JP6327032B2 - Intake air cooling system - Google Patents

Description

  The present invention relates to an intake air cooling device that cools intake air of an internal combustion engine.

  In recent years, there are an increasing number of supercharged downsizing vehicles that improve fuel efficiency by employing turbocharged small displacement engines. In the supercharged downsizing vehicle, it is preferable that the intercooler that cools the supercharged air is a water-cooled type. This is because when the intercooler is water-cooled, the capacity of the intake system can be reduced as compared with the case where the intercooler is air-cooled, so that the engine response can be improved.

  For example, Patent Document 1 describes an intake air cooling device that internally divides a water-cooled intercooler and cools intake air using two fluids. The two fluids are high-temperature cooling water circulating through the engine cooling circuit and low-temperature cooling water circulating through the low water temperature circuit. The low water temperature circuit is a cooling water circuit independent of the engine cooling circuit.

  According to this prior art, since the intake air is cooled by two fluids, the cooling performance can be improved. Further, by warming the intake air with high-temperature cooling water circulating in the engine cooling circuit, it is possible to prevent overcooling of the intake air and suppress the generation of condensed water. In particular, when an exhaust gas recirculation device that recirculates part of the exhaust gas of the engine to the intake side is provided, generation of condensed water can be remarkably suppressed by preventing overcooling of the intake air mixed with the exhaust gas.

International Publication No. 2004/044401

  However, according to the prior art of Patent Document 1, high-temperature cooling water in the engine cooling circuit continues to flow through the water-cooled intercooler, so that the water-cooled intercooler is heated more than necessary. Therefore, there is a problem that when the engine is cold, the time required for warming up the engine becomes long and the fuel consumption deteriorates. When the engine is cold, the engine is as cold as the outside air temperature.

  An object of this invention is to suppress generation | occurence | production of condensed water, suppressing the deterioration of a fuel consumption in view of the said point.

In order to achieve the above object, in the invention described in claim 1,
A first heat medium circuit (10) through which the first heat medium circulates;
A second heat medium circuit (20) through which the second heat medium circulates;
An internal combustion engine (11) disposed in the first heat medium circuit (10) and cooled by the first heat medium;
A first intake air cooling means (17) disposed in the first heat medium circuit (10) for exchanging heat between the first heat medium and the intake air of the internal combustion engine (11);
A second intake air cooling means (23) disposed in the second heat medium circuit (20) for exchanging heat between the second heat medium and the intake air of the internal combustion engine (11);
A first radiator (15) disposed in the first heat medium circuit (10) and exchanging heat between the first heat medium and the outside air;
A second radiator (24) disposed in the second heat medium circuit (20) and exchanging heat between the second heat medium and the outside air;
Flow rate adjusting means (18) for adjusting the flow rate of the first heat medium flowing through the first intake air cooling means (17),
The first heat medium circuit (10) includes a circulation channel (12) through which the first heat medium circulates, and a branch channel (16) branched from the circulation channel (12) and joined to the circulation channel (12). And
The first intake air cooling means (17) is disposed in the branch flow path (16),
The flow rate adjusting means includes an adjusting valve (18) that is disposed in the branch channel (16) and adjusts the opening degree of the branch channel (16) .

  According to this, since the first heat medium warmed by the internal combustion engine (11) flows through the first intake air cooling means (17), the intake air can be warmed by the first heat medium. Therefore, the generation of condensed water from the intake air can be suppressed.

Further, since the flow rate adjusting means (18) adjusts the flow rate of the first heat medium flowing through the first intake air cooling means (17), it is possible to prevent the first intake air cooling means (17) from being excessively heated. it can. Therefore, it can suppress that the time which warms up of an internal combustion engine (11) becomes long, and a fuel consumption deteriorates .

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of an intake air cooling device in a first embodiment. It is a perspective view of the 1st intercooler and the 2nd intercooler in a 1st embodiment. It is a block diagram which shows typically the intake / exhaust system of the engine in 1st Embodiment. It is a graph which shows the example of the temperature transition of the cooling water and intercooler in 1st Embodiment. It is a figure explaining the operating state at the time of engine cold in a 1st embodiment. It is a figure explaining the operation state at the time of the intercooler warming-up in 1st Embodiment. It is a figure explaining the operation state after engine warm-up in a 1st embodiment. It is a graph which shows the example of the temperature transition of the cooling water and intercooler in a comparative example. It is a whole block diagram of the intake-air-cooling apparatus in 2nd Embodiment. It is a block diagram which shows the electric control part of the intake air cooling device in 3rd Embodiment. It is a block diagram which shows the electric control part of the intake air cooling device in 4th Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
As shown in FIG. 1, the intake air cooling device 1 includes an engine cooling circuit 10 (first heat medium circuit) and a low-temperature cooling water circuit 20 (second heat medium circuit). The engine cooling circuit 10 is a circuit through which cooling water (first heat medium) for cooling the engine 11 circulates. The engine 11 is an internal combustion engine that generates driving power for the vehicle.

  A cooling water passage through which cooling water flows is formed inside the engine 11. In this embodiment, the cooling water is an ethylene glycol antifreeze (LLC). The intake air (intake air) of the engine 11 is supercharged by a supercharger (not shown).

  The engine cooling circuit 10 has a circulation passage 12 through which cooling water circulates. In the circulation channel 12, an engine pump 13 (first pump), an engine 11, a circulation channel opening / closing valve 14, and a first radiator 15 are arranged in this order.

  The engine pump 13 is a fluid machine that sucks and discharges cooling water. In the present embodiment, the engine pump 13 is a mechanical pump driven by power output from the engine 11. The engine pump 13 may be an electric pump driven by an electric motor.

  The circulation flow path opening / closing valve 14 is an intermittent means for interrupting the flow of the cooling water in the circulation flow path 12, and opens and closes the circulation flow path 12 according to the temperature Tw (cooling fluid temperature) of the cooling water. The circulation flow path opening / closing valve 14 is a mechanical valve that opens and closes a valve body by a mechanical mechanism.

  For example, the circulation flow path opening / closing valve 14 is a mechanical thermostat valve. The mechanical thermostat valve is a cooling water temperature responsive valve configured by a mechanical mechanism that opens and closes a cooling water flow path by displacing a valve body by a thermo wax (temperature sensitive member) that changes in volume according to temperature.

  The circulation flow path opening / closing valve 14 is closed when the cooling water temperature Tw is lower than the predetermined temperature Tw1, and is opened when the cooling water temperature Tw is equal to or higher than the predetermined temperature Tw1. In the present embodiment, the predetermined temperature Tw1 is set to about 80 ° C. The circulation flow path opening / closing valve 14 may be an electronic control valve.

  In the example of FIG. 1, the circulation flow path opening / closing valve 14 is disposed on the cooling water inlet side of the first radiator 15, but may be disposed on the cooling water outlet side of the first radiator 15. The circulation flow path opening / closing valve 14 may be incorporated in the cooling water inlet side tank or the cooling water outlet side tank of the first radiator 15.

  The first radiator 15 is a heat exchanger that cools the cooling water by exchanging heat between the cooling water flowing out from the engine 11 and the outside air. In other words, the first radiator 15 is a radiator that radiates heat of the cooling water to the outside air.

  The engine cooling circuit 10 includes a branch channel 16. The branch channel 16 branches from the circulation channel 12 at the first branch part A1, and joins the circulation channel 12 at the first junction part A2. The first branch portion A <b> 1 is provided on the cooling water discharge side of the engine pump 13 and on the cooling water inlet side of the engine 11. The first junction A <b> 2 is provided on the cooling water outlet side of the first radiator 15 and the cooling water suction side of the pump 12.

  A first intercooler 17 (first intake air cooling means) and a flow rate adjusting valve 18 are disposed in the branch flow path 16. The first intercooler 17 is an intake air cooler (first intake air cooler) that cools the supercharged intake air by exchanging heat between the supercharged intake air that has been compressed by the supercharger (turbocharger) and becomes high temperature and the cooling water. It is.

  The flow rate adjusting valve 18 is an intermittent means for interrupting the cooling water flow in the branch flow path 16, and opens and closes the branch flow path 16 according to the temperature Tw (cooling fluid temperature) of the cooling water. The flow rate adjusting valve 18 is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the first intercooler 17.

  The flow rate adjusting valve 18 is a mechanical valve that opens and closes a valve body by a mechanical mechanism. For example, the flow regulating valve 18 is a mechanical thermostat valve. The mechanical thermostat valve is a cooling water temperature responsive valve configured by a mechanical mechanism that opens and closes a cooling water flow path by displacing a valve body by a thermo wax (temperature sensitive member) that changes in volume according to temperature.

  The flow rate adjustment valve 18 is closed when the cooling water temperature Tw is lower than the predetermined temperature Tw2, and is opened when the cooling water temperature Tw is equal to or higher than the predetermined temperature Tw2. In the present embodiment, the predetermined temperature Tw2 is set to about 40 ° C.

  In the present embodiment, the flow rate adjustment valve 18 is disposed on the coolant outlet side of the first intercooler 17. The flow rate adjustment valve 18 may be an electronic control valve.

  The engine cooling circuit 10 includes a radiator bypass passage 19. The radiator bypass channel 19 is a channel through which cooling water flows by bypassing the first radiator 15.

  The radiator bypass channel 19 branches from the circulation channel 12 at the second branch portion A3, and merges with the circulation channel 12 at the second junction portion A4. The second branch portion A3 is provided on the cooling water outlet side of the engine 11 and on the cooling water inlet side of the circulation flow path opening / closing valve 14. The second merging portion A4 is provided on the cooling water outlet side of the first radiator 15 and on the cooling water suction side of the pump 12.

  In order to prevent the flow rate of the cooling water flowing through the radiator bypass flow path 19 from being excessively increased when the circulation flow path opening / closing valve 14 is opened, the flow rate of the cooling water flowing through the first radiator 15 is not excessively decreased. The flow path resistance of the radiator bypass flow path 19 is set large.

  The low-temperature cooling water circuit 20 is a circuit in which cooling water circulates independently of the engine cooling circuit 10. The low-temperature cooling water circuit 20 has a circulation channel 21 through which cooling water (second heat medium) circulates. In the circulation channel 21, a low-temperature cooling water pump 22 (second pump), a second intercooler 23 (second intake air cooling means), and a second radiator 24 are arranged in this order.

  The low-temperature cooling water pump 22 is a fluid machine that sucks and discharges cooling water. In the present embodiment, the low-temperature cooling water pump 22 is a mechanical pump driven by power output from the engine 11. The low-temperature cooling water pump 22 may be an electric pump driven by an electric motor.

  The second intercooler 23 is an intake air cooler (second intake air cooler) that cools the supercharged intake air by exchanging heat between the supercharged intake air that has been compressed by the supercharger (turbocharger) and becomes high temperature and the cooling water. It is. In order to reduce the capacity of the intake system as much as possible, the second intercooler 23 is integrated with the first intercooler 17. The second intercooler 23 may be configured separately from the first intercooler 17.

  The cooling water inlet side of the second intercooler 23 is connected to the cooling water discharge side of the low-temperature cooling water pump 22. The coolant outlet side of the second intercooler 23 is connected to the coolant inlet side of the second radiator 24.

  The second intercooler 23 is disposed downstream of the first intercooler 17 in the supercharging intake air flow direction. Therefore, the supercharged intake air flows in the order of the first intercooler 17 → the second intercooler 23 and is cooled.

  In order to reduce the capacity of the intake system as much as possible, the first intercooler 17 and the second intercooler 23 are disposed adjacent to the engine 11.

  The second radiator 24 is a heat exchanger that cools the cooling water by exchanging heat between the cooling water and the outside air. In other words, the second radiator 24 is a radiator that radiates heat of the cooling water to the outside air.

  The cooling water inlet side of the second radiator 24 is connected to the cooling water outlet side of the second intercooler 23. The cooling water outlet side of the second radiator 24 is connected to the cooling water suction side of the low-temperature cooling water pump 22.

  In the example of FIG. 1, the second radiator 24 is integrated with the first radiator 15, but may be configured separately from the first radiator 15.

  The second radiator 24 is disposed on the upstream side in the outside air flow direction with respect to the first radiator 15. Accordingly, the outside air flows in the order of the second radiator 24 → the first radiator 15.

  Next, the detailed structure of the 1st intercooler 17 and the 2nd intercooler 23 is demonstrated using FIG.

  The solid line arrows in FIG. 2 indicate the flow of cooling water in the first intercooler 17 and the second intercooler 23. The white arrows in FIG. 2 indicate the flow of supercharged intake air in the first intercooler 17 and the second intercooler 23.

  The first intercooler 17 and the second intercooler 23 have cooling water inlets 17a and 23a and cooling water outlets 17b and 23b, respectively.

  The first intercooler 17 and the second intercooler 23 of the present embodiment have a plurality of tubes 25, a distribution tank 26, and a collecting tank 27, respectively. As the cooling water flows through the plurality of tubes 25 and the supercharging intake air flows outside the plurality of tubes 25, the cooling water and the supercharging intake air exchange heat. The distribution tank 26 and the collecting tank 27 are arranged on one end side of the plurality of tubes 25. The cooling water flowing through each tube 25 is distributed in the distribution tank 26. The cooling water flowing through each tube 25 is collected in the collecting tank 27.

  The tube 25 is a flat tube whose vertical cross-sectional shape in the longitudinal direction is flat. Each tube 25 is laminated and arranged at a predetermined interval so that flat surfaces of its outer surface are parallel to each other and face each other. A supercharged intake passage for circulating supercharged intake air is formed between adjacent tubes 25.

  Outer fins 28 are arranged in the supercharging intake passage. The outer fin 28 is joined to the tube 25. As the outer fin 28, a corrugated fin is used which is formed by bending a metal thin plate having excellent heat conductivity into a wave shape. The outer fin 28 is a heat transfer fin that functions to promote heat exchange between the cooling water and the supercharged intake air.

  The first intercooler 17 and the second intercooler 23 have a structure in which a plurality of plate members are stacked and disposed with an outer fin 28 interposed therebetween. The plate member forms a tube 25 and a tank part, and has a structure in which a pair of plate-like members are joined to each other.

  A distribution tank 26 and a collection tank 27 are formed by the tank portions of the plate members communicating with each other.

  The plate-like members constituting each plate member and the outer fins 28 are all formed of an aluminum alloy, and are integrated by brazing and joining. Thereby, the 1st intercooler 17 and the 2nd intercooler 23 are integrated.

  FIG. 3 schematically shows the configuration of the intake / exhaust system of the engine 11 in the present embodiment. A supercharger 30 that supercharges intake air from the engine 11 is a turbocharger having a turbine 30a and a compressor 30b. The turbine 30a is disposed in an exhaust pipe 31 (exhaust passage) through which exhaust from the engine 12 flows. The compressor 30b is disposed in an intake pipe 32 (intake passage) through which intake air of the engine 12 flows.

  The solid line arrows in FIG. 3 indicate the flow of intake and exhaust of the engine 12. The turbine 30 a is driven by the exhaust of the engine 12. The compressor 30b is connected to rotate in conjunction with the turbine 30a. When the turbine 30a is driven by the exhaust of the engine 12, the compressor 30b is driven in conjunction with the intake air to pressurize.

  The first intercooler 17 and the second intercooler 23 are disposed in the intake pipe 32. A catalyst 33 is disposed in the exhaust pipe 31. The catalyst 33 purifies the exhaust of the engine 12.

  An exhaust gas recirculation passage 34 is connected to the exhaust pipe 31 and the intake pipe 32. The exhaust gas recirculation passage 34 is a passage that guides the exhaust gas that has passed through the catalyst 33 to the intake upstream side of the compressor 30b.

  An exhaust cooler 35 is disposed in the exhaust recirculation passage 34. The exhaust cooler 35 is a heat exchanger that cools the exhaust flowing through the exhaust recirculation passage 34. The exhaust gas recirculation passage 34 and the exhaust gas cooler 35 constitute an exhaust gas recirculation device that recirculates part of the exhaust gas of the engine 11 to the intake side.

  Next, the operation in the above configuration will be described. In a state where the engine 11 is stopped (hereinafter referred to as an engine stop state), the engine 11 does not generate driving force, so the engine pump 13 and the low-temperature coolant pump 22 are stopped, and the engine cooling circuit 10 is stopped. And the cooling water does not circulate in the low-temperature cooling water circuit 20.

  Since the engine 11 does not generate heat when the engine is stopped, the coolant temperature Tw is the same as the outside air temperature. That is, when the engine is stopped, the cooling water temperature Tw is equal to or lower than the predetermined temperature Tw1 (approximately 80 ° C. in the present embodiment) and equal to or lower than the predetermined temperature Tw2 (approximately 40 ° C. in the present embodiment). The flow rate adjustment valve 18 is closed.

  When the engine 11 is started, the engine 11 generates driving force and heat, so that the engine pump 13 and the low-temperature cooling water pump 22 are operated to suck and discharge the cooling water, and the cooling water temperature Tw gradually increases. To do.

  FIG. 4 is a graph showing an example of the coolant temperature transition of the engine cooling circuit 10 and the temperature transitions of the intercoolers 17 and 23 after the engine 11 is started. A time point T0 in FIG. 4 indicates a time point when the engine 11 is started. The solid line in FIG. 4 indicates the coolant temperature (engine coolant temperature) of the engine cooling circuit 10. The dashed-dotted line of FIG. 4 has shown the temperature (intercooler temperature) of the heat exchange core part comprised with a tube and an outer fin among the intercoolers 17 and 23 in this embodiment.

  When the engine 11 is started, the low-temperature cooling water pump 22 is operated, so that the cooling water circulates through the second intercooler 23 and the second radiator 24 of the low-temperature cooling water circuit 20 as shown by a thick dashed line in FIG. . For example, when the load on the engine 11 is high (for example, during acceleration), the supercharged intake air becomes hot. When the temperature of the supercharged intake air is higher than the temperature of the cooling water, the supercharged intake air is cooled by the second intercooler 23 and is radiated from the cooling water to the outside air by the second radiator 24.

  Since the circulating flow path opening / closing valve 14 and the flow rate adjusting valve 18 are closed until the cooling water temperature Tw of the engine cooling circuit 10 reaches a predetermined temperature Tw2 (about 40 ° C. in the present embodiment), the thickening of FIG. As indicated by the solid line, the coolant discharged from the engine pump 13 flows through the engine 11 and then is sucked into the engine pump 13 via the radiator bypass channel 19.

  Therefore, as shown by the broken line in FIG. 5, since the cooling water does not flow through the first radiator 15 and the first intercooler 17, when the engine 11 is just started, the outside air and the cooling water of the engine cooling circuit 10 The engine 11 can be warmed up without being dissipated by the supercharged intake air.

  When the coolant temperature Tw of the engine cooling circuit 10 further rises and reaches a predetermined temperature Tw2 (about 40 ° C. in the present embodiment) (time point T1 in FIG. 4), the flow rate adjustment valve 18 opens, so that FIG. As shown by the thick solid line, the cooling water discharged from the engine pump 13 flows through the engine 11 and the radiator bypass passage 19 and flows into the engine pump 13 and the first intercooler 17. The flow branches into the flow sucked into the engine pump 13.

  Thereby, since the cooling water heated by the heat of the engine 11 flows through the first intercooler 17, the first intercooler 17 can be warmed.

  Since the first intercooler 17 and the second intercooler 23 are integrally brazed, the second intercooler 23 can also be warmed by heat conduction from the first intercooler 17 to the second intercooler 23.

  When the cooling water temperature Tw of the engine cooling circuit 10 further rises and reaches a predetermined temperature Tw1 (about 80 ° C. in the present embodiment) (time T2 in FIG. 4), the circulation channel opening / closing valve 14 opens, As shown by the thick solid line in FIG. 7, the cooling water discharged from the engine pump 13 flows through the engine 11 and the first radiator 15 and is sucked into the engine pump 13 and the first intercooler 17. The flow branches into the flow sucked into the engine pump 13.

  Thereby, since the cooling water warmed by the heat of the engine 11 flows through the first radiator 15 and the first intercooler 17, the first intercooler 17 is controlled while suppressing the temperature of the cooling water from rising excessively. Can warm up.

  With the above operation, as shown in FIG. 4, when the coolant temperature Tw reaches 60 ° C. (target intercooler warm-up time), the temperatures of the intercoolers 17 and 23 are set to the target temperature (for example, 40 ° C.). be able to.

  FIG. 8 is a graph showing an example of a coolant temperature transition of the engine cooling circuit 10 and a temperature transition of the intercoolers 17 and 23 in the comparative example. In this comparative example, the flow rate adjusting valve 18 is not arranged. Therefore, as soon as the engine 11 is started at time T0, the cooling water flows through the first intercooler 17, so the temperature of the first intercooler 17 rises.

  Therefore, when the coolant temperature Tw of the engine cooling circuit 10 reaches 60 ° C. (target intercooler warm-up time), the temperatures of the intercoolers 17 and 23 exceed the target temperature (for example, 40 ° C.) (excessive warming). Machine).

  On the other hand, in the present embodiment, the cooling water is supplied to the first intercooler 17 until the cooling water temperature Tw of the engine cooling circuit 10 reaches a predetermined temperature Tw2 (about 40 ° C. in the present embodiment) after the engine 11 is started. No excessive warm-up will occur. That is, when the coolant temperature Tw of the engine cooling circuit 10 reaches 60 ° C. (target intercooler warm-up time), the temperatures of the intercoolers 17 and 23 can be set to the target temperature (for example, 40 ° C.). Therefore, since the time required for warming up the engine 11 can be shortened, deterioration of fuel consumption can be suppressed.

  In the present embodiment, the cooling water warmed by the engine 11 flows through the first intercooler 17, so the intake air can be warmed by the cooling water warmed by the engine 11. Therefore, the generation of condensed water from the intake air can be suppressed.

  Furthermore, since the flow rate adjusting valve 18 adjusts the flow rate of the cooling water flowing through the first intercooler 17, it is possible to suppress the first intercooler 17 from being heated excessively. Therefore, it can suppress that the time which the engine 11 warms up becomes long and a fuel consumption deteriorates.

  In particular, in the present embodiment, a part of the exhaust gas of the engine 11 is recirculated to the intake side by the exhaust gas recirculation devices 34 and 35, and heat exchange is performed between the intake air mixed with the exhaust gas by the first intercooler 17 and the second intercooler 23. Therefore, the generation of condensed water from the intake air can be remarkably suppressed.

  In the present embodiment, the flow rate adjusting valve 18 includes the first intercooler when the cooling water temperature Tw of the engine cooling circuit 10 is lower than the predetermined temperature Tw2 as compared with the case where the cooling water temperature Tw is equal to or higher than the predetermined temperature Tw2. The flow rate of the cooling water flowing through 17 is reduced.

  Accordingly, since the warm-up of the first intercooler 17 can be suppressed when the coolant temperature Tw of the engine cooling circuit 10 is low, it is ensured that the time required for warming up the engine 11 becomes longer and the fuel consumption deteriorates. Can be suppressed.

  In the present embodiment, the engine cooling circuit 10 includes a circulation channel 12 through which cooling water circulates, and a branch channel 16 that branches from the circulation channel 12 and joins the circulation channel 12. The first intercooler 17 is disposed in the branch flow path 16.

  The flow rate adjusting valve 18 is disposed in the branch flow path 16 and adjusts the opening degree of the branch flow path 16. Thereby, the flow volume of the cooling water which flows through the 1st intercooler 17 can be adjusted reliably.

  In this embodiment, the 1st intercooler 17 and the 2nd intercooler 23 are comprised by one heat exchanger brazed integrally. According to this, the second intercooler 23 can also be warmed by heat conduction from the first intercooler 17 to the second intercooler 23.

(Second Embodiment)
In the above embodiment, the flow rate adjustment valve 18 is disposed on the cooling water outlet side of the first intercooler 17, but in this embodiment, as shown in FIG. 9, the flow rate adjustment valve 18 is the first intercooler. 17 is arranged on the cooling water inlet side.

  As described above, the flow rate adjustment valve 18 is a thermostat valve having a mechanical mechanism that opens and closes the branch flow path 16 according to the coolant temperature of the engine cooling circuit 10. The flow rate adjusting valve 18 is disposed in a portion of the branch flow path 16 on the downstream side of the cooling water from the first intercooler 17 to adjust the opening of the branch flow path 16.

  According to the present embodiment, since the flow rate adjustment valve 18 is disposed near the first branch portion A1, the temperature of the cooling water circulating in the engine cooling circuit 10 can be accurately sensed to open and close the branch flow path 16.

(Third embodiment)
In the above embodiment, the flow rate adjusting valve 18 is a mechanical valve that opens and closes the valve body with a mechanical mechanism. In this embodiment, the flow rate adjusting valve 18 is an electronic control valve.

  As shown in FIG. 10, the operation of the flow rate adjustment valve 18 is controlled by the control device 40. The control device 40 is composed of a well-known microcomputer including a CPU, ROM, RAM and the like and its peripheral circuits, performs various calculations and processing based on a control program stored in the ROM, and is connected to the output side thereof. The control means controls the operation of various control target devices.

  A flow rate adjustment valve 18 is connected to the output side of the control device 40. A detection signal from the coolant temperature sensor 41 is input to the input side of the control device 40. The cooling water temperature sensor 41 is cooling water temperature detection means (heat medium temperature detection means) that detects the cooling water temperature Tw of the engine cooling circuit 10. For example, the coolant temperature sensor 41 is arranged on the coolant outlet side of the engine 11.

  When the cooling water temperature Tw detected by the cooling water temperature sensor 41 is less than the predetermined temperature Tw2, the control device 40 closes the flow rate adjustment valve 18, and when the cooling water temperature Tw is equal to or higher than the predetermined temperature Tw2, the control device 40 adjusts the flow rate. The valve 18 is opened.

  In the present embodiment, the control device 40 constitutes a flow rate adjusting means for adjusting the flow rate of the cooling water flowing through the first intercooler 17.

  Also in this embodiment, the same operational effects as those in the above embodiment can be obtained.

(Fourth embodiment)
In the above embodiment, the flow rate adjusting valve 18 opens and closes the branch flow path 16 to intermittently flow the cooling water in the first intercooler 17, but in this embodiment, the engine pump 13 is turned on / off (started up). And stop), the circulation of the cooling water in the first intercooler 17 is interrupted.

  In the present embodiment, the engine pump 13 is an electric pump. As shown in FIG. 11, the operation of the engine pump 13 is controlled by the control device 40.

  When the coolant temperature Tw detected by the coolant temperature sensor 41 is less than the predetermined temperature Tw2 after the engine 11 is started, the control device 40 stops the engine pump 13. At this time, since the circulation flow path opening / closing valve 14 is closed, the cooling water heated by the heat of the engine 11 is naturally circulated via the radiator bypass flow path 19. Therefore, the cooling water temperature Tw gradually increases.

  When the coolant temperature Tw rises and reaches a predetermined temperature Tw2, the control device 40 starts the engine pump 13. The cooling water discharged from the engine pump 13 flows through the engine 11 and the radiator bypass passage 19 and is sucked into the engine pump 13, and flows through the first intercooler 17 and is sucked into the engine pump 13. Branch into the flow.

  Thereby, since the cooling water heated by the heat of the engine 11 flows through the first intercooler 17, the first intercooler 17 can be warmed.

  The control device 40 constitutes a flow rate adjusting means for adjusting the flow rate of the cooling water flowing through the first intercooler 17.

  Also in this embodiment, the same operational effects as those in the above embodiment can be obtained.

(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

  (1) In the above embodiment, the flow rate adjustment valve 18 simply opens and closes the branch flow path 16, but the flow rate adjustment valve 18 may arbitrarily adjust the opening degree of the branch flow path 16. . Thereby, since the flow volume of the cooling water which flows through the 1st intercooler 17 can be adjusted finely, the temperature of the intercoolers 17 and 23 can be adjusted finely.

  (2) In the above embodiment, the opening temperature Tw1 of the circulation channel opening / closing valve 17 is set to about 80 ° C., and the opening temperature Tw2 of the flow rate adjusting valve 18 is set to about 40 ° C. The valve opening temperature Tw1 of the on-off valve 17 and the valve opening temperature Tw2 of the flow rate adjusting valve 18 can be variously changed.

  (3) The flow rate adjustment valve 18 may be directly attached to the cooling water inlet or cooling water outlet of the first intercooler 17.

  (4) In the above embodiment, the cooling fluid is an ethylene glycol antifreeze (LLC), but the cooling fluid may be various fluids.

  (5) In the above embodiment, the intake air cooling device that cools the intake air of the engine 11 that generates driving power for the vehicle has been described. However, the present invention is not limited to this, and intake air of various engines (internal combustion engines) can be reduced. The present invention can be widely applied to an intake air cooling device for cooling.

10 Engine cooling circuit (first heat medium circuit)
11 Engine (Internal combustion engine)
12 Circulating Channel 15 First Radiator 16 Branching Channel 17 First Intercooler (First Intake Cooling Unit)
18 Flow control valve (flow control means)
20 Low-temperature cooling water circuit (second heat medium circuit)
23 Second intercooler (second intake air cooling means)
24 Second radiator

Claims (5)

A first heat medium circuit (10) through which the first heat medium circulates;
A second heat medium circuit (20) through which the second heat medium circulates;
An internal combustion engine (11) disposed in the first heat medium circuit (10) and cooled by the first heat medium;
A first intake air cooling means (17) disposed in the first heat medium circuit (10) for exchanging heat between the first heat medium and the intake air of the internal combustion engine (11);
A second intake air cooling means (23) disposed in the second heat medium circuit (20) to exchange heat between the second heat medium and the intake air of the internal combustion engine (11);
A first radiator (15) disposed in the first heat medium circuit (10) to exchange heat between the first heat medium and outside air;
A second radiator (24) disposed in the second heat medium circuit (20) for exchanging heat between the second heat medium and outside air;
Flow rate adjusting means (18) for adjusting the flow rate of the first heat medium flowing through the first intake air cooling means (17),
The first heat medium circuit (10) includes a circulation channel (12) through which the first heat medium circulates, and a branch flow that branches from the circulation channel (12) and joins the circulation channel (12). Road (16),
The first intake air cooling means (17) is disposed in the branch flow path (16),
The intake air cooling device according to claim 1, wherein the flow rate adjusting means includes an adjustment valve (18) disposed in the branch flow path (16) to adjust an opening degree of the branch flow path (16). The flow rate adjusting means (18) is a thermostat valve having a mechanical mechanism that opens and closes the branch flow path (16) according to the temperature of the first heat medium.
The flow rate adjusting means (18) is disposed in a part of the branch flow path (16) upstream of the flow of the first heat medium from the first intake air cooling means (17). The intake air cooling device according to claim 1. The first heat medium circuit (10) includes a circulation channel (12) through which the first heat medium circulates, and a branch flow that branches from the circulation channel (12) and joins the circulation channel (12). Road (16),
The intake air cooling device according to claim 1 or 2, wherein the first intake air cooling means (17) is disposed in the branch flow path (16). The said 1st intake air cooling means (17) and the said 2nd intake air cooling means (23) are comprised by one heat exchanger brazed integrally, The any one of Claim 1 thru | or 3 characterized by the above-mentioned. The intake air cooling device described in 1. An exhaust gas recirculation device (34, 35) for recirculating a part of the exhaust gas of the internal combustion engine (11) to the intake side;
The first intake air cooling means (17) and said second intake air cooling means (23), wherein the said exhaust is mixed intake to any one of claims 1 to 4, characterized in that to heat exchange Intake cooling system.

Images