JPH0311369Y2 - - Google Patents
Info
- Publication number
- JPH0311369Y2 JPH0311369Y2 JP1985135058U JP13505885U JPH0311369Y2 JP H0311369 Y2 JPH0311369 Y2 JP H0311369Y2 JP 1985135058 U JP1985135058 U JP 1985135058U JP 13505885 U JP13505885 U JP 13505885U JP H0311369 Y2 JPH0311369 Y2 JP H0311369Y2
- Authority
- JP
- Japan
- Prior art keywords
- heat
- pipe
- exhaust system
- heat receiving
- exhaust
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000012530 fluid Substances 0.000 claims description 16
- 238000001816 cooling Methods 0.000 claims description 8
- 239000000463 material Substances 0.000 claims description 6
- 239000000446 fuel Substances 0.000 description 14
- 230000017525 heat dissipation Effects 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Chemical compound O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 238000013021 overheating Methods 0.000 description 3
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 230000005855 radiation Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 229910021529 ammonia Inorganic materials 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
- F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
- F28D15/0266—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes with separate evaporating and condensing chambers connected by at least one conduit; Loop-type heat pipes; with multiple or common evaporating or condensing chambers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D21/0001—Recuperative heat exchangers
- F28D21/0003—Recuperative heat exchangers the heat being recuperated from exhaust gases
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Silencers (AREA)
Description
【考案の詳細な説明】
〈産業上の利用分野〉
この考案は、自動車の排気系統の冷却装置に関
する。〈従来の技術〉
周知のように、自動車が夏期に登板を低速で走
行したり、冷房機構を作動させて低速で走行する
など負荷の多い運転を行うと、エンジンの排気マ
ニホールドや排気管などの排気系統が高温にな
り、燃料が蒸発して燃料パイプや燃料ポンプなど
の燃料通路に燃料の蒸気が溜つて燃料通路が閉塞
し、エンジンに燃料が供給されなくなるベーバロ
ツク現象が起きる。このベーバロツク現象が起き
ると、出力低下、加速不良やサージなどの発生を
招き、極端な場合には走行不能に陥る。[Detailed Description of the Invention] <Industrial Application Field> This invention relates to a cooling device for an automobile exhaust system. <Conventional Technology> As is well known, when a car is operated under heavy load such as driving at low speeds during the summer, or driving at low speeds with the air conditioning system activated, the exhaust manifolds and exhaust pipes of the engine are damaged. When the exhaust system becomes hot, fuel evaporates and fuel vapor accumulates in fuel passages such as fuel pipes and fuel pumps, blocking the fuel passages and causing a vapor lock phenomenon in which fuel is no longer supplied to the engine. When this vapor lock phenomenon occurs, it causes a decrease in output, poor acceleration, and surges, and in extreme cases, the vehicle becomes unable to run.
また、気化器の燃料通路内の燃料が加熱されて
蒸気が発生し、その蒸気のポンピング作用によつ
て液状の燃料が主ノズルや加速ノズルから吐出さ
れて、空燃比が濃厚となりアイドル不安定、エン
ジンストール、再始動性不良などといつたトラブ
ルも発生する。 In addition, the fuel in the fuel passage of the carburetor is heated and steam is generated, and the pumping action of the steam causes liquid fuel to be discharged from the main nozzle and acceleration nozzle, resulting in a rich air-fuel ratio and unstable idle. Problems such as engine stalling and poor restartability also occur.
そこで、燃料温度の低下策として、燃料を多量
に供給し、その一部をタンクに再循環させるフユ
ーニルリターン方式などがあるが、上記トラブル
の根本対策とはなつていない。 Therefore, as a measure to lower the fuel temperature, there is a fuel return method in which a large amount of fuel is supplied and a portion of it is recirculated to the tank, but this is not a fundamental solution to the above problem.
尚、上記トラブル対策のためのものではない
が、触媒コンバータを具備した自動車用エンジン
の排気系統において、上記触媒コンバータの後方
に排気熱を受熱するヒートパイプ装置を設け、該
ヒートパイプ装置の放熱部を車体の一部に接続
し、排気ガスの温度を下げるようにした思想が実
開昭57−115920号公報で提案されている。 Although it is not a measure against the above-mentioned trouble, in the exhaust system of an automobile engine equipped with a catalytic converter, a heat pipe device for receiving exhaust heat is provided behind the catalytic converter, and the heat dissipation section of the heat pipe device is provided. An idea was proposed in Japanese Utility Model Application Publication No. 115920/1983 in which the exhaust gas was connected to a part of the vehicle body to lower the temperature of the exhaust gas.
〈考案が解決ようとする問題点〉
上記トラブルは、夏期において、排気マニホー
ルドなどの排気系統を熱源とした対流伝熱による
エンジンルーム内の過熱が主な原因である。従つ
て、排気マニホールドなどの排気系統を冷却する
にこしたことはないが、必要以上に冷却したので
は、冬期に排気ガス中に含まれる水蒸気が結露
し、排気マニホールドなど排気系統が腐食する原
因となる。<Problems to be solved by the invention> The above-mentioned troubles are mainly caused by overheating in the engine room during the summer due to convective heat transfer using the exhaust system such as the exhaust manifold as a heat source. Therefore, it is never a bad idea to cool the exhaust system such as the exhaust manifold, but if it is cooled more than necessary, the water vapor contained in the exhaust gas will condense in the winter, causing corrosion of the exhaust system such as the exhaust manifold. becomes.
〈問題点を解決するための手段〉
本考案は、上記に鑑みなされたもので、自動車
の排気系統に受熱部を設定すると共に、該受熱部
より高い位置の車体の一部に放熱部を設定し、上
記受熱部と放熱部とを２本の管材で気密状に連結
して往きパイプと戻りパイプを形成し、両管材内
を減圧して作動流体を封入することによりヒート
パイプ構造とし、上記戻りパイプの途中にバルブ
を設けたものである。<Means for Solving the Problems> The present invention was developed in view of the above-mentioned problems, and includes setting a heat receiving part in the exhaust system of an automobile, and setting a heat radiating part in a part of the vehicle body located higher than the heat receiving part. The heat receiving section and the heat dissipating section are connected in an airtight manner with two tubes to form an outgoing pipe and a return pipe, and a heat pipe structure is obtained by reducing the pressure inside both tubes and sealing in a working fluid. A valve is installed in the middle of the return pipe.
〈作用〉
本考案は上記した構成により、ヒートパイプの
作動流体が、受熱部で排気ガスの熱により蒸発
し、往きパイプから車体の一部に設けた放熱部に
環流し、放熱部で放熱して凝縮し、戻りパイプを
通つて受熱部に戻り、受熱部で再び加熱されて蒸
発し、循環を繰返しながら排気系統の冷却を行
う。また、戻りパイプ途中のバルブを閉止して、
作動流体の循環を停止させ、排気系統の冷却を中
止することができる。<Function> With the above-described configuration, the working fluid of the heat pipe is evaporated by the heat of the exhaust gas in the heat receiving part, flows back from the outgoing pipe to the heat radiating part provided in a part of the vehicle body, and the heat is radiated in the heat radiating part. It condenses, returns to the heat receiving section through the return pipe, is heated again in the heat receiving section, evaporates, and cools the exhaust system while repeating the circulation. Also, close the valve in the middle of the return pipe,
Circulation of the working fluid can be stopped and cooling of the exhaust system can be stopped.
〈実施例〉
以下、本考案を図面の実施例について説明す
る。<Embodiments> The present invention will be described below with reference to embodiments of the drawings.
エンジンルーム１内の排気マニホールド２から
車体３後部のマフラー４までの間の排気管５の全
体又は一部にヒートパイプの受熱部６を設定す
る。該受熱部６は、排気管５を二重構造とし、外
筒の両端をフランジで閉塞して形成した空隙内に
作動流体を封入するようにしてもよいし、排気管
５に管材を巻き付けたり添設して形成してもよ
い。或は排気管５に多数のフインを設け、このフ
インに管材を一連に通して形成してもよく、要す
るに排気管５を通る排気ガスの熱を受けるのであ
ればどのような構造でもよい。 A heat receiving part 6 of a heat pipe is set in the whole or part of an exhaust pipe 5 between an exhaust manifold 2 in an engine room 1 and a muffler 4 at the rear of a vehicle body 3. The heat receiving part 6 may be constructed by making the exhaust pipe 5 double-layered and sealing the working fluid in the gap formed by closing both ends of the outer cylinder with flanges, or by wrapping a pipe material around the exhaust pipe 5. It may be formed by attaching it. Alternatively, the exhaust pipe 5 may be provided with a large number of fins, and the pipe material may be passed through the fins in series. In short, any structure may be used as long as it receives the heat of the exhaust gas passing through the exhaust pipe 5.
上記した受熱部６よりも高い位置で且つ外気と
接触可能な車体３の一部、例えば前後のバンパ７
ａ，７ｂ、ボンネツト８、トランク９などにはヒ
ートパイプの放熱部１０を設定する。この放熱部
１０は、管材を当該車体３の一部に接触させて設
ければよく、このように構成した放熱部１０は大
きな表面積を有すると共に、充分な強度を有して
いる。また、取付が容易なので作業能率も向上す
る。 A part of the vehicle body 3 that is located higher than the heat receiving part 6 and can come into contact with the outside air, for example, the front and rear bumpers 7
A, 7b, bonnet 8, trunk 9, etc., are provided with heat dissipating portions 10 of heat pipes. The heat dissipation section 10 may be provided with a tube material in contact with a part of the vehicle body 3, and the heat dissipation section 10 configured in this manner has a large surface area and sufficient strength. Furthermore, since it is easy to install, work efficiency is improved.
受熱部６の上部と放熱部１０の上部とを管材で
気密に接続して往きパイプ１１を形成すると共
に、放熱部１０の下部と受熱部６の下部とを同じ
く管材で気密に接続して戻りパイプ１２を形成す
る。戻りパイプ１２の途中にはバルブ１３を設
け、このバルブ１３の開閉操作により、戻りパイ
プ１２の開放、閉塞を行う。尚、戻りパイプ１２
は３度以上の傾斜を有すると共に、途中に液溜り
が発生しない構造とするのが好ましい。 The upper part of the heat receiving part 6 and the upper part of the heat radiating part 10 are airtightly connected with a pipe material to form an outgoing pipe 11, and the lower part of the heat radiating part 10 and the lower part of the heat receiving part 6 are also airtightly connected with a pipe material to form a return pipe. A pipe 12 is formed. A valve 13 is provided in the middle of the return pipe 12, and the return pipe 12 is opened and closed by opening and closing the valve 13. In addition, the return pipe 12
It is preferable that the structure has an inclination of 3 degrees or more and that no liquid pools occur in the middle.
そして、受熱部６、往きパイプ１１、放熱部１
０及び戻りパイプ１２を減圧し、作動流体を封入
してヒートパイプ構造とする。作動流体として
は、フロン、アルコール、アンモニア、水などが
使用できる。 Then, the heat receiving section 6, the outgoing pipe 11, the heat dissipating section 1
0 and the return pipe 12 are reduced in pressure, and a working fluid is sealed to form a heat pipe structure. Freon, alcohol, ammonia, water, etc. can be used as the working fluid.
尚、作動流体の封入量は、バルブ１３を閉止し
た場合に、凝縮した作動流体が、放熱部１０及び
バルブ１３までの戻りパイプ１２に溜つて、往き
パイプ１１を通つて受熱部６に逆流しない量とす
る。また、上記実施例では受熱部６を排気管５に
設定した場合を説明したが、受熱部６は排気マニ
ホールド２に設定することもできる。 The amount of working fluid sealed is such that when the valve 13 is closed, the condensed working fluid will not accumulate in the heat radiating section 10 and the return pipe 12 to the valve 13 and flow back to the heat receiving section 6 through the outgoing pipe 11. Quantity. Further, in the above embodiment, a case has been described in which the heat receiving section 6 is set in the exhaust pipe 5, but the heat receiving section 6 can also be set in the exhaust manifold 2.
上記のような排気系統の冷却装置を設置した自
動車において、バルブ１３を開放した状態でエン
ジンを運転すると、排気ガスの熱で受熱部６内の
作動流体が蒸発し、往きパイプ１１を通つて放熱
部１０に環流し、放熱部１０即ち大面積を有した
車体３を介して外気に放熱して凝縮し、戻りパイ
プ１２を通つて受熱部６に戻る。そして受熱部６
で再び加熱されて循環を繰返す。従つて、排気ガ
スの熱を受熱部６で熱交換し、放熱部１０で車外
に放熱して、排気系統の冷却を行うことができ
る。 When the engine is operated with the valve 13 open in a car equipped with the exhaust system cooling device as described above, the working fluid in the heat receiving part 6 evaporates due to the heat of the exhaust gas, and the heat is radiated through the outgoing pipe 11. The heat is returned to the heat receiving part 6 through the heat dissipating part 10, that is, the vehicle body 3 having a large area, where it is radiated to the outside air and condensed, and then returns to the heat receiving part 6 through the return pipe 12. and heat receiving part 6
is heated again and the cycle is repeated. Therefore, the heat of the exhaust gas can be exchanged with the heat receiving part 6 and radiated to the outside of the vehicle with the heat radiating part 10, thereby cooling the exhaust system.
一方、バルブ１３を閉止してエンジンを運転す
ると、受熱部６内にある作動流体は蒸発して、往
きパイプ１１から放熱部１０に環流し、放熱して
凝縮する。しかし、バルブ１３が閉止してあるの
で受熱部６に戻ることができず、放熱部１０内に
溜る。そして、受熱部６には新たな作動流体が供
給されないので、ヒートパイプの作動が停止す
る。従つて、排気系統の冷却を停止することがで
きる。 On the other hand, when the engine is operated with the valve 13 closed, the working fluid in the heat receiving section 6 evaporates, flows back through the outgoing pipe 11 to the heat radiating section 10, radiates heat, and condenses. However, since the valve 13 is closed, the heat cannot return to the heat receiving part 6 and accumulates in the heat radiating part 10. Then, since no new working fluid is supplied to the heat receiving section 6, the operation of the heat pipe is stopped. Therefore, cooling of the exhaust system can be stopped.
そこで、バルブを適宜開閉すれば、排気系統の
温度制御が可能となり、排気系統の過熱を原因と
するベーバロツクなどのエンジントラブルを防止
することができる。また、排気系統を冷却しすぎ
るために発生する結露も防止でき、排気系統が結
露水により腐食することもない。 Therefore, by appropriately opening and closing the valves, it is possible to control the temperature of the exhaust system, and it is possible to prevent engine troubles such as vapor lock caused by overheating of the exhaust system. Furthermore, it is possible to prevent condensation that occurs due to excessive cooling of the exhaust system, and the exhaust system is not corroded by condensed water.
〈考案の効果〉
本考案は、戻りパイプ途中のバルブを開放して
ヒートパイプの作動流体を放熱部に循環させれば
排気系統を冷却することができるばかりではな
く、放熱部を車体の一部で構成しているので放熱
を大面積で行なうことができ放熱効果が高く、排
気系統の熱を効率よく外気に放熱して排気系統の
過熱によるエンジントラブルを未然に防止する。
また、戻りパイプ途中のバルブを閉止して作動流
体の循環を停止すれば排気系統を冷却しないので
排気系統の過冷による結露水の発生などの不都合
も防止できる。更に、上記放熱部を車体の一部で
構成しているので、ヒートパイプの取付強度が増
大し、しかも、取付作業も容易となつて作業能率
が向上する。そして、本考案は、排気系統を冷却
する必要のある夏期においてはバルブを開放して
作動流体を循環させ、、また排気系統を冷却する
必要のない冬期においてはバルブを閉止して作動
流体の循環を停止して排気系統の温度を調節する
ので、自動車の排気系統冷却装置として実用的価
値の高いものとなる。<Effects of the invention> The present invention not only cools the exhaust system by opening the valve in the middle of the return pipe and circulating the working fluid of the heat pipe to the heat radiation part, but also allows the heat radiation part to be connected to a part of the vehicle body. Since it is constructed of the following, heat can be radiated over a large area and the heat radiating effect is high, and the heat of the exhaust system is efficiently radiated to the outside air to prevent engine troubles due to overheating of the exhaust system.
Moreover, if the circulation of the working fluid is stopped by closing the valve in the middle of the return pipe, the exhaust system will not be cooled, so that problems such as the generation of condensed water due to overcooling of the exhaust system can be prevented. Furthermore, since the heat dissipation section is formed of a part of the vehicle body, the mounting strength of the heat pipe is increased, and the mounting work is also facilitated, thereby improving work efficiency. The present invention opens the valve to circulate the working fluid in the summer when the exhaust system needs to be cooled, and closes the valve to circulate the working fluid in the winter when the exhaust system does not need to be cooled. Since the exhaust system temperature is adjusted by stopping the exhaust system, it has high practical value as an exhaust system cooling device for automobiles.
図面は本考案の実施例を示すもので、第１図は
本案装置の配置図、第２図は本案装置のフローシ
ートを示す。
３……車体、６……受熱部、１０……放熱部、
１１……往きパイプ、１２……戻りパイプ。
The drawings show an embodiment of the present invention; FIG. 1 shows a layout of the device according to the invention, and FIG. 2 shows a flow sheet for the device according to the invention. 3... Vehicle body, 6... Heat receiving section, 10... Heat dissipating section,
11...Outgoing pipe, 12...Returning pipe.
Claims (1)
該受熱部より高い位置の車体の一部に放熱部を設
定し、上記受熱部と放熱部とを２本の管材で気密
状に連結して往きパイプと戻りパイプを形成し、
両管材内を減圧して作動流体を封入することによ
りヒートパイプ構造とし、上記戻りパイプの途中
にバルブを設けたことを特徴とする自動車の排気
系統冷却装置。 In addition to installing a heat receiving part in the automobile exhaust system,
A heat radiating part is set in a part of the vehicle body at a higher position than the heat receiving part, and the heat receiving part and the heat radiating part are connected in an airtight manner with two pipes to form an outgoing pipe and a return pipe,
1. An exhaust system cooling device for an automobile, characterized in that a heat pipe structure is formed by reducing the pressure in both pipe materials and enclosing a working fluid, and a valve is provided in the middle of the return pipe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985135058U JPH0311369Y2 (en) | 1985-09-05 | 1985-09-05 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985135058U JPH0311369Y2 (en) | 1985-09-05 | 1985-09-05 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6243120U JPS6243120U (en) | 1987-03-16 |
| JPH0311369Y2 true JPH0311369Y2 (en) | 1991-03-19 |
Family
ID=31036881
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985135058U Expired JPH0311369Y2 (en) | 1985-09-05 | 1985-09-05 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0311369Y2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5499837A (en) * | 1977-12-13 | 1979-08-07 | Daimler Benz Ag | Contact temperature control valve device |
| JPS5749683B2 (en) * | 1979-12-19 | 1982-10-23 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5749683U (en) * | 1980-09-04 | 1982-03-20 | ||
| JPS57157713U (en) * | 1981-03-30 | 1982-10-04 |
-
1985
- 1985-09-05 JP JP1985135058U patent/JPH0311369Y2/ja not_active Expired
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5499837A (en) * | 1977-12-13 | 1979-08-07 | Daimler Benz Ag | Contact temperature control valve device |
| JPS5749683B2 (en) * | 1979-12-19 | 1982-10-23 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6243120U (en) | 1987-03-16 |
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