JP7229381B2 - cooling system - Google Patents

Description

The present disclosure relates to cooling systems.

2. Description of the Related Art In an internal combustion engine such as an engine used in a ship or the like, intake air sent to the internal combustion engine (for example, a combustion chamber) is cooled for the purpose of improving thermal efficiency. For example, as disclosed in Japanese Unexamined Patent Application Publication No. 2002-100001, a refrigerant used for cooling intake air is stored in a tank. There is a technique for effectively cooling intake air by evaporating and cooling the refrigerant in the tank (that is, cooling using the heat of vaporization). By lowering the temperature of the intake air, the density of the intake air sent to the combustion chamber can be increased, thus improving thermal efficiency.

JP 2011-074822 A

However, in the conventional technique of evaporatively cooling the refrigerant used to cool the intake air, an electric pump is used to reduce the pressure in the tank. Electric pumps for reducing the pressure in the tank consume a lot of power, resulting in an increase in power consumption.

An object of the present disclosure is to provide a cooling system capable of suppressing an increase in power consumption in view of the above problems.

In order to solve the above problems, a cooling system according to an aspect of the present disclosure includes a heat exchange section provided in an intake flow path connected to an internal combustion engine; It is provided in the vapor passage that does not pass through the heat exchange portion where heat exchange between the tank and the refrigerant stored in the refrigerant tank and the intake air that flows through the intake passage is performed, is connected to the refrigerant tank, and is connected to the refrigerant tank to remove the gas in the refrigerant tank . an ejector for suction , wherein the steam flow path is connected to a heat exchanger provided in the intake flow path and different from the heat exchange section, and a heat exchanger provided in the exhaust flow path connected to the internal combustion engine, In a heat exchanger provided in the intake flow path and different from the heat exchange section, heat exchange is performed between water flowing through the steam flow path and intake air flowing through the intake flow path, and in the heat exchanger provided in the exhaust flow path, Heat exchange is performed between the steam generated in a heat exchanger provided in the intake passage and different from the heat exchange section and the exhaust gas flowing through the exhaust passage.

The heat exchange section may include a heat exchanger provided in the intake flow path.

The heat exchange section may include a nozzle provided in the intake flow path.

The refrigerant tank may be provided in the intake flow path, and the heat exchange section may include a vent pipe provided in the refrigerant tank.

A compressor may be provided in the intake flow path, and the heat exchange section may be provided upstream of the compressor in the intake flow path.

According to the cooling system of the present disclosure, it is possible to suppress an increase in power consumption.

1 is a schematic diagram showing a schematic configuration of an engine according to a first embodiment of the present disclosure; FIG. 1 is a schematic diagram showing a schematic configuration of a cooling system according to a first embodiment of the present disclosure; FIG. FIG. 2 is a schematic diagram showing a schematic configuration of a cooling system according to a second embodiment of the present disclosure; FIG. FIG. 3 is a schematic diagram showing a schematic configuration of a cooling system according to a third embodiment of the present disclosure; FIG.

Embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for easy understanding, and do not limit the present disclosure unless otherwise specified. In this specification and the drawings, elements having substantially the same functions and configurations are denoted by the same reference numerals, thereby omitting redundant description. Illustrations of elements that are not directly related to the present disclosure are omitted.

<First Embodiment>
A first embodiment of the present disclosure will be described with reference to FIGS. 1 and 2. FIG.

FIG. 1 is a schematic diagram showing a schematic configuration of an engine 1 according to a first embodiment of the present disclosure. Specifically, the engine 1 is a marine engine. As shown in Figure 1, the engine 1 comprises a cylinder 5 in which a piston 3 is provided. The piston 3 reciprocates within the cylinder 5 . One end of a piston rod 7 is attached to the piston 3 . A crosshead pin 11 of a crosshead 9 is connected to the other end of the piston rod 7 . Movement of the crosshead 9 in the left-right direction (that is, the direction perpendicular to the stroke direction of the piston 3 in FIG. 1) is regulated by guide shoes 9a. The crosshead 9 reciprocates integrally with the piston 3 by being guided by the guide shoe 9a.

The crosshead pin 11 is supported by a crosshead bearing 15 provided at one end of the connecting rod 13 . Crosshead pin 11 supports one end of connecting rod 13 . The other end of the piston rod 7 and one end of the connecting rod 13 are connected via a crosshead 9 .

The other end of the connecting rod 13 is provided with a large end portion 13a. A bearing hole 13b is formed in the large end portion 13a. A sliding bearing 17 made of metal is provided in the bearing hole 13b. A crank pin 19 a of a crank shaft 19 is rotatably supported by the slide bearing 17 . A crank journal 19 b of the crank shaft 19 is supported by a bearing member provided in the crank case 21 . When the connecting rod 13 reciprocates integrally with the piston 3, the crankshaft 19 rotates.

The crankcase 21 extends in the rotation axis direction of the crankshaft 19 . Although only one cylinder 5 is shown in FIG. 1 , a plurality of cylinders 5 are arranged in parallel in the rotation axis direction of the crankshaft 19 above the crankcase 21 .

A cylinder cover 23 is provided at the upper end of the cylinder 5 . An exhaust valve box 25 is inserted through the cylinder cover 23 . One end of the exhaust valve box 25 faces the piston 3 . An exhaust port 25 a opens at one end of the exhaust valve box 25 . The exhaust port 25 a opens into the combustion chamber 27 . A combustion chamber 27 is formed inside the cylinder 5 surrounded by the cylinder cover 23 , the cylinder 5 and the piston 3 .

A valve body of an exhaust valve 29 is positioned in the combustion chamber 27 . An exhaust valve driving device 31 is attached to the rod portion of the exhaust valve 29 . The exhaust valve driving device 31 is arranged in the exhaust valve box 25 . The exhaust valve driving device 31 moves the exhaust valve 29 in the stroke direction of the piston 3 .

When the exhaust valve 29 moves toward the piston 3 and opens, exhaust gas after combustion generated in the cylinder 5 is discharged from the exhaust port 25a. After exhausting, the exhaust valve 29 moves to the exhaust valve box 25 side, and the exhaust port 25a is closed.

The exhaust pipe 33 is attached to the exhaust valve box 25 and the supercharger TC. The inside of the exhaust pipe 33 communicates with the exhaust port 25a and the turbine of the supercharger TC. A discharge pipe 35 is attached to the supercharger TC. A discharge port is formed in the discharge pipe 35 . The inside of the discharge pipe 35 communicates with the turbine of the supercharger TC. Exhaust gas discharged from the exhaust port 25a is supplied to the turbine of the supercharger TC through the exhaust pipe 33 and then discharged to the outside through the exhaust pipe 35. As shown in FIG.

An intake pipe 37 is attached to the supercharger TC. An intake port is formed in the intake pipe 37 . The inside of the intake pipe 37 communicates with the compressor of the supercharger TC. Active gas (eg, air) is drawn through the intake pipe 37 by the compressor of the supercharger TC. The drawn active gas (that is, intake air) is compressed by the compressor of the supercharger TC. Intake air is sent to scavenge sump 39 . A cylinder jacket 41 surrounds the lower end of the cylinder 5 . A scavenging chamber 43 is formed inside the cylinder jacket 41 . The intake air sent to the scavenging reservoir 39 is pressurized into the scavenging chamber 43 .

A scavenging port 5 a is provided on the lower end side of the cylinder 5 . The scavenging port 5a is a hole penetrating from the inner peripheral surface of the cylinder 5 to the outer peripheral surface thereof. A plurality of scavenging ports 5 a are provided at intervals in the circumferential direction of the cylinder 5 . When the piston 3 moves to the bottom dead center side from the scavenging port 5a, the differential pressure between the scavenging chamber 43 and the cylinder 5 draws intake air into the cylinder 5 from the scavenging port 5a.

A fuel injection valve 45 is provided on the cylinder cover 23 . The tip of the fuel injection valve 45 is directed toward the combustion chamber 27 side. The fuel injection valve 45 injects liquid fuel (fuel oil) into the combustion chamber 27 . The liquid fuel burns and the expansion pressure causes the piston 3 to reciprocate.

FIG. 2 is a schematic diagram showing a schematic configuration of the cooling system 100 according to the first embodiment of the present disclosure. Cooling system 100 is a system for cooling intake air sent to combustion chamber 27 of engine 1 . By cooling the intake air with the cooling system 100, thermal efficiency can be improved.

FIG. 2 and FIGS. 3 and 4, which will be described later, show the engine 1, an intake passage 111, and an exhaust passage 112. As shown in FIG.

The intake passage 111 is connected to the combustion chamber 27 of the engine 1 via the scavenging chamber 43 and the scavenging port 5a. Intake air sent to the combustion chamber 27 flows through the intake flow path 111 . A compressor C of the supercharger TC is provided in the intake passage 111 . The air intake passage 111 includes an upstream air intake passage 111 a upstream of the compressor C in the air intake passage 111 and a downstream air intake passage 111 b downstream of the compressor C in the air intake passage 111 . The upstream intake passage 111a is defined by the intake pipe 37 in FIG. The downstream intake passage 111b is defined by the scavenging reservoir 39 in FIG.

The exhaust passage 112 is connected to the combustion chamber 27 of the engine 1 via the exhaust port 25a. Exhaust gas discharged from the combustion chamber 27 flows through the exhaust passage 112 . A turbine T of the supercharger TC is provided in the exhaust flow path 112 . The exhaust flow path 112 includes an upstream exhaust flow path 112 a upstream of the turbine T in the exhaust flow path 112 and a downstream exhaust flow path 112 b downstream of the turbine T in the exhaust flow path 112 . The upstream exhaust passage 112a is defined by the exhaust pipe 33 in FIG. The downstream exhaust flow path 112b is defined by the discharge pipe 35 in FIG.

As shown in FIG. 2, the intake air passage 111 of the cooling system 100 is provided with a heat exchanger 131 as a cooler for cooling the intake air. The heat exchanger 131 is provided in the downstream intake flow path 111b. The heat exchanger 131 is provided in the refrigerant channel 113a through which the refrigerant (for example, fresh water) supplied from the refrigerant supply source 191 circulates. The coolant flowing through the coolant channel 113a is cooled by seawater or the like. The intake air flowing through the downstream intake passage 111b is cooled by exchanging heat with the refrigerant flowing through the heat exchanger 131 .

In addition, as shown in FIG. 2, the intake flow path 111 of the cooling system 100 is further provided with a heat exchanger 132 and a heat exchanger 133 as coolers for cooling the intake air. The heat exchanger 132 is provided in the upstream intake flow path 111a. The heat exchanger 133 is provided downstream of the heat exchanger 131 in the downstream intake flow path 111b. As will be described later, the heat exchangers 132 and 133 are supplied with an evaporatively cooled refrigerant (for example, fresh water). The temperature of the refrigerant supplied to heat exchangers 132 and 133 is lower than the temperature of the refrigerant supplied to heat exchanger 131 . The intake air flowing through the upstream intake flow path 111 a is cooled by exchanging heat with the evaporatively cooled refrigerant flowing through the heat exchanger 132 . The intake air flowing through the downstream intake passage 111b is cooled by exchanging heat with the evaporatively cooled refrigerant flowing through the heat exchanger 133 .

In the cooling system 100, since the intake air is cooled by the heat exchangers 132 and 133 in addition to the heat exchanger 131, the intake air can be effectively cooled by the evaporatively cooled refrigerant. Since the density of the intake air sent to the combustion chamber 27 of the engine 1 can be effectively increased, thermal efficiency is effectively improved.

A more detailed configuration of the cooling system 100 will be described below.

The heat exchanger 132 and the gas-liquid separator 181 are provided in this order from the upstream side (that is, the intake port side) in the upstream intake passage 111a. Moisture contained in the intake air cooled by the heat exchanger 132 is separated by the gas-liquid separator 181 and sent to the tank 121 . A heat exchanger 134, a heat exchanger 131, a heat exchanger 133, and a gas-liquid separator 182 are provided in this order from the upstream side (that is, the compressor C side) in the downstream intake passage 111b. A heat exchanger 134 is provided to generate steam from the heat of the intake air, as will be described later. Moisture contained in the intake air cooled by the heat exchangers 134 , 131 , 133 is separated by the gas-liquid separator 182 and sent to the tank 121 .

The tank 121 stores refrigerant sent from the gas-liquid separators 181 and 182 . The tank 121 is connected to the coolant supply source 192 via the coolant channel 113b. An on-off valve 141 is provided in the coolant channel 113b. By opening the on-off valve 141 , coolant (for example, fresh water) can be supplied from the coolant supply source 192 to the tank 121 . The tank 121 is connected to the tank 122 via the coolant channel 113c. An on-off valve 142 is provided in the coolant channel 113c. Refrigerant can be supplied from the tank 121 to the tank 122 by opening the on-off valve 142 .

The tank 122 stores refrigerant to be supplied to the heat exchangers 132 and 133 . The tank 122 is connected to the three-way valve 143 via the refrigerant flow path 113d. An electric pump 151 that sends out the refrigerant toward the three-way valve 143 is provided in the refrigerant flow path 113d. The three-way valve 143 is connected to the heat exchanger 132 via the refrigerant flow path 113e. The three-way valve 143 is connected to the heat exchanger 133 via the refrigerant flow path 113g. By controlling the three-way valve 143 and driving the electric pump 151 so that the refrigerant passage 113d and the refrigerant passages 113e and 113g communicate with each other, the refrigerant can be supplied from the tank 122 to the heat exchangers 132 and 133. . The refrigerant that has passed through the heat exchangers 132, 133 is returned to the tank 122 through the refrigerant flow paths 113f, 113h.

The tank 122 is connected with the ejector 171 via the gas flow path 114 . The ejector 171 is provided in the steam flow path 116 through which steam flows, as will be described later. Steam as a high-pressure fluid is supplied to the ejector 171 . Gas in the tank 122 is sucked by the steam flow generated by the ejector 171 . By reducing the pressure in the tank 122, the refrigerant in the tank 122 can be evaporatively cooled. By cooling the refrigerant using the ejector 171, supercooled refrigerant having a temperature lower than that of the refrigerant under atmospheric pressure can be generated. The vaporized and cooled refrigerant is supplied to heat exchangers 132 and 133 . Since the pressure inside the tank 122 can be reduced without using an electric pump for pressure reduction, an increase in power consumption can be suppressed.

Water for generating steam supplied to the ejector 171 is stored in the tank 123 . The tank 123 is connected to the water supply source 193 via the water flow path 115a. An on-off valve 144 is provided in the water flow path 115a. Water (specifically, fresh water) can be supplied from the water supply source 193 to the tank 123 by opening the on-off valve 144 . The tank 123 is connected to the heat exchanger 134 via the water flow path 115b. An electric pump 152 that sends water toward the heat exchanger 134 is provided in the water flow path 115b. Water can be supplied from the tank 123 to the heat exchanger 134 by driving the electric pump 152 .

The water flowing through the heat exchanger 134 is heated by the heat of the intake air flowing through the downstream intake flow path 111b, and is vaporized into steam. Steam paths 116 include steam path 116a, steam path 116b, steam path 116c, steam path 116d and steam path 116e. The heat exchanger 134 is connected to the heat exchanger 135 via the steam flow path 116a. The heat exchanger 135 is provided in the downstream exhaust flow path 112b. The steam generated in heat exchanger 134 is supplied to heat exchanger 135 through steam flow path 116a. The pressure of the steam supplied to the heat exchanger 135 is increased by being warmed by the heat of the exhaust gas flowing through the downstream exhaust passage 112b. By passing steam through heat exchanger 135 in addition to heat exchanger 134, steam can be obtained as a high-pressure fluid.

The heat exchanger 135 is connected to the connector 161 via the steam flow path 116b. The steam that has passed through the heat exchanger 135 is supplied to the connector 161 through the steam flow path 116b. A steam supply source 194 is connected to the connector 161 via the steam flow path 116c. Steam source 194 is a source that supplies steam produced by heat sources other than intake heat and exhaust heat. For example, steam source 194 may utilize the heat of the sun to produce steam. Further, for example, in the steam supply source 194, steam may be generated using waste heat from equipment other than the engine 1 in the ship. Steam is supplied to the connector 161 from the steam supply source 194 in addition to the steam generated by the heat exchangers 134 and 135 .

One end of the ejector 171 is connected to the connector 161 via the steam flow path 116d. The other end of the ejector 171 is connected to the condenser 183 via the steam flow path 116e. A through passage is formed in the ejector 171 from one end to the other end of the ejector 171 . The steam supplied from the connector 161 passes through the through passage inside the ejector 171 . A gas flow path 114 is connected to the through passage in the ejector 171 . Gas is sucked into the ejector 171 from the gas flow path 114 by the negative pressure generated by the steam flow in the ejector 171 . Gas in the tank 122 is sucked by the ejector 171 . Steam ejected from the other end of the ejector 171 is condensed by the condenser 183 into water and sent to the tank 123 . The inside of the condenser 183 is at atmospheric pressure. A heat exchanger is provided in the condenser 183 to cool the steam.

The cooling system 100 includes a tank 122 as a refrigerant tank that stores refrigerant heat-exchanged in a heat exchange portion (that is, a portion that exchanges heat between intake air and refrigerant) provided in the intake flow path 111 . The cooling system 100 includes an ejector 171 provided in the steam flow path 116 and connected to the refrigerant tank. The refrigerant in the tank 122 can be evaporatively cooled by reducing the pressure in the tank 122 without using an electric pressure reducing pump. Cooling of the intake air is achieved using the evaporatively cooled refrigerant. An increase in power consumption is suppressed. The intake air of the engine 1 can be effectively cooled. The density of intake air sent to the combustion chamber 27 of the engine 1 can be efficiently increased. Thermal efficiency is efficiently improved.

In particular, in the cooling system 100, heat exchangers 132 and 133 are provided in the air intake passage 111 as the heat exchange section. The intake air exchanges heat with the refrigerant flowing through the heat exchangers 132 and 133 . Cooling of the intake air using the refrigerant that has been evaporatively cooled in the tank 121 can be properly achieved.

In the cooling system 100, the heat exchanger 132 as the heat exchange section is provided upstream of the compressor C in the air intake passage 111 (that is, the upstream air intake passage 111a). The intake air is cooled by a heat exchanger 132 upstream of the compressor C in the intake air passage 111 . The density of the intake air delivered to the combustion chamber 27 of the engine 1 strongly depends on the temperature of the intake air before compression by the compressor C compared to the temperature of the intake air after compression by the compressor C. As in the cooling system 100, the density of the intake air delivered to the combustion chamber 27 of the engine 1 can be more effectively increased by exchanging heat with the evaporatively cooled refrigerant upstream of the compressor C in the intake air passage 111. can be increased.

In cooling system 100 , steam flow path 116 is connected to heat exchanger 134 provided in intake flow path 111 . The steam supplied to the ejector 171 is generated by the heat of intake air in the heat exchanger 134 . By generating the steam supplied to the ejector 171 from the heat of the intake air, the heat generated when the engine 1 is driven can be effectively used to cool the intake air.

In cooling system 100 , steam flow path 116 is connected to heat exchanger 135 provided in exhaust flow path 112 . The steam supplied to the ejector 171 is generated by the heat of the exhaust gas in the heat exchanger 135 . By generating the steam supplied to the ejector 171 from the heat of the exhaust gas, the heat generated when the engine 1 is driven can be effectively used to cool the intake air.

<Second embodiment>
A second embodiment of the present disclosure will be described with reference to FIG.

FIG. 3 is a schematic diagram showing a schematic configuration of a cooling system 200 according to the second embodiment of the present disclosure. The cooling system 200 is a system for cooling the intake air sent to the combustion chamber 27 of the engine 1, like the cooling system 100 described above. The cooling system 200 differs from the cooling system 100 described above in that a nozzle is used for heat exchange between the vaporized and cooled coolant and the intake air.

As shown in FIG. 3, in the intake flow path 111 of the cooling system 200, a nozzle 201 is provided as a cooler for cooling the intake air instead of the heat exchangers 132 and 133 of the cooling system 100 described above. and a nozzle 202 are provided. The nozzle 201 is provided in the upstream intake flow path 111a. The nozzle 202 is provided downstream of the heat exchanger 131 in the downstream intake flow path 111b. As will be described later, the nozzles 201 and 202 are supplied with an evaporatively cooled coolant (for example, fresh water). Nozzles 201 and 202 inject the supplied coolant into intake flow path 111 . The temperature of the refrigerant supplied to nozzles 201 and 202 is lower than the temperature of the refrigerant supplied to heat exchanger 131 . The intake air flowing through the upstream intake flow path 111 a is cooled by exchanging heat with the vaporized coolant jetted from the nozzle 201 . The intake air flowing through the downstream intake flow path 111b is cooled by exchanging heat with the vaporized coolant jetted from the nozzle 202 .

In cooling system 200, the intake air is cooled by nozzles 201 and 202 in addition to heat exchanger 131. Therefore, similarly to cooling system 100, the intake air can be effectively cooled by vaporized refrigerant. Since the density of the intake air sent to the combustion chamber 27 of the engine 1 can be effectively increased, thermal efficiency is effectively improved.

A more detailed configuration of the cooling system 200 will be described below.

As in the cooling system 100, the tank 122 is connected to the three-way valve 143 via the refrigerant flow path 113d. An electric pump 151 is provided between the tank 122 and the three-way valve 143 to send the refrigerant toward the three-way valve 143 . Unlike the cooling system 100, the three-way valve 143 is connected with the nozzle 201 via the refrigerant flow path 213a. The three-way valve 143 is connected to the nozzle 202 via the refrigerant flow path 213b.

The gas in the tank 122 is evaporatively cooled by being sucked by the ejector 171 with the steam flow. The three-way valve 143 is controlled so that the coolant flow path 113d and the coolant flow paths 213a and 213b communicate with each other, and the electric pump 151 is driven to supply evaporatively cooled coolant from the tank 122 to the nozzles 201 and 202. can be done.

Like the cooling system 100 , the cooling system 200 includes a tank 122 as a refrigerant tank that stores refrigerant heat-exchanged in the heat exchange section provided in the intake flow path 111 . The cooling system 200 includes an ejector 171 provided in the steam flow path 116 and connected to the refrigerant tank. As with the cooling system 100, an increase in power consumption can be suppressed. The intake air of the engine 1 can be effectively cooled.

In particular, in the cooling system 200, nozzles 201 and 202 are provided in the air intake passage 111 as the heat exchange section. The intake air exchanges heat with the refrigerant injected from the nozzles 201 and 202 . Cooling of the intake air using the refrigerant that has been evaporatively cooled in the tank 122 can be properly achieved. The nozzles 201,202 are inexpensive compared to, for example, the heat exchangers 132,133. Cooling of the intake air using the refrigerant vaporized and cooled in the tank 122 can be realized at low cost.

<Third embodiment>
A third embodiment of the present disclosure will be described with reference to FIG.

FIG. 4 is a schematic diagram showing a schematic configuration of a cooling system 300 according to the third embodiment of the present disclosure. The cooling system 300 is a system for cooling the intake air sent to the combustion chamber 27 of the engine 1, like the cooling system 100 described above. Cooling system 300 differs from cooling system 100 described above in that heat exchange between the evaporatively cooled refrigerant and intake air is performed via a tank that stores the refrigerant.

As shown in FIG. 4, in the intake flow path 111 of the cooling system 300, a tank 301 is provided as a cooler for cooling the intake air instead of the heat exchangers 132 and 133 of the cooling system 100 described above. and a tank 302 are provided. The tank 301 is provided in the upstream intake passage 111a. The tank 302 is provided downstream of the heat exchanger 131 in the downstream intake flow path 111b. Tanks 301 and 302 store refrigerant (for example, fresh water) to be evaporatively cooled, as will be described later. Tanks 301 and 302 have a function as a heat exchanger in addition to the function of storing refrigerant. The temperature of the refrigerant stored in tanks 301 and 302 is lower than the temperature of the refrigerant supplied to heat exchanger 131 . The intake air flowing through the upstream intake passage 111 a is cooled by exchanging heat with the evaporatively cooled refrigerant stored in the tank 301 . The intake air flowing through the downstream intake passage 111b is cooled by exchanging heat with the vaporized and cooled refrigerant stored in the tank 302 .

In cooling system 300 , intake air is cooled by tanks 301 and 302 in addition to heat exchanger 131 . Similar to the cooling system 100, the intake air can be effectively cooled by the evaporatively cooled coolant. Since the density of the intake air sent to the combustion chamber 27 of the engine 1 can be effectively increased, thermal efficiency can be effectively improved.

A more detailed configuration of the cooling system 300 will be described below.

Unlike the cooling system 100, the tank 121 is connected to the tanks 301, 302 via the coolant channels 113c, 313a, 313b. Specifically, the tank 121 is connected to one end of the coolant channel 113c. The other end of the coolant channel 113c is connected to the tank 301 via a coolant channel 313a. An on-off valve 341 is provided in the coolant channel 313a. Refrigerant can be supplied from the tank 121 to the tank 301 by opening the on-off valve 341 . The other end of the coolant channel 113c is connected to the tank 302 via a coolant channel 313b. An on-off valve 342 is provided in the coolant channel 313b. Refrigerant can be supplied from the tank 121 to the tank 302 by opening the on-off valve 342 .

The tank 301 is connected to the ejector 371 via the gas flow path 314a. The tank 302 is connected to the ejector 372 via the gas flow path 314b. Steam is supplied to the ejectors 371 and 372 as described later. The gas in the tank 301 is evaporatively cooled by being sucked by the steam flow generated by the ejector 371 . The gas in tank 302 is evaporatively cooled by being sucked in by the steam flow produced by ejector 372 .

The tank 301 is provided with a vent pipe 301a through which intake air passes. Intake air passes through the inner peripheral side of the ventilation pipe 301a. The outer peripheral surface of the vent pipe 301 a contacts the refrigerant in the tank 301 . The refrigerant in the tank 301 and the intake air passing through the ventilation pipe 301a exchange heat through the ventilation pipe 301a. Vent pipe 301a is preferably made of a material having high thermal conductivity, such as metal. The tank 301 is provided with, for example, a plurality of vent pipes 301a passing through the tank 301 . The number of vent pipes 301a and the arrangement of vent pipes 301a in tank 301 are not particularly limited.

Steam paths 116 include steam path 116a, steam path 116b, steam path 116c, steam path 116f, steam path 116g, steam path 116h and steam path 116i. One end of the ejector 371 is connected to the connector 161 via the steam flow path 116f. The other end of the ejector 371 is connected to the condenser 183 via the steam flow path 116g. The steam supplied from the connector 161 through the steam flow path 116 f passes through the through-passage in the ejector 371 and is sent to the condenser 183 . A gas flow path 314a is connected to the through-path in the ejector 371 through which the steam passes. Gas in the tank 301 is sucked by the negative pressure generated by the steam flow in the ejector 371 .

One end of the ejector 372 is connected to the connector 161 via the steam flow path 116h. The other end of the ejector 372 is connected to the condenser 183 via the steam flow path 116i. The steam supplied from the connector 161 through the steam flow path 116 h passes through the through-passage in the ejector 372 and is sent to the condenser 183 . A gas flow path 314b is connected to the through-path in the ejector 372 through which the steam passes. The gas in tank 302 is sucked by the negative pressure created by the steam flow in ejector 372 .

Similar to cooling system 100 , cooling system 300 includes tanks 301 and 302 as refrigerant tanks that store refrigerant heat-exchanged in the heat exchange section provided in intake flow path 111 . The cooling system 300 includes ejectors 371 and 372 as ejectors provided in the steam flow path 116 and connected to the coolant tank. As with the cooling system 100, an increase in power consumption can be suppressed. The intake air of the engine 1 can be effectively cooled.

In particular, in the cooling system 300, the tanks 301 and 302 as the refrigerant tanks are provided in the intake flow path 111, and the tanks 301 and 302 are provided with the ventilation pipes 301a and 302a as the heat exchange section. The intake air exchanges heat with the refrigerant stored in tanks 301 and 302 . As a result, it is possible to properly cool the intake air using the refrigerant that has been evaporatively cooled in the tanks 301 and 302 . Furthermore, a refrigerant flow path from a tank in which the refrigerant to be evaporatively cooled is stored to other cooling equipment (for example, refrigerant flow paths 113d, 113e, 113g from the tank 122 to the heat exchangers 132, 133 in the cooling system 100 etc.) can be omitted. Cooling of intake air using evaporatively cooled refrigerant can be achieved in a small space and in a small amount of refrigerant.

Although the embodiments have been described above with reference to the accompanying drawings, it goes without saying that the present disclosure is not limited to the above embodiments. It is clear that a person skilled in the art can conceive of various modifications or modifications within the scope of the claims, and it is understood that these also belong to the technical scope of the present disclosure. be done.

The cooling systems 100, 200, 300 for cooling the intake air of the crosshead type engine 1 for ships have been described above. However, the cooling system according to the present disclosure is for cooling the intake air of other internal combustion engines other than the engine 1 (for example, a trunk piston type engine, an engine mounted on a mobile body other than a ship, a gas turbine engine, etc.) It may be a cooling system.

An example has been described above in which the intake air is heat-exchanged with the evaporatively cooled refrigerant in both the upstream intake passage 111a and the downstream intake passage 111b. However, the intake air may be heat-exchanged with the evaporatively cooled refrigerant in only one of the upstream intake passage 111a and the downstream intake passage 111b. For example, one of heat exchanger 132 or heat exchanger 133 may be omitted from cooling system 100 . Also, for example, one of nozzle 201 or nozzle 202 may be omitted from cooling system 200 . Also, for example, one of tank 301 or tank 302 may be omitted from cooling system 300 .

An example has been described above in which the method of heat exchange between the vaporized and cooled refrigerant and the intake air is the same between the upstream intake passage 111a and the downstream intake passage 111b. However, the method of exchanging heat between the evaporatively cooled refrigerant and the intake air may be different between the upstream intake passage 111a and the downstream intake passage 111b. For example, heat exchanger 132 in cooling system 100 may be replaced by nozzle 201 in cooling system 200 or tank 301 in cooling system 300 . Heat exchanger 133 in cooling system 100 may be replaced by nozzle 202 in cooling system 200 or tank 302 in cooling system 300 . Nozzle 201 in cooling system 200 may be replaced with tank 301 in cooling system 300 . Nozzle 202 in cooling system 200 may be replaced by tank 302 in cooling system 300 .

The above describes an example in which the heat exchangers 134 , 135 and the steam source 194 are the steam sources that produce the steam that is supplied to the ejectors 171 , 371 , 372 . However, the steam supply may be part of heat exchangers 134 , 135 and steam supply 194 . For example, the steam source may be any one of heat exchangers 134 , 135 and steam source 194 . However, it is preferable that the temperature of the heat source for producing steam in the steam supply source is high.

In the case of multiple ejectors, such as the cooling system 300 described above, the steam supply that produces the steam supplied to each ejector may be different. For example, in cooling system 300, the water and steam circuits are formed such that the steam produced in heat exchanger 135 is supplied only to ejector 371 and the steam produced in heat exchanger 134 is supplied only to ejector 372. may be Moreover, when the steam supply sources are different among a plurality of ejectors in this way, the combination of the tank and the ejector to be decompressed may be appropriately set. When different tanks are connected to each of the heat exchangers 132, 133 in the cooling system 100, the ejectors connected to each tank may be different. When different tanks are connected to each of the nozzles 201, 202 in the cooling system 200, the ejectors connected to each tank may be different.

Certain components may be added, deleted or changed to the cooling systems 100, 200, 300 described above. For example, a vacuum pump may be added downstream of the ejectors 171,371,372. Since the steam flow velocity in the ejectors 171, 371, 372 can be increased, the gas suction capability in the tanks 122, 301, 302 can be improved.

The present disclosure can be utilized in cooling systems.

1: Engine (internal combustion engine) 27: Combustion chamber 100, 200, 300: Cooling system 111: Intake flow path 112: Exhaust flow path 121, 123: Tank 122: Tank (refrigerant tank) 131, 134, 135: Heat exchanger 132, 133: Heat exchanger (heat exchange unit) 141, 142, 144: On-off valve 143: Three-way valve 151, 152: Electric pump 161: Connector 171, 371, 372: Ejector 181, 182: Gas-liquid separator 183 : Condenser 191, 192: Refrigerant supply source 193: Water supply source 194: Steam supply source 201, 202: Nozzle (heat exchange part) 301, 302: Tank (refrigerant tank) 301a, 302a: Vent pipe (heat exchange part) 341, 342: On-off valve TC: Turbocharger C: Compressor T: Turbine

Claims (5)

a heat exchange section provided in an intake flow path connected to an internal combustion engine;
a refrigerant tank in which refrigerant heat-exchanged in the heat exchange unit is stored;
provided in a vapor flow path that does not pass through the heat exchange portion where heat exchange between refrigerant stored in the refrigerant tank and intake air flowing through the intake flow path is performed, is connected to the refrigerant tank , and is connected to the refrigerant tank; an ejector for sucking gas ;
with
the steam flow path is connected to a heat exchanger different from the heat exchange section provided in the intake flow path and a heat exchanger provided in an exhaust flow path connected to the internal combustion engine;
heat exchange between water flowing through the steam flow path and intake air flowing through the air intake flow path in a heat exchanger provided in the air intake flow path and different from the heat exchange unit;
In the heat exchanger provided in the exhaust flow path, heat exchange is performed between steam generated in a heat exchanger provided in the intake flow path and different from the heat exchange section and exhaust gas flowing through the exhaust flow path,
cooling system. The heat exchange unit includes a heat exchanger provided in the intake flow path,
A cooling system according to claim 1 . The heat exchange unit includes a nozzle provided in the intake flow path,
3. A cooling system according to claim 1 or 2. The refrigerant tank is provided in the intake flow path,
The heat exchange unit includes a vent pipe provided in the refrigerant tank,
A cooling system according to any one of claims 1-3. A compressor is provided in the intake flow path,
The heat exchange section is provided upstream of the compressor in the intake flow path,
A cooling system according to any one of claims 1-4.

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