JPS60256513A - Separate cooling device for engine - Google Patents

Abstract

PURPOSE:To enlarge the limit of knocking to aim at enhancing engine torque, by cooling cooling water in an auxiliary cooling line system with the use of an auxiliary cooling medium passage when the opening degree of a throttle exceeds a predetermined value upon operation of an air-conditioning system to locally cool the end gas zone of a combustion chamber. CONSTITUTION:When the temperature of a passenger's compartment reaches a predetermined value so that a temperature switch 25 engages an electromagnetic clutch 27, a compressor 13 is driven by an engine body 1 through a belt 12 to establish an air-conditioning operation. In this time stage when the opening degree of a throttle exceeds a predetermined value and therefore a throttle switch 24 is turned on, a relay 29 is turned on to open a solenoid valve 19. Accordingly, a part of cooling medium in a main cooling medium system 18 is branched into an auxiliary cooling medium passage 23, then is introduced into an evaporator 22 to be evaporated after pressure reduction by an expansion valve 20, and is thereafter merged into the main cooling medium at the inlet port of the compressor 13. At this time, since cooling water in a cooling water tank 7 flows into a separate cooling water passage 10, the end gas zone of a combustion chamber may be concentratedly cooled.

Description

[Detailed description of the invention]

INDUSTRIAL APPLICATION FIELD 1 The present invention relates to an engine separation cooling device for a vehicle equipped with an air conditioner and a knock sensor, and more particularly to a system for improving engine torque by expanding the knock limit when using an air conditioner. [The back of invention J! ] In recent years, some vehicle engines have been equipped with turbochargers to improve output, and in order to avoid engine damage due to knocking, these turbocharged engines use knock sensors to adjust the ignition timing. A control unit for retard control is provided. Also,
As a means for suppressing the occurrence of knocking, it has been proposed, for example, as disclosed in Japanese Unexamined Patent Publication No. 57-56620', to cool the end gas zone, which is the source of knocking, in the combustion chamber. By the way, when using an air conditioner, the effective amount of engine torque decreases by the compressor load from low speed to high speed, and as a result, the throttle opening increases and the engine is operated more frequently at high load, resulting in the above-mentioned knocking. If the ignition timing is increased and the ignition timing is increased, the engine torque will further decrease. Therefore, when using such an air conditioner, it is desirable to increase the knocking limit by using means for suppressing the occurrence of knocking, such as the above-mentioned prior art, and to improve engine torque. From this, for example, as shown in Japanese Utility Model Application No. 54-171039, it is conceivable to separate the engine cooling system and locally cool the knocking source in the combustion chamber. If local cooling of the combustion chamber is performed regardless of the air conditioner, a relatively large torque difference will occur between the torque characteristics when the air conditioner is used and when the air conditioner is not used, making the user feel that the driving force is insufficient when the air conditioner is used, and the feeling Not good. Furthermore, since knocking tends to occur in a region where the throttle opening is large, there is no need for local cooling of the combustion chamber as described above at low throttle openings. Therefore, when locally cooling the knocking source in the combustion chamber,
It is desirable to take the above into consideration.

[Purpose of the invention]

In view of the control of a vehicle engine equipped with such an air conditioner 1-knock sensor, the present invention locally cools the combustion chamber when the throttle opening is above a predetermined throttle opening that is likely to cause knocking when the air conditioner is in use. The object of the present invention is to provide an engine separation cooling device which is capable of increasing engine torque, increasing engine torque, and compensating for a decrease in compressor load torque.

[Structure of the invention] For this purpose, the configuration of the present invention is limited to when the air conditioner is used, and focusing on the fact that at this time the air conditioner refrigerant circulates and acts to cool the interior of the vehicle. The air conditioner refrigerant system path is separated into a cooling water system path and a sub-cooling water optical path passing near the end gas zone of the combustion chamber, and the air conditioner refrigerant system path is also divided into a main refrigerant system path on the passenger compartment side and an auxiliary refrigerant system for cooling the sub-cooling water optical path. When the throttle opening is above a predetermined throttle opening when using an air conditioner, the sub-cooling water optical path is cooled by the sub-cooling water path, and the cooling water locally cools the end gas zone of the combustion chamber. That is. 【Example】

Hereinafter, one embodiment of the present invention will be specifically described based on the drawings. j゛In Figure 1, engine cooling water and air conditioner cooling 111
To explain the entire thread path of the medium, the mark @1 in the figure is the engine body, and the cooling water passage 2 inside the engine body 1 is connected to the servo [stand 3. A main cooling water system passage 6 is configured in communication with the radiator 4 and water pump 5. The discharge side of the water pump 5 is further supplied with dedicated cooling water #lF using refrigerant.
7. Separated cooling water passage 10. which passes in the vicinity of the end gas zone 9 of the combustion chamber 8 within the engine body 1 as shown in FIG. A sub-cooling water optical path 11 is formed by communicating with the radiator inlet side of the main cooling water system path 6. Further, a compressor 13 driven by the engine body 1 via a belt transmission means 12 is connected to a condenser 14 in front of the radiator 4 . Receiver 15. The expansion valve 16 communicates with the evaporator 11 in the vehicle interior to form a main refrigerant system path 18. Then, the main refrigerant line 18 branches from the inlet side of the expansion valve 1G to a solenoid valve 19 and an expansion valve 20. The evaporator 22.85 installed inside the cooling water tank 7 via the intermediate air tank 21 communicates with the inlet side of the compressor 13 of the main refrigerant system 18 to form a sub-refrigerant system 23. Furthermore, the throttle switch 24 is turned on when the throttle level is equal to or higher than a predetermined throttle level. It has a temperature switch 25 that turns on when the temperature inside the vehicle exceeds a predetermined value.A relay 26 that is activated by the temperature switch 25 connects the electromagnetic clutch 2 of the compressor
7 and the battery 28 side, and is connected to the solenoid valve 19 via a relay 29 operated by the relay 26 and the throttle switch 24. Next, we will explain the operation of the separated cooling iJ device configured in this way.4 When the engine is running, the main cooling water is
- Cooling water is circulated between the cooling water passage 2 of the engine body 1 and the radiator 4 by the tap pump 5 to cool the main parts of the engine body 1. Also, some of the main cooling water discharged from the water pump 5 is supplied to a cooling water tank 7. It flows through the cooling water passage 10 of the engine main body 1 and enters the radiator 4 (
′- Joins the main cooling water. Therefore, when the temperature inside the vehicle is 1 step below the specified level, the temperature switch 25 is turned off.
1), the relay 2G is also turned off, the electromagnetic clutch 27 is disconnected, and the engine 13 is stopped. Therefore, the air conditioner is not in use and the refrigerant is transferred to the main refrigerant line 18. The refrigerant no longer flows into either of the paths 23 and has no effect on the evaporator 22, so that the cooling water temperatures in the main cooling water system path 6 and the sub-cooling water system path 11 become equal. temperature switch 25 is reached.
When the electromagnetic clutch 21 is connected and the compressor 13 is driven by the engine body 1 via the belt transmission means 12, the air conditioner is in use. The main refrigerant compressed by the compressor 13 is cooled and liquefied by the cooling layer in the condenser 14, and after passing through the receiver 15, the pressure is rapidly reduced by the expansion valve 16, and then vaporized by the heated air in the evaporator 17 inside the vehicle. The refrigerant then reaches the compressor 13 again, and when the refrigerant is vaporized in the evaporator 17, the interior of the vehicle is cooled. Here, when using the above air conditioner, the throttle opening is /JX
When the throttle switch 24 is turned off, the relay 29 is also turned off and the solenoid valve 19 is closed due to de-energization, so that no refrigerant flows into the sub-refrigerant line 23 and the evaporator 22 has no effect. do not. Conventionally, in this case, as mentioned above, the temperature of the sub-cooling water is equal to that of the main cooling water, and no special cooling is performed. On the other hand, when the throttle opening exceeds the predetermined value. When the throttle switch 24 is turned on, the relay 29 is also turned on and the solenoid valve 19 is opened. Therefore, a part of the sub-refrigerant of the main refrigerant described below is branched to the sub-refrigerant line 23, and the expansion valve 20
After being depressurized, it enters the evaporator 22 where it is vaporized and flows together with the main refrigerant at the inlet of the compressor 13. Therefore, the cooling water in the cooling water tank 7 flows through the separate cooling water passage 10 of the engine body 1 as the refrigerant vaporizes in the Eva volley and the evening 22, thereby causing the end gas zone 9 of the combustion chamber 8 to flow.
The engine body 1 is particularly cooled compared to other parts of the engine body 1, and the occurrence of knocking is thus suppressed. As mentioned above, when the air conditioner is not in use, no measures are taken to suppress knocking, so the ignition timing is retard-controlled based on the knock sensor, and as a result, the torque characteristics do not reach the peak value as shown in curve a in Figure 3. It becomes something restrained. However, when using an air conditioner, measures have been taken to suppress knocking, and the knock limit has been expanded.
(]J9-"1'")/l> t, 1 ('a°゛, 1
1. As a result, in the practical rotation range, the torque is greatly increased as shown in curve lb in Figure 3, and the torque difference is much smaller than in the case described above. Effects of the Invention As is clear from the above embodiments, according to the present invention, in the engine of a vehicle equipped with an air conditioner and a knock sensor, high load operation that is likely to cause huffing when air is used is possible. In this case, cooling of the end gas zone of the combustion chamber suppresses the occurrence of knocking and expands the knock limit.
Engine torque is improved, and the decrease in torque due to compressor load is compensated for, resulting in improved engine performance and fuel efficiency. : [Since a part of the air conditioner refrigerant is used for cooling, it is easy to time the operation and the cooling effect is large. In this case, since the cooling water is indirectly cooled through the intermediate air tank, the temperature of the refrigerant never exceeds one point. Since there is little difference in torque in the practical rotation range when the air conditioner is used and when it is not used, the user does not feel any discomfort and has a better feeling.

[Brief explanation of drawings]

FIG. 1 is an overall circuit diagram showing one embodiment of the device according to the present invention, FIG. 2 is a sectional view showing the locations of some of the circuits, and FIG. 3 is a torque characteristic diagram. 1...Engine body, 4...Radiator, 6...
Main cooling water system path, 7... Cooling water tank, 9... End gas zone, 10... Separated cooling water passage, 11... Sub-cooling water optical path, 18... Main refrigerant system path, 19... - Solenoid valve, 23... Sub-refrigerant system path, 24... Throttle switch, 25... Humidity switch, 2B. 2θ...Relay, 27...Electromagnetic clutch. Patent applicant: Fuji Heavy Industries Co., Ltd. Agent: Patent attorney: Makoto Komaki, Ukiyo Patent attorney: Susumu Murai

Claims (1)

[Claims] It has a main cooling water including a radiator, a sub-cooling water optical path branching from the optical path and passing near the combustion chamber end gas zone, and a sub-cooling water path branching from the main refrigerant path for the air conditioner on the passenger compartment side,
When the throttle opening is greater than the specified throttle opening when using the air conditioner,
A separate cooling device for an engine, characterized in that the cooling water in the sub-cooling water optical path is cooled by the sub-coolant system path to locally cool an end gas zone of a combustion chamber. −