm-up operation. On the other hand, in the second half of the warm-up operation, the cooling water is discharged from the cylinder block 102, thereby promoting the progress of the warm-up operation. Then, the cooling water is reintroduced into the cylinder block 102 after the warm-up operation is completed. This reintroduced cooling water provides good cooling of the cylinder block 102 (particularly prevention of overheating during high-load operation).

  Therefore, according to the present embodiment, the engine block 101 can be warmed up even earlier while the engine block 101 is cooled well.

  In the present embodiment, the heat storage tank 106 is disposed at a position lower than the engine block 101. Then, the cooling water in the cylinder block 102 (in the lower jacket 102C) is lowered to the heat storage tank 106 by its own weight.

  Therefore, according to the present embodiment, the cooling water can be discharged from the lower jacket 102C to the heat storage tank 106 more quickly with a simple device configuration.

<List of examples of modification>
Note that, as described above, the above-described embodiments are merely examples of typical embodiments of the present invention that the applicant has considered to be the best at the time of filing of the present application. Therefore, the present invention is not limited to the above-described embodiment. Therefore, it goes without saying that various modifications can be made to the above-described embodiment within the scope not changing the essential part of the present invention.

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

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

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

  (A) The application target of the present invention is not limited to an inline engine. For example, the present invention can be suitably applied to any of V type, W type, and horizontally opposed type.

  Moreover, the application object of this invention is not limited to a gasoline engine. For example, the present invention can be applied to a diesel engine.

  Furthermore, in the present invention, the number of valves is not limited. That is, the number of intake ports 103A and exhaust ports 103B is not limited.

  (B) All the various valves in the above-described embodiment may have a structure that can be switched by a signal from the engine control unit 130A, such as an electromagnetic valve or a hydraulic valve. Or the structure (for example, radiator bypass valve 130V1) which switches spontaneously with ambient temperature, such as a thermostat valve, may be sufficient.

  (C) The operation of various valves and pumps in the above-described embodiment may be performed based on any one of the cooling water temperature Tw and the block wall temperature Te.

  The operation of these valves and pumps may be performed based on estimated values (calculated values) of the coolant temperature Tw and the block wall temperature Te. This estimation can be performed by the engine control unit 130A based on the outside air temperature or the like.

  Further, the coolant temperature Tw and the block wall temperature Te may be those in the cylinder head 103.

  Alternatively, the operation of these valves and pumps may be performed according to the elapsed time from the engine start.

  (D) The discharge of the cooling water from the cylinder block 102 to the heat storage tank 106 is not limited to that due to the weight of the cooling water. For example, a pump may be further interposed in the tank inflow path 121 for discharging cooling water from the cylinder block 102 to the heat storage tank 106.

  (E) Referring to FIGS. 1 and 2, the gasket 104 may be formed with a through hole for allowing the cylinder block 102 (lower jacket 102C) and the cylinder head 103 (upper jacket 103F) to communicate with each other.

  In this case, in “(a) initial stage” in FIG. 3, the cooling water is discharged from the cylinder block 102 (lower jacket 102 </ b> C) and the cylinder head 103 (upper jacket 103 </ b> F) to the heat storage tank 106.

  Subsequently, in “(b) water injection” in FIG. 3, the hot water in the heat storage tank 106 is introduced into the cylinder block 102 and the cylinder head 103. Thereby, the cylinder block 102 and the cylinder head 103 are preheated satisfactorily. Due to the early warm-up of the cylinder head 103 due to this preheating, the temperature of the inner wall surface of the intake port 103A and the combustion chamber 103C rises early. Thereby, the fuel concentration in the fuel mixture is set more appropriately, and the exhaust emission is improved.

  Thereafter, the cooling water in the cylinder block 102 (lower jacket 102C) and the cylinder head 103 (upper jacket 103F) is discharged to the heat storage tank 106 at “(d) drainage” in FIG.

  Thereafter, the cooling water is reintroduced into the cylinder block 102 and the cylinder head 103 from the heat storage tank 106 at “(e) Re-watering” in FIG. Immediately after the engine is stopped, the cooling water having a relatively high temperature in the cylinder block 102 and the cylinder head 103 is collected in the heat storage tank 106. The hot water collected in the heat storage tank 106 in this way is used for preheating at the next start-up.

  (F) FIG. 12 is a schematic configuration diagram of one modification of the engine cooling system 100 shown in FIG. FIG. 13 is a diagram showing an operation state of the engine cooling system 100 of the modified example shown in FIG.

  As shown in FIG. 12, in this modification, in addition to the configuration of the above-described embodiment, a pump exhaust passage 124, a decompression pump 130P3, and a decompression control valve 130V5 are provided.

  The start end of the pump exhaust passage 124 is connected to a position in the tank outflow passage 122 between the delivery pump 130P2 and the block inlet valve 130V2. This connection portion is provided with a pressure reduction control valve 130V5 composed of a three-way valve. The end portion of the pump exhaust passage 124 opens toward the outside air. A decompression pump 130P3 is interposed in the pump exhaust path 124. As the decompression pump 130P3, for example, a mechanical pump (for example, a brake booster pump) mounted on a mechanism (vehicle or the like) including a diesel engine can be used.

  Referring to FIG. 12, in such a configuration, the cylinder block inflow passage 114 and the tank outflow passage 122 are communicated with each other by the block inlet valve 130V2. Further, the pump exhaust passage 124 and the tank outflow passage 122 (including the upstream side and the downstream side from the pressure reduction control valve 130V5) are communicated with each other by the pressure reduction control valve 130V5. Further, the block outlet valve 130V3 and the ventilation control valve 130V4 are closed.

  When the decompression pump 130P3 is driven in this state, a portion of the tank outflow passage 122 on the downstream side of the delivery pump 130P2 and the cylinder block 102 (the lower jacket 102C in FIG. 2) in a state where the cooling water is discharged. The pressure is reduced to a negative pressure.

  In a state where the cylinder block 102 (the lower jacket 102C in FIG. 2) and the tank outflow passage 122 are in a negative pressure, the pressure reduction control valve 130V5 is switched, and the communication between the tank outflow passage 122 and the outside air is blocked. Thereby, the negative pressure in the cylinder block 102 (lower jacket 102C in FIG. 2) and the tank outflow passage 122 is maintained.

  Thereafter, the delivery pump 130P2 is driven as shown in FIG. Then, due to the negative pressure in the cylinder block 102 (the lower jacket 102 </ b> C in FIG. 2) and the tank outflow passage 122, the cooling water in the heat storage tank 106 flows into the tank outflow passage 122 vigorously. This cooling water quickly flows into the cylinder block 102.

  According to such a configuration, introduction of cooling water from the heat storage tank 106 to the cylinder block 102 is promoted by the negative pressure in the cylinder block 102 (lower jacket 102 </ b> C in FIG. 2) and the tank outflow passage 122. Further, the cooling water is satisfactorily introduced into the delivery pump 130P2, and the intake of air in the delivery pump 130P2 is suppressed as much as possible. Therefore, the cooling water in the heat storage tank 106 is satisfactorily delivered by the delivery pump 130P2.

  Therefore, according to this configuration, the introduction of the cooling water from the heat storage tank 106 to the cylinder block 102 can be performed quickly. Further, the delivery pump 130P2 can be reduced in size and labor. Alternatively, the delivery pump 130P2 can be omitted.

  (G) FIG. 14 is a schematic configuration diagram of another modification of the engine cooling system 100 shown in FIG. FIGS. 15 and 16 are diagrams showing the operation of the engine cooling system 100 of the modified example shown in FIG.

  As shown in FIG. 14, in this modification, in addition to the configuration of the above-described embodiment, an inflow side valve 130V6, an exhaust side valve 130V7, and a gas-liquid separation unit 140 are provided. . That is, in the present modification, an inflow side valve 130V6, a discharge side valve 130V7, and a gas-liquid separation unit 140 are provided instead of the pump exhaust passage 124 and the pressure reduction control valve 130V5 in the above modification. .

  The inflow side valve 130V6 is interposed in the tank inflow passage 121. The decompression pump 130P3 and the discharge side valve 130V7 are interposed in the gas-liquid separation unit 140.

  The gas-liquid separation unit 140 includes a separation tank 141. The separation tank 141 is configured so that the cooling water can be stored while being kept warm.

  The separation tank 141 and the upstream side of the tank inflow path 121 are connected by a cooling water inflow path 142. The starting end of the cooling water inflow path 142 is connected to the tank inflow path 121 via an inflow side valve 130V6 made up of a three-way valve. The cooling water inlet 142a as the cooling medium inlet of the present invention, which is the end portion of the cooling water inflow passage 142, is provided so as to open at the bottom of the separation tank 141.

  The separation tank 141 and the downstream side of the tank inflow path 121 are connected by a cooling water discharge path 143. The cooling water discharge port 143a as the cooling medium discharge port of the present invention, which is the starting end portion of the cooling water discharge path 143, is provided so as to open at the bottom of the separation tank 141. The end of the cooling water discharge path 143 is connected to a position between the inflow side valve 130V6 and the heat storage tank 106 in the tank inflow path 121. The cooling water discharge path 143 is provided with a discharge side valve 130V7 composed of an on-off valve.

  The air discharge path 144 is provided so that the upper part of the separation tank 141 can communicate with the outside air. That is, the air discharge port 144 a that is the starting end of the air discharge path 144 is provided so as to open at the top of the separation tank 141. A decompression pump 130P3 is interposed in the air discharge path 144.

  The separation tank 141 is provided with a level sensor 145. The level sensor 145 is configured to generate an output corresponding to the amount of cooling water in the separation tank 141. In this embodiment, the cooling water is sent from the separation tank 141 to the heat storage tank 106 in accordance with the output of the level sensor 145.

  As shown in FIG. 15, the following valve states are set in a state where the cooling water in the cylinder block 102 (the lower jacket 102C in FIG. 2) is discharged.

  The tank outflow passage 122 and the cylinder block inflow passage 114 are communicated with each other by the block inlet valve 130V2. The cylinder block outflow passage 115 and the inflow side valve 130V6 communicate with each other by the block outlet valve 130V3.

  The portion of the tank inflow passage 121 between the block outlet valve 130V3 and the inflow side valve 130V6 communicates with the cooling water inflow passage 142 by the inflow side valve 130V6. Further, the communication between the portion between the block outlet valve 130V3 and the inflow side valve 130V6 and the portion between the inflow side valve 130V6 and the heat storage tank 106 in the tank inflow passage 121 is blocked by the inflow side valve 130V6. Is done.

  Further, the discharge side valve 130V7 is closed. When the decompression pump 130P3 is driven in this state, the air in the cylinder block 102 (the lower jacket 102C in FIG. 2) flows into the separation tank 141 via the cylinder block outflow passage 115 and the cooling water inflow passage 142. .

  At this time, a small amount of cooling water remaining in the cylinder block 102 may also flow into the separation tank 141 via the cylinder block outflow passage 115 and the cooling water inflow passage 142. But the air and cooling water which flowed into the separation tank 141 are favorably separated into gas and liquid by the separation tank 141. That is, only air is discharged from the upper part of the separation tank 141 to the outside through the air discharge path 144. Then, liquid cooling water remains in the separation tank 141.

  Thereafter, the inflow side valve 130V6 is closed and the decompression pump 130P3 is stopped. Thereby, the negative pressure in the cylinder block 102 (lower jacket 102C in FIG. 2) is maintained. Then, as shown in FIG. 16, the delivery pump 130P2 is driven. Thereby, the cooling water is rapidly sent from the heat storage tank 106 to the cylinder block 102.

  Moreover, when the level of the cooling water in the separation tank 141 is a certain level or higher, the discharge side valve 130V7 is opened. Thereby, the cooling water is replenished into the heat storage tank 106 from the bottom of the separation tank 141.

  According to this modification having such a configuration, in addition to the effects of the above-described modification, the following effects can be obtained.

  First, it is possible to effectively prevent the cooling water from inadvertently flowing into the decompression pump 130P3 side. Therefore, the operating state of the decompression pump 130P3 can be maintained satisfactorily. Moreover, careless discharge of cooling water can be effectively suppressed.

  In addition, when the cooling water is discharged from the cylinder block 102 to the heat storage tank 106 using its own weight as in the above-described embodiment, a small amount of cooling water tends to remain in the cylinder block 102. . Even in such a case, according to the present modification, the upper part of the separation tank 141 is decompressed by the decompression pump 130P3, so that the residual cooling water in the cylinder block 102 is once recovered together with the air into the separation tank 141. be able to.

  In the configuration of this modification, the driving state of the decompression pump 130P3 may be controlled according to the output of the level sensor 145.

  That is, for example, when the level sensor 145 determines that the water level in the separation tank 141 is equal to or higher than a predetermined level, the inflow side valve 130V6 is closed and the drive of the decompression pump 130P3 is stopped. Then, the discharge side valve 130V7 is opened. Thereby, the cooling water stored in the separation tank 141 is sent into the heat storage tank 106.

  (H) FIG. 17 is a schematic configuration diagram of still another modification of the engine cooling system 100 shown in FIGS. 1 and 14.

  As shown in FIG. 17, in this modification, a cylinder head supply path 125 is provided so as to branch from a position in the tank outflow path 122 between the delivery pump 130P2 and the block inlet valve 130V2. Yes. The end of the cylinder head supply path 125 is connected to the cylinder head 103. The cylinder head supply path 125 is provided with a head inlet valve 130V8 composed of an on-off valve.

  According to such a configuration, the hot water in the cylinder block 102 and the cylinder head 103 is collected in the heat storage tank 106 after the engine is stopped, and the hot water is supplied into the cylinder block 102 and the cylinder head 103 at the time of preheating. Only the cooling water can be recovered again in the heat storage tank 106. Thereby, good warm-up of the cylinder block 102 and the cylinder head 103 at the start, good cooling of the cylinder head 103 after the start, and good warm-up of the cylinder block during the warm-up operation can be realized.

  (I) There is no limitation on the power source of the pump such as the circulation pump 130P1 and the delivery pump 130P2. For example, at least a part of these may be a mechanical pump connected to the drive shaft of the engine (a power transmission mechanism such as a clutch may be applied as appropriate).

  Alternatively, an electric pump may be used as the circulation pump 130P1, the delivery pump 130P2, or the like. Furthermore, as will be described later, mechanical energy recovered by the waste heat recovery system may be used as a drive source.

  (J) FIG. 18 is a schematic configuration diagram of another modification of the engine cooling system 100 shown in FIG. FIGS. 19 to 23 are diagrams showing the operation of the engine cooling system 100 of the modified example shown in FIG.

  In this modification, the cylinder block 102 and the cylinder head 103 are connected via a gasket 104 '. The gasket 104 'has a through hole. Through this through hole, the upper jacket 103F in the cylinder head 103 and the water jacket in the cylinder block 102 (see the lower jacket 102C in FIG. 2) communicate with each other.

  The engine cooling system 100 according to this modification includes a waste heat recovery unit 150. The waste heat recovery unit 150 includes a superheater 151, an exhaust passage 152, a turbine 153, a condenser 154, and a cooling water injection unit 155.

  The superheater 151 as the steam heater of the present invention is connected to an exhaust passage 152 that is a passage for exhaust gas discharged from the exhaust port 103B (see FIG. 2). The superheater 151 is configured to heat the steam discharged from the cylinder head 103 by heat exchange between the exhaust gas and the steam.

  The turbine 153 as an expander of the present invention is configured to recover mechanical energy from superheated steam generated via the superheater 151. That is, the turbine 153 includes rotating blades, and is configured such that the rotating blades are rotated by expansion of superheated steam introduced from the superheater 151.

  The condenser 154 is configured to be able to condense by cooling the steam that has passed through the turbine 153 by heat exchange with the outside air. The capacitor 154 has a structure similar to that of the radiator.

  The cylinder head 103 is equipped with a cooling water injection unit 155 as a cooling medium injection unit of the present invention. The cooling water injection unit 155 is configured and arranged so that liquid cooling water can be injected toward the inner wall surface of the upper jacket 103F. Specifically, in the present embodiment, the cooling water injection unit 155 has the same structure as the fuel injection nozzle, and is configured so that the cooling water can be jetted vigorously in the form of fine droplets. ing.

  The engine cooling system 100 of this modification includes a cooling water circulation path 160 as a cooling medium circulation path of the present invention. The coolant circulation path 160 includes a first cylinder head connection path 161, a second cylinder head connection path 162, a cylinder block connection path 163, a radiator inflow path 164, a radiator outflow path 165, a tank inflow path 166, a tank An outflow passage 167, an injection unit supply passage 168, and a waste heat recovery circulation passage 169 are provided.

  One end of the first cylinder head connection path 161 is connected to the cylinder head 103 (upper jacket 103F). One end of the second cylinder head connection path 162 is also connected to the cylinder head 103. The other end of the second cylinder head connection path 162 is connected to the cylinder block connection path 163.

  One end of the cylinder block connection path 163 is connected to the cylinder block 102. The other end of the cylinder block connection path 163 is connected to the second cylinder head connection path 162.

  A starting end portion of the radiator inflow passage 164 is connected to a connection portion between the second cylinder head connection passage 162 and the cylinder block connection passage 163. A distal end portion of the radiator inflow passage 164 is connected to a cooling water inlet in the radiator 105.

  A starting end portion of the radiator outflow passage 165 is connected to a cooling water discharge port in the radiator 105. The end portion of the radiator outflow passage 165 is connected to the other end portion of the first cylinder head connection passage 161 opposite to the one end portion. A connection portion between the radiator outflow passage 165 and the first cylinder head connection passage 161 and the heat storage tank 106 are connected by a tank inflow passage 166. The tank inflow path 166 is connected to a cooling water inlet provided in the upper part of the heat storage tank 106.

  The start end of the tank outflow passage 167 is connected to a cooling water discharge port provided at the lowest part of the heat storage tank 106. The end portion of the tank outflow passage 167 is connected to the second cylinder head connection passage 162.

  An injection unit supply path 168 is provided so as to branch from the tank outflow path 167. The injection unit supply path 168 is connected to the cooling water injection unit 155 so that the cooling water injection unit 155 can supply the cooling water.

  The start end of the waste heat recovery circuit 169 is connected to a steam discharge port provided at the top of the cylinder head 103 (upper jacket 103F). The end of the waste heat recovery circuit 169 is connected to the tank inflow channel 166. In the waste heat recovery circuit 169, a superheater 151, a turbine 153, and a condenser 154 are interposed.

  The engine cooling system 100 of the present modification also includes a cooling water circulation control unit 170 as a circulation state control unit of the present invention. The cooling water circulation control unit 170 includes an engine control unit 170A, a temperature sensor 170D, a circulation pump 170P1, a tank storage control pump 170P2, a radiator bypass valve 170V1, a tank storage control valve 170V2, and a switching valve 170V3. ing.

  The engine control unit 170A is configured similarly to the engine control unit 130A (see FIG. 1) in the above-described embodiment. In this variation, the temperature sensor 170D is configured to generate a signal corresponding to the temperature of the cooling water in the cylinder head 103 (in the upper jacket 103F).

  A circulation pump 170P1 is interposed in the cylinder block connection path 163. A radiator bypass valve 170V1 formed of a three-way valve is provided at a connection position between the cylinder block connection path 163 and the radiator inflow path 164. That is, the circulation pump 170P1 is interposed between the radiator bypass valve 170V1 and the cylinder block 102.

  A tank storage control valve 170V2 composed of a three-way valve is interposed at a position where the injection unit supply path 168 branches from the tank outflow path 167. A tank storage control pump 170P2 is interposed between the tank storage control valve 170V2 and the heat storage tank 106 in the tank outflow passage 167.

  The switching valve 170V3 is a three-way valve, and is interposed at a position where the first cylinder head connection path 161 and the tank inflow path 166 are connected.

  The engine cooling system 100 according to this modification having such a configuration operates as follows.

  First, in an initial state before starting, cooling water is discharged from the cylinder block 102 and the cylinder head 103, while hot water is stored in the heat storage tank 106.

  At the time of preheating before starting, as shown in FIG. 19, the second cylinder head connection path 162 and the cylinder block connection path 163 are communicated with each other by the radiator bypass valve 170V1. Communication is blocked.

  The tank storage control valve 170V2 allows the tank storage control pump 170P2 and the second cylinder head connection path 162 to communicate with each other, while disconnecting them from the injection unit supply path 168.

  Further, the first cylinder head connection path 161 and the tank inflow path 166 are communicated with each other by the switching valve 170V3, while the communication between these and the radiator outflow path 165 is blocked.

  In this state, circulation pump 170P1 and tank storage control pump 170P2 are driven. Thereby, the hot water in the heat storage tank 106 passes through the tank outflow passage 167 and the second cylinder head connection passage 162 (portion between the connection portion with the tank outflow passage 167 and the radiator bypass valve 170V1) to the circulation pump 170P1. And flows into the cylinder block 102.

  The hot water flowing into the cylinder block 102 flows into the cylinder head 103 (upper jacket 103F) through the through hole formed in the gasket 104 '. The hot water flowing out from the cylinder head 103 to the second cylinder head connection path 162 flows again into the cylinder block 102 through the second cylinder head connection path 162 and the cylinder block connection path 163 by the circulation pump 170P1.

  In this way, the cylinder block 102 and the cylinder head 103 are preheated. Thereafter, as shown in FIG. 20, the circulation pump 170P1 and the tank storage control pump 170P2 are driven so as to send the cooling water in the direction opposite to that during preheating, whereby the cylinder block 102 and the cylinder head 103 are driven. The cooling water inside is collected in the heat storage tank 106. By performing the warm-up operation in this state, the cylinder block 102 can be warmed up early.

  The cylinder head 103 heats up earlier than the cylinder block 102 due to heat from combustion of the fuel mixture and heat of the exhaust gas. Therefore, when the cylinder block 102 reaches a predetermined temperature, as shown in FIG. 21, the cooling water injection unit 155 causes the cooling water to flow with respect to the inner wall surface of the cylinder head 103 (the inner wall surface of the upper jacket 103F). It is injected vigorously. As a result, the cylinder head 103 is cooled well, and steam is generated in the upper jacket 103F.

  The cooling water injection by the cooling water injection unit 155 is performed as follows.

  The radiator bypass valve 170V1 and the switching valve 170V3 are closed. The tank storage control valve 170V2 allows the tank storage control pump 170P2 and the injection unit supply path 168 to communicate with each other, while the communication between these and the second cylinder head connection path 162 is blocked. Circulation pump 170P1 is stopped.

  When the tank storage control pump 170P2 is driven in this state, the cooling water in the heat storage tank 106 is sent to the injection unit supply path 168. And the cooling water sent to this injection part supply path 168 is injected by the cooling water injection part 155 in the form of a fine droplet.

  The steam generated in the upper jacket 103F is led out to the waste heat recovery circuit 169. This steam is heated by the heat exchange with the exhaust gas in the superheater 151 to become superheated steam. The superheated steam generated in the superheater 151 rotates the rotating blades by expansion in the turbine 153. As a result, the thermal energy of the superheated steam is converted into the movement (rotation) energy of the rotating blades of the turbine 153. That is, mechanical energy is recovered from the superheated steam.

  The steam that has become low energy through the turbine 153 is condensed by being cooled by the condenser 154. The cooling water condensed by the condenser 154 returns to the heat storage tank 106 through the tank inflow path 166.

  Of the cooling water jetted by the cooling water jet unit 155, the one that has not become steam stays in the cylinder block 102.

  At the end of the warm-up operation, as shown in FIG. 22, the second cylinder head connection path 162 and the cylinder block connection path 163 are communicated with each other by the radiator bypass valve 170V1, while the radiator 105 Communication is blocked. The tank storage control valve 170V2 is opened in all directions, while the switching valve 170V3 is closed. Then, circulation pump 170P1 is driven. Thereby, the cooling water in the cylinder block 102 is also circulated.

  Thereafter, when the cooling water temperature further rises, the cooling water is introduced into the radiator 105 as shown in FIG. Thereby, the cooling water is cooled by the radiator 105.

  According to the configuration of this modification, in addition to the effects obtained by the above-described embodiment and each modification, the following effects can be further obtained.

  According to such a configuration, liquid cooling water is jetted vigorously onto the inner wall surface of the upper jacket 103F by the cooling water jetting unit 155. That is, liquid cooling water collides with the inner wall surface of the upper jacket 103F vigorously.

  Thereby, the bubble by the vapor | steam of the cooling water adhering to the inner wall surface of the upper jacket 103F is blown off favorably. Therefore, even when the cylinder head 103 becomes high temperature due to high load operation or the like and a large amount of bubbles are generated on the inner wall surface of the upper jacket 103F, the occurrence of the film boiling phenomenon can be reduced or suppressed.

  Therefore, according to such a configuration, the cylinder head 103 is cooled well.

  Further, the temperature of the cooling water is efficiently increased by the waste heat generated in the cylinder head 103. Therefore, the recovery efficiency of mechanical energy from waste heat becomes good.

  Further, in such a configuration, the cooling water injection unit 155 jets the cooling water in the form of fine droplets onto the inner wall surface of the upper jacket 103F.

  Thereby, the cooling efficiency in the inner wall surface of the upper jacket 103F and the vaporization efficiency of cooling water can be improved. Therefore, the cylinder head 103 is cooled well. Further, generation of steam for waste heat recovery can be performed stably.

  The rotational energy of the rotary blades provided in the turbine 153 may be converted into electricity, or may be used as a power source for other rotational drive systems.

  Further, instead of the turbine 153, a mechanism including a piston may be used.

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

It is a schematic block diagram of the engine cooling system which is one Embodiment of the engine cooling apparatus of this invention. FIG. 2 is a side sectional view of the engine block shown in FIG. 1. It is a time chart which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system shown by FIG. It is a schematic block diagram of one modification of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a schematic block diagram of the other modification of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. FIG. 15 is a schematic configuration diagram of still another modification of the engine cooling system shown in FIGS. 1 and 14. It is a schematic block diagram of the other modification of the engine cooling system shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG. It is a figure which shows the mode of operation | movement of the engine cooling system of the modification shown by FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Engine cooling system (engine cooling device) 101 ... Engine block 102 ... Cylinder block 102A ... Cylinder 102B ... Piston 102C ... Lower jacket (1st cooling medium jacket) 103 ... Cylinder head 103A ... Intake port (intake passage) 103B ... Exhaust port (exhaust passage)
103F ... Upper jacket (second cooling medium jacket)
105 ... Radiator 106 ... Heat storage tank 110 ... Radiator side circulation path (cooling medium circulation path)
120 ... tank side circulation path (cooling medium circulation path)
130 ... Cooling water circulation control unit (circulation state control unit)
130A ... Engine control unit 130B ... Wall temperature sensor 130C ... Cooling water temperature sensor 130P1 ... Circulation pump 130P2 ... Delivery pump 130P3 ... Pressure reducing pump 130V1 ... Radiator bypass valve 130V2 ... Block inlet valve 130V3 ... Block outlet valve 130V4 ... Ventilation control valve 130V5 ... Pressure reducing Control valve 130V6 ... Inlet valve 130V7 ... Exhaust valve 130V8 ... Head inlet valve 140 ... Gas-liquid separator 141 ... Separation tank 142 ... Cooling water inlet 142a ... Cooling water inlet (cooling medium inlet) 143 ... Cooling water outlet 143a ... Cooling water discharge port (cooling medium discharge port) 144 ... Air discharge path 144a ... Air discharge port 145 ... Level sensor 150 ... Waste heat recovery part 151 ... Superheater (steam heater) 152 ... Exhaust passage 153 ... Tar Bottle (inflator)
154 ... Condenser (condenser) 155 ... Cooling water injection part (cooling medium injection part)
160 ... cooling water circulation path (cooling medium circulation path) 169 ... waste heat recovery circulation path 170 ... cooling water circulation control section (circulation state control section)
170A ... Engine control unit 170D ... Temperature sensor 170P1 ... Circulation pump 170P2 ... Tank storage control pump 170V1 ... Radiator bypass valve 170V2 ... Tank storage control valve 170V3 ... Switching valve

Claims (14)

In an engine cooling device configured to be able to cool an engine with cooling water that is a liquid cooling medium,
An engine block formed with a cooling water jacket that is a space through which the cooling water can pass;
A cooling water circuit connected to the cooling water jacket;
A heat storage tank connected to the cooling water circulation path and configured to store the cooling water while keeping heat; and
A circulation state control unit configured to control a circulation state of the cooling water in the cooling water circulation path;
With
The circulating state control unit,
After introducing the cooling water from the heat storage tank to the cooling water jacket when starting the engine ,
By discharging the cooling water from the cooling water jacket to the heat storage tank, the cooling water is not accommodated in the cooling water jacket during the warm-up operation following the start-up and after the cooling water is discharged. An engine cooling apparatus configured to be set to a state. The engine cooling device according to claim 1,
The engine cooling apparatus, wherein the circulating state control unit is configured so that the cooling water is reintroduced into the cooling water jacket after the warm-up operation is completed. The engine cooling device according to claim 1 or 2, wherein
The circulation state control unit
A block temperature output unit that generates an output corresponding to the temperature of the engine block is provided, and the cooling water is discharged from the cooling water jacket to the heat storage tank according to the output of the block temperature output unit. An engine cooling device characterized by that. The engine cooling device according to claim 3,
The circulation state control unit
The comprise cooling water the cooling water temperature further cooling water temperature output unit produces an output corresponding of the jacket, in accordance with the output of the block temperature output unit and the cooling water temperature output unit, the cooling water jacket An engine cooling apparatus configured to discharge the cooling water from the storage tank to the heat storage tank. The engine cooling device according to claim 1 or 2, wherein
The engine cooling apparatus according to claim 1, wherein the circulating state control unit is configured to discharge the cooling water from the cooling water jacket to the heat storage tank in accordance with an elapsed time from the start of the engine. An engine cooling device according to any one of claims 1 to 5,
The circulation state control unit
Said through the cooling water jacket provided with a vacuum pump for reducing the pressure, the time of introducing the cooling water into the cooling water jacket from the heat storage tank, the cooling water pressure inside the cooling water jacket in a state of being discharged An engine cooling device characterized by being configured as described above. The engine cooling device according to any one of claims 1 to 6,
The engine cooling device, wherein the heat storage tank is disposed at a position lower than the cooling water jacket. The engine cooling device according to claim 7, wherein
Further comprising a separation tank interposed between the vacuum pump and the cooling water circulation path and configured to store the cooling water ;
The separation tank has a coolant inlet, a coolant outlet, and an air outlet, is formed,
The cooling water discharge port is provided at the bottom of the separation tank,
The air discharge port is provided in an upper part of the separation tank,
The cooling water inlet and the cooling water outlet is connected to the cooling water circulation passage,
The engine cooling apparatus, wherein the air discharge port is connected to the pressure reducing pump. The engine cooling device according to claim 8,
A level sensor for generating an output corresponding to the amount of the cooling water in the separation tank;
The engine cooling apparatus according to claim 1, wherein the circulation state control unit is configured to send the cooling water from the separation tank to the heat storage tank in accordance with an output of the level sensor. An engine cooling device according to any one of claims 1 to 9,
The engine block is
A cylinder block formed with a cylinder and a first cooling water jacket that is a space through which the cooling water can pass;
A cylinder head formed with an intake passage and an exhaust passage communicating with the cylinder, and a second cooling water jacket which is a space through which the cooling water can pass, and joined to the cylinder block;
An engine cooling device comprising: The engine cooling device according to claim 10, wherein
The first cooling water jacket and the second cooling water jacket are provided independently so as not to communicate with each other at a joint portion between the cylinder head and the cylinder block,
The circulating state control unit, when starting the engine, for discharging the cooling water in the heat storage tank from the first cooling water jacket after introducing the coolant into the first cooling water jacket from the heat storage tank On the other hand, the engine cooling apparatus is configured so that the cooling water always exists in the second cooling water jacket. The engine cooling device according to claim 10 or 11,
An engine, further comprising a cooling water injection unit interposed in the cooling water circulation path and configured to inject the liquid cooling water onto an inner wall surface of the cooling water jacket. Cooling system. The engine cooling device according to claim 12,
The cooling device for an engine according to claim 1, wherein the cooling water injection unit is configured to inject the liquid cooling water onto an inner wall surface of the second cooling water jacket. The engine cooling device according to claim 12 or 13,
A steam outlet path configured to lead out the steam of the cooling water vaporized after being injected by the cooling water injection section, out of the engine block;
A steam heater that is interposed in the steam lead-out path and configured to heat the steam by heat exchange between the exhaust gas passing through the exhaust passage and the steam;
An expander interposed in the steam outlet and configured to recover mechanical energy from the steam that has passed through the steam heater;
A condenser configured to condense the vapor through the expander;
An engine cooling device comprising:

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