JPH0521618Y2 - - Google Patents
Info
- Publication number
- JPH0521618Y2 JPH0521618Y2 JP1986187147U JP18714786U JPH0521618Y2 JP H0521618 Y2 JPH0521618 Y2 JP H0521618Y2 JP 1986187147 U JP1986187147 U JP 1986187147U JP 18714786 U JP18714786 U JP 18714786U JP H0521618 Y2 JPH0521618 Y2 JP H0521618Y2
- Authority
- JP
- Japan
- Prior art keywords
- refrigerant
- evaporator
- exhaust heat
- compressor
- condenser
- 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 - Lifetime
Links
- 239000003507 refrigerant Substances 0.000 claims description 53
- 238000011084 recovery Methods 0.000 claims description 33
- 239000012530 fluid Substances 0.000 claims description 21
- 238000001816 cooling Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 5
- 239000007789 gas Substances 0.000 description 3
- 239000002918 waste heat Substances 0.000 description 3
- 239000007788 liquid Substances 0.000 description 2
- 238000005057 refrigeration Methods 0.000 description 2
- 238000007664 blowing Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000003595 mist Substances 0.000 description 1
- 239000011555 saturated liquid Substances 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Air-Conditioning For Vehicles (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、エンジンの排熱を回収して有効利用
するようにしたエンジンの排熱回収装置の改良に
関する。[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an improvement of an engine exhaust heat recovery device that recovers and effectively utilizes engine exhaust heat.
（従来の技術）
従来より、この種のエンジンの排熱回収装置と
して、例えば実開昭56−154503号公報に開示され
るように、エンジンの排熱により冷媒を蒸発させ
る蒸発器と、エンジンの出力軸に連結され、上記
蒸発器の冷媒の有する熱量により上記エンジン出
力軸の回転駆動を補助する流体モータと、該流体
モータからの冷媒を凝縮する凝縮器と、該凝縮器
で凝縮された冷媒を膨張させる膨張機構と、該膨
張機構からの冷媒を上記蒸発器に圧送する流体ポ
ンプとを備え、該各機器を冷媒の循環可能に閉回
路に形成して、いわゆるランキンサイクルを構成
することにより、エンジンの排熱を回収して、こ
の排熱にによりエンジンの回転駆動を補助して、
排熱の有効利用を図るようにしたものが知られて
いる。(Prior Art) Conventionally, as an exhaust heat recovery device for this type of engine, an evaporator that evaporates refrigerant using the exhaust heat of the engine, and an engine a fluid motor that is connected to an output shaft and that assists rotational drive of the engine output shaft using the amount of heat contained in the refrigerant of the evaporator; a condenser that condenses refrigerant from the fluid motor; and a refrigerant condensed by the condenser. and a fluid pump that pumps the refrigerant from the expansion mechanism to the evaporator, and each device is formed into a closed circuit that allows the refrigerant to circulate, thereby configuring a so-called Rankine cycle. , recovers the exhaust heat of the engine and uses this exhaust heat to assist the rotational drive of the engine.
Some devices are known that are designed to make effective use of waste heat.
（考案が解決しようとする問題点）
しかるに、上記従来のものでは、ランキンサイ
クルの構成機器として、排熱回収用の蒸発器、流
体モータ、凝縮器、膨張機構及び流体ポンプの多
数の機器を要する関係上、これら機器を車両の狭
いエンジンルーム内に収容するのは困難であると
いう憾みがある。特に、昨今の如く排気還流装置
や空調装置を装備したものでは、上記機器の収容
スペースが大きく制限され、排熱回収システムの
採用が困難である。(Problems to be Solved by the Invention) However, the conventional system described above requires a large number of components of the Rankine cycle, including an evaporator for exhaust heat recovery, a fluid motor, a condenser, an expansion mechanism, and a fluid pump. Unfortunately, it is difficult to accommodate these devices in the narrow engine compartment of a vehicle. In particular, in the case of equipment equipped with an exhaust gas recirculation device or an air conditioner as in recent years, the space for accommodating the above equipment is greatly limited, making it difficult to employ an exhaust heat recovery system.
本考案は斯かる点に鑑みてなされたものであ
り、特に上記ランキンサイクルの構成機器が車載
クーラの構成機器と共通する機能である点に着目
し、その目的は、排熱回収に際し、車載クーラの
構成機器の一部を利用して、ランキンサイクルを
構成するようにすることにより、可及的に少ない
機器でもつて排熱回収を行い、よつて該各機器を
比較的容易にエンジンルームに収容して、排熱回
収システムの採用を容易にすることにある。 The present invention was developed in view of the above, and focuses particularly on the fact that the components of the Rankine cycle have functions common to the components of an on-board cooler. By configuring a Rankine cycle using some of the components of the engine, exhaust heat can be recovered using as few devices as possible, and each device can be accommodated in the engine room relatively easily. The aim is to facilitate the adoption of waste heat recovery systems.
（問題点を解決するための手段）
上記目的を達成するため、本考案の解決手段
は、車載クーラを備えたエンジン、つまり第１図
に示すように、エンジンの出力軸１ａに連結され
る圧縮機４と、該圧縮機４の冷媒を凝縮する凝縮
器５と、該凝縮器５で凝縮された冷媒を膨張させ
る膨張機構６と、車室に配置され、上記膨張機構
６の冷媒を蒸発させて車室内を冷却する蒸発器７
とを閉回路１０に形成してなる車載クーラ２を備
えたエンジンに対する排熱回収装置を前提とす
る。そして、上記閉回路１０の凝縮器５と膨張機
構６との間で第１切換弁１８を配置すると共に、
上記閉回路１０の圧縮機４と蒸発器７との間に第
２切換弁１９を配置し、さらに該両切換弁１８，
１９を、排熱回収用の流体ポンプ１７と、排熱回
収用の蒸発器１６とを直列に接続した冷媒配管２
０により互いに連結し、且つ上記第１及び第２切
換弁１８，１９を、上記車載クーラ２の作動時に
は上記閉回路１０を形成するよう切換える一方、
車載クーラの非作動時には、上記凝縮器５の冷媒
を流体ポンプ１７に流し、上記排熱回収用の蒸発
器１６の冷媒を蒸気圧縮機４に流すよう切換える
構成としたものである。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is an engine equipped with an on-vehicle cooler, that is, as shown in FIG. a condenser 5 that condenses the refrigerant of the compressor 4; an expansion mechanism 6 that expands the refrigerant condensed in the condenser 5; Evaporator 7 that cools the interior of the vehicle
The present invention is based on an exhaust heat recovery device for an engine equipped with an on-vehicle cooler 2 formed in a closed circuit 10. A first switching valve 18 is disposed between the condenser 5 and the expansion mechanism 6 of the closed circuit 10, and
A second switching valve 19 is disposed between the compressor 4 and the evaporator 7 of the closed circuit 10, and both switching valves 18,
19 is a refrigerant pipe 2 in which a fluid pump 17 for exhaust heat recovery and an evaporator 16 for exhaust heat recovery are connected in series.
0, and the first and second switching valves 18 and 19 are switched to form the closed circuit 10 when the vehicle-mounted cooler 2 is operated,
When the on-vehicle cooler is not operating, the refrigerant in the condenser 5 is switched to flow to the fluid pump 17, and the refrigerant in the evaporator 16 for exhaust heat recovery is switched to flow to the vapor compressor 4.
（作用）
以上の構成により、本考案では、車載クーラ２
の作動時には、第１及び第２の切換弁１８，１９
が車室内冷却用の閉回路１０を形成するよう切換
つて、圧縮機４からの冷媒が順次凝縮器５、膨張
機構６及び蒸発器７を経て再び圧縮機４に戻るこ
とを繰返すので、上記車室内の蒸発器７で車室内
の空気から吸熱した熱量が上記凝縮器５で外気に
放熱されるのが繰返されて、車室内が良好に冷却
される。(Function) With the above configuration, in the present invention, the in-vehicle cooler 2
When operating, the first and second switching valves 18, 19
is switched to form a closed circuit 10 for cooling the vehicle interior, and the refrigerant from the compressor 4 is repeatedly returned to the compressor 4 through the condenser 5, the expansion mechanism 6, and the evaporator 7 in order. The amount of heat absorbed from the air in the vehicle interior by the indoor evaporator 7 is repeatedly radiated to the outside air by the condenser 5, thereby effectively cooling the vehicle interior.
一方、車載クーラの非作動時には、上記第１及
び第２切換弁１８，１９が切換つて、上記膨張機
構６及び蒸発器７には冷媒は流通せず、冷媒は、
流体ポンプ１７から圧送された後、順次排熱回収
用の蒸発器１６から、上記圧縮機４及び凝縮器５
を経て再び流体ポンプ１７に戻ることを繰返すの
で、排熱回収用の蒸発器１６でエンジン排熱が吸
熱回収された後、該エンジン排熱が圧縮機４に流
入して、該エンジン排熱により該圧縮機４が逆に
モータとして作用して、エンジン出力軸１ａの回
転駆動が補助され、その排熱の有効利用が図られ
る。 On the other hand, when the on-vehicle cooler is not operating, the first and second switching valves 18 and 19 are switched so that no refrigerant flows through the expansion mechanism 6 and evaporator 7, and the refrigerant is
After the fluid is pumped from the pump 17, it is sequentially transferred from the evaporator 16 for exhaust heat recovery to the compressor 4 and condenser 5.
After the engine exhaust heat is absorbed and recovered by the evaporator 16 for exhaust heat recovery, the engine exhaust heat flows into the compressor 4, and the engine exhaust heat The compressor 4 functions conversely as a motor to assist in driving the rotation of the engine output shaft 1a, thereby making effective use of the exhaust heat.
その場合、エンジンの排熱回収時には、車載ク
ーラ２の圧縮機４及び凝縮器５が利用されてい
て、排熱回収専用の機器としては流体ポンプ１７
及び排熱回収用の蒸発器１６のみであるので、そ
の分、排熱回収用機器が少なくなつて、車両の狭
いエンジンルーム内にも該各機器を比較的容易に
収容することができ、排熱回収システムの採用が
容易になる。 In that case, the compressor 4 and condenser 5 of the on-vehicle cooler 2 are used to recover exhaust heat from the engine, and the fluid pump 17 is used as equipment exclusively for exhaust heat recovery.
Since only the evaporator 16 and the evaporator 16 for exhaust heat recovery are used, the number of exhaust heat recovery devices is reduced, and each device can be relatively easily accommodated in the narrow engine room of the vehicle. Easier to adopt heat recovery system.
（実施例）
以下、本考案の実施例を第２図以下の図面に基
いて説明する。(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.
第２図は本考案に係るエンジンの排熱回収装置
の全体構成を示し、１はエンジン、２は該エンジ
ンに装備された車載クーラであつて、該車載クー
ラ２は、エンジン１の出力軸１ａにベルト３で駆
動可能に連結された圧縮機４と、エンジンルーム
内に配置された凝縮器５と、膨張機構６と、車室
内に配置される蒸発器７とを備え、上記凝縮器５
は、冷媒の熱量をエンジンルーム内の空気（外
気）に放熱して該冷媒を凝縮する作用を行うもの
であり、上記膨張機構６は、冷媒を膨張させる機
能を有し、上記蒸発器７は、その近傍に送風機８
を有し、該送風機８で吸込まれた車室内の空気の
有する熱量を冷媒に与えて該冷媒を蒸発させると
同時に該車室内の空気を冷して、この冷風を送風
機８から車室内に吹出させるよう機能するもので
ある。そして、上記４台の機器４〜７は、各々冷
媒配管９により冷媒の循環可能に接続されて車室
内冷却用の閉回路１０が形成されていて、圧縮機
４から冷媒を順次凝縮器５、膨張機構６及び蒸発
器７を経て再び圧縮機４に戻して循環させるよう
に構成されている。尚、上記車室内冷却用の閉回
路１０には、凝縮器５と膨張機構６との間に受液
器１１が介設されている。 FIG. 2 shows the overall configuration of the exhaust heat recovery device for an engine according to the present invention, where 1 is an engine, and 2 is an on-vehicle cooler installed in the engine. The condenser 5 is equipped with a compressor 4 drivably connected by a belt 3 to a compressor 4, a condenser 5 disposed in the engine room, an expansion mechanism 6, and an evaporator 7 disposed in the vehicle interior.
radiates the heat of the refrigerant to the air (outside air) in the engine room to condense the refrigerant, the expansion mechanism 6 has the function of expanding the refrigerant, and the evaporator 7 has the function of expanding the refrigerant. , there is a blower 8 near it.
The heat amount of the air in the vehicle interior sucked by the blower 8 is given to the refrigerant to evaporate the refrigerant, simultaneously cooling the air in the vehicle interior, and blowing this cold air from the fan 8 into the vehicle interior. It functions to make The four devices 4 to 7 are connected through refrigerant pipes 9 to allow refrigerant circulation, thereby forming a closed circuit 10 for cooling the vehicle interior. It is configured so that it is returned to the compressor 4 again through the expansion mechanism 6 and the evaporator 7 for circulation. A liquid receiver 11 is interposed between the condenser 5 and the expansion mechanism 6 in the closed circuit 10 for cooling the vehicle interior.
また、上記エンジン１には、その排気管１５に
添設されてエンジン排熱を吸熱して冷媒を蒸発さ
せる排熱回収用の蒸発器１６が設けられていると
ともに、該排熱回収用の蒸発器１６には、該蒸発
器１６に対して冷媒を圧送する排熱回収用の流体
ポンプ１７が接続されている。 The engine 1 is also provided with an evaporator 16 attached to the exhaust pipe 15 for exhaust heat recovery that absorbs engine exhaust heat and evaporates the refrigerant. A fluid pump 17 for exhaust heat recovery that pumps refrigerant to the evaporator 16 is connected to the vessel 16 .
そして、上記室内冷却用の閉回路１０には、凝
縮器５と膨張機構６との間の冷媒配管９に三方弁
よりなる第１切換弁１８が配置されているととも
に、蒸発器７と圧縮機４との間の冷媒配管９に
は、同様に三方弁よりなる第２切換弁１９が配置
されていて、該切換弁１８，１９は、互いに上記
排熱回収用の蒸発器１６と流体ポンプ１７とを直
列に接続した冷媒配管２０により冷媒の流通可能
に接続されている。而して、上記第１切換弁１８
は、車載クーラ２の作動時には、凝縮器５からの
冷媒を膨張機構６に流し、第２切換弁１９は蒸発
器７からの冷媒を圧縮機４に流すように切換わつ
て、車室内冷却用の閉回路１０を形成するように
切換わる一方、車載クーラ２の非作動時には、第
１切換弁１８は、蒸発器７への冷媒配管９との連
通を断つて凝縮器５からの冷媒を上記流体ポンプ
１７に流し、第２切換弁１８は、蒸発器７からの
冷媒配管９との連通を断つて排熱回収用の蒸発器
１６からの冷媒を圧縮機４に流通させるように切
換わるものである。 In the indoor cooling closed circuit 10, a first switching valve 18 consisting of a three-way valve is disposed in the refrigerant pipe 9 between the condenser 5 and the expansion mechanism 6, and a first switching valve 18 is disposed between the evaporator 7 and the compressor. A second switching valve 19, which is also a three-way valve, is disposed in the refrigerant pipe 9 between the evaporator 16 and the fluid pump 17 for exhaust heat recovery. The refrigerant pipes 20 are connected in series so that the refrigerant can flow therethrough. Therefore, the first switching valve 18
When the on-vehicle cooler 2 is in operation, the refrigerant from the condenser 5 flows to the expansion mechanism 6, and the second switching valve 19 switches so that the refrigerant from the evaporator 7 flows to the compressor 4, thereby cooling the vehicle interior. On the other hand, when the on-vehicle cooler 2 is not operating, the first switching valve 18 cuts off the communication with the refrigerant pipe 9 to the evaporator 7 and diverts the refrigerant from the condenser 5 to the above. The second switching valve 18 switches to cut off communication with the refrigerant pipe 9 from the evaporator 7 and allow the refrigerant from the evaporator 16 for exhaust heat recovery to flow to the compressor 4. It is.
尚、上記圧縮機４は、第３図に示すように、エ
ンジン出力軸１ａに連結されたロータ４ａと、該
ロータ４ａの外周に出没自在に設けた複数個（第
３図では４個）のベーン４ｂ，４ｂ…により容積
可変に形成される冷媒室４ｃ，４ｃ…とを備え、
車載クーラ２の作動時には、エンジン出力軸１ａ
によりロータ４ａを回転駆動して、各冷媒室４ｃ
内の冷媒を圧縮吐出する一方、車載クーラ２の非
作動時には、排熱回収用の蒸発器１６からの冷媒
が各冷媒室４ｃ内に流入して、上記ロータ４ａを
逆に回転駆動することにより、エンジン出力軸１
ａの回転駆動を補助するよう、圧縮機としての機
能と流体モータとしての機能とを併用するもので
構成されている。 As shown in FIG. 3, the compressor 4 includes a rotor 4a connected to the engine output shaft 1a, and a plurality of rotors (four in FIG. 3) provided on the outer periphery of the rotor 4a so as to be retractable. It includes refrigerant chambers 4c, 4c... whose volume is variable by vanes 4b, 4b...
When the on-vehicle cooler 2 is in operation, the engine output shaft 1a
The rotor 4a is rotationally driven to rotate each refrigerant chamber 4c.
While the on-vehicle cooler 2 is inactive, the refrigerant from the evaporator 16 for exhaust heat recovery flows into each refrigerant chamber 4c and rotates the rotor 4a in the opposite direction. , engine output shaft 1
In order to assist in the rotational drive of the motor (a), it is configured to function as both a compressor and a fluid motor.
したがつて、上記実施例においては、車載クー
ラ２の作動時には、第１及び第２の切換弁１８，
１９が切換つて、車室内冷却用の閉回路１０が形
成されて、圧縮機４からの冷媒が順次凝縮器５、
膨張機構６及び蒸発器７を経て再び圧縮機４に戻
るのが繰返されるので、例えば第４図イに示す如
く、凝縮器５で凝縮されて液化した冷媒（図中
で示す）は、膨張機構６を経て断熱膨張して圧力
と温度とが下がり、霧状（図中で示す）になつ
て車室内の蒸発器７に流入する。その後、該蒸発
器７で室内空気から熱量q1を吸熱して室内空気を
冷却して（空気冷房して）気化し、等温膨張して
過熱蒸気（図中で示す）となり、圧縮機４に流
入する。そして、圧縮機４は、エンジン出力軸１
ａからの動力により熱量AL1の仕事を行つて冷媒
を断熱圧縮して、高温高圧のガス状態（図中で
示す）にし、この冷媒ガスが凝縮器５に流入して
冷却されて、外気に熱量q2を放熱して、初期状態
に戻る冷凍サイクルを繰返す。 Therefore, in the above embodiment, when the vehicle-mounted cooler 2 is operated, the first and second switching valves 18,
19 is switched to form a closed circuit 10 for cooling the vehicle interior, and the refrigerant from the compressor 4 is sequentially transferred to the condenser 5,
Since the refrigerant is repeatedly returned to the compressor 4 via the expansion mechanism 6 and the evaporator 7, as shown in FIG. 6, it expands adiabatically, lowers its pressure and temperature, becomes a mist (as shown in the figure), and flows into the evaporator 7 in the vehicle interior. After that, the evaporator 7 absorbs heat amount q 1 from the indoor air, cools the indoor air, vaporizes it, expands isothermally, becomes superheated steam (shown in the figure), and supplies it to the compressor 4. Inflow. The compressor 4 is connected to the engine output shaft 1
The power from a performs work with a calorific value of AL 1 and adiabatically compresses the refrigerant into a high-temperature, high-pressure gas state (as shown in the figure), and this refrigerant gas flows into the condenser 5 where it is cooled and released into the outside air. The refrigeration cycle is repeated by dissipating the amount of heat q 2 and returning to the initial state.
一方、上記車載クーラ２の非作動時には、第１
及び第２切換弁１８，１９が切換つて、膨張機構
６及び蒸発器７への冷媒の流通が阻止され、冷媒
は今度は、流体ポンプ１７から排熱回収用の蒸発
器１６を経て圧縮機４に流入した後、室内冷却用
の凝縮器５から再び流体ポンプ１７に循環するの
が繰返される。このことにより、冷媒の熱量の吸
熱及び放熱作用は、第４図ロに示す如く、室内冷
却用の凝縮器５からの液冷媒（図中Ａで示す）は
流体ポンプ１７に流入し、該流体ポンプ１７で熱
量AL3の仕事分だけ断熱圧縮され、加圧された状
態（図中Ｂで示す）で排熱回収用の蒸発器１６に
流入し、その後、該蒸発器１６でエンジン１から
熱量Q1の熱量を奪つて排熱回収し、等圧加熱さ
れて（図中Ｃで示す）高圧高温の過熱蒸気にな
る。そして、この過熱蒸気が圧縮機４に流入し
て、該圧縮機４で熱量AL2の仕事量をエンジン出
力軸１ａに与えて、該エンジン出力軸１ａの回転
駆動を補助して燃費性の向上が図られ、エンジン
排熱の有効利用が図られる。その後、該圧縮機４
の冷媒は上記仕事に伴い断熱膨張して（図中Ｄで
示す）湿り蒸気の状態になつた後、凝縮器５で外
気に熱量Q2の熱量を放熱し、冷却されて図中Ａ
の飽和液の状態に戻るランキンサイクルを繰返
す。その場合、エンジン排熱の回収時には、室内
冷却用の圧縮機４及び凝縮器５が利用されてい
て、排熱回収用の機器としては、別途に蒸発器１
６及び流体ポンプ１７のみが使用されているの
で、可及的に少ない機器でもつて排熱回収を行つ
て、該各機器１６，１７を狭いエンジンルーム内
にも比較的容易に収容することができ、排熱回収
システムを容易に採用することができる。 On the other hand, when the vehicle-mounted cooler 2 is not operating, the first
Then, the second switching valves 18 and 19 are switched to prevent the refrigerant from flowing to the expansion mechanism 6 and the evaporator 7, and the refrigerant is then passed from the fluid pump 17 to the evaporator 16 for exhaust heat recovery to the compressor 4. After flowing into the fluid pump 17, the fluid is repeatedly circulated from the indoor cooling condenser 5 to the fluid pump 17. As a result, as shown in FIG. 4B, the liquid refrigerant (indicated by A in the figure) from the condenser 5 for indoor cooling flows into the fluid pump 17, and the It is adiabatically compressed by the pump 17 by the work of the heat AL 3 and flows into the evaporator 16 for exhaust heat recovery in a pressurized state (indicated by B in the figure). The amount of heat from Q 1 is removed and the waste heat is recovered, and it is heated isobarically (indicated by C in the diagram) to become high-pressure, high-temperature superheated steam. Then, this superheated steam flows into the compressor 4, and the compressor 4 applies a work amount of heat AL 2 to the engine output shaft 1a to assist the rotational drive of the engine output shaft 1a, thereby improving fuel efficiency. This allows for effective use of engine exhaust heat. After that, the compressor 4
The refrigerant expands adiabatically due to the above work and becomes a wet vapor state (indicated by D in the figure), then radiates a heat amount of Q 2 to the outside air in the condenser 5, and is cooled to A in the figure.
Repeat the Rankine cycle to return to the saturated liquid state. In that case, when recovering engine exhaust heat, a compressor 4 and a condenser 5 for indoor cooling are used, and a separate evaporator 1 is used as equipment for exhaust heat recovery.
6 and the fluid pump 17, exhaust heat can be recovered using as few devices as possible, and each of the devices 16 and 17 can be accommodated relatively easily even in a narrow engine room. , an exhaust heat recovery system can be easily adopted.
（考案の効果）
以上説明したように、本考案のエンジンの排熱
回収装置によれば、既存の車載クーラの一部の機
器を利用して、エンジン排熱を回収するようにし
たので、可及的に少ない機器でもつて排熱回収作
用を行つて、該各構成機器を比較的容易にエンジ
ンルーム内に収容でき、排熱回収システムの採用
を容易にすることができる。(Effects of the invention) As explained above, according to the engine exhaust heat recovery device of the present invention, part of the equipment of the existing on-vehicle cooler is used to recover engine exhaust heat. The exhaust heat recovery function can be performed with as few devices as possible, and each of the component devices can be accommodated in the engine room relatively easily, making it easy to adopt the exhaust heat recovery system.
第１図は本考案の構成を示すブロツク図であ
る。第２図ないし第４図は本考案の実施例を示
し、第２図は全体概略構成図、第３図は圧縮機の
具体的構成を示す図、第４図イ及びロは各々室内
冷却時の冷凍サイクル及び排熱回収時のランキン
サイクルを示す図である。
１……エンジン、１ａ……エンジン出力軸、２
……車載クーラ、４……圧縮機、５……凝縮器、
６……膨張機構、７……蒸発器、１０……閉回
路、１５……排気管、１６……排熱回収用蒸発
器、１７……流体ポンプ、１８……第１切換弁、
１９……第２切換弁、２０……冷媒配管。
FIG. 1 is a block diagram showing the configuration of the present invention. Figures 2 to 4 show an embodiment of the present invention, Figure 2 is a general schematic diagram, Figure 3 is a diagram showing the specific configuration of the compressor, Figure 4 A and B are for indoor cooling, respectively. FIG. 2 is a diagram showing a refrigeration cycle and a Rankine cycle during exhaust heat recovery. 1... Engine, 1a... Engine output shaft, 2
... Vehicle cooler, 4 ... Compressor, 5 ... Condenser,
6... Expansion mechanism, 7... Evaporator, 10... Closed circuit, 15... Exhaust pipe, 16... Evaporator for exhaust heat recovery, 17... Fluid pump, 18... First switching valve,
19...Second switching valve, 20...Refrigerant piping.
Claims (1)
縮機の冷媒ガスを凝縮する凝縮器と、該凝縮器で
凝縮された冷媒を膨張させる膨張機構と、車室に
配置され、上記膨張機構の冷媒を蒸発させて車室
内を冷却する蒸発器とを閉回路に形成してなる車
載クーラを備えるとともに、上記閉回路の凝縮器
と膨張機構との間には第１切換弁が配置され、上
記閉回路の圧縮機と蒸発器との間には第２切換弁
が配置され、該両切換弁は、排熱回収用の流体ポ
ンプと、排熱回収用の蒸発器とを直列に接続した
冷媒配管により互いに連結されていて、上記第１
及び第２切換弁は、上記車載クーラの作動時には
上記閉回路を形成するよう切換わる一方、車載ク
ーラの非作動時には、上記凝縮器の冷媒を流体ポ
ンプに流し、上記排熱回収用の蒸発器の冷媒を圧
縮機に流すよう切換わるものであることを特徴と
するエンジンの排熱回収装置。 a compressor connected to the output shaft of the engine; a condenser that condenses refrigerant gas in the compressor; an expansion mechanism that expands the refrigerant condensed in the condenser; An on-vehicle cooler is provided in which an evaporator that evaporates refrigerant to cool the interior of the vehicle is formed in a closed circuit, and a first switching valve is disposed between the condenser and the expansion mechanism in the closed circuit, A second switching valve is disposed between the compressor and the evaporator of the closed circuit, and both switching valves are configured to connect a refrigerant fluid pump for exhaust heat recovery and an evaporator for exhaust heat recovery in series. They are connected to each other by piping, and the first
The second switching valve switches to form the closed circuit when the on-vehicle cooler is in operation, while flowing the refrigerant in the condenser to the fluid pump when the on-vehicle cooler is not in operation. An exhaust heat recovery device for an engine, characterized in that the device switches so that refrigerant flows through a compressor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986187147U JPH0521618Y2 (en) | 1986-12-04 | 1986-12-04 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986187147U JPH0521618Y2 (en) | 1986-12-04 | 1986-12-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6392021U JPS6392021U (en) | 1988-06-14 |
| JPH0521618Y2 true JPH0521618Y2 (en) | 1993-06-03 |
Family
ID=31137355
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1986187147U Expired - Lifetime JPH0521618Y2 (en) | 1986-12-04 | 1986-12-04 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0521618Y2 (en) |
-
1986
- 1986-12-04 JP JP1986187147U patent/JPH0521618Y2/ja not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6392021U (en) | 1988-06-14 |
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