JPS62271922A - Exhaust heat recovery device for internal combustion engine - Google Patents
Exhaust heat recovery device for internal combustion engineInfo
- Publication number
- JPS62271922A JPS62271922A JP61116847A JP11684786A JPS62271922A JP S62271922 A JPS62271922 A JP S62271922A JP 61116847 A JP61116847 A JP 61116847A JP 11684786 A JP11684786 A JP 11684786A JP S62271922 A JPS62271922 A JP S62271922A
- Authority
- JP
- Japan
- Prior art keywords
- pipe
- heat
- heat medium
- internal combustion
- combustion engine
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 28
- 238000011084 recovery Methods 0.000 title description 4
- 238000001816 cooling Methods 0.000 claims abstract description 8
- 238000004891 communication Methods 0.000 claims description 6
- 239000003507 refrigerant Substances 0.000 claims description 6
- 238000001514 detection method Methods 0.000 claims description 3
- 230000000903 blocking effect Effects 0.000 claims 1
- 239000000498 cooling water Substances 0.000 abstract description 21
- 238000010438 heat treatment Methods 0.000 abstract description 11
- 239000002826 coolant Substances 0.000 abstract description 4
- 238000001704 evaporation Methods 0.000 abstract 1
- 230000002528 anti-freeze Effects 0.000 description 27
- 239000007789 gas Substances 0.000 description 24
- 239000003990 capacitor Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000013021 overheating Methods 0.000 description 3
- 230000007797 corrosion Effects 0.000 description 2
- 238000005260 corrosion Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000007710 freezing Methods 0.000 description 1
- 230000008014 freezing Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000005855 radiation Effects 0.000 description 1
- 230000008016 vaporization Effects 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
Abstract
Description
【発明の詳細な説明】
３、発明の詳細な説明
〔産業上の利用分野〕
本発明は、車両等の内燃機関から排出される排気ガスの
排気熱を回収してエンジン冷却水を加熱維持する内燃機
関の排気熱回収装置に関するものである。[Detailed Description of the Invention] 3. Detailed Description of the Invention [Field of Industrial Application] The present invention recovers exhaust heat from exhaust gas discharged from an internal combustion engine of a vehicle, etc. to maintain engine cooling water heated. This invention relates to an exhaust heat recovery device for an internal combustion engine.
車両等におけるエンジンの冷却水温度は、燃費及び暖房
性能の面から見て８０℃〜９０°Ｃぐらいの時が最も良
く、エンジン始動後はエンジン冷却水をすみやかに上昇
させ、その温度を維持する必要がある。The temperature of the engine cooling water in vehicles, etc. is best when it is around 80°C to 90°C in terms of fuel efficiency and heating performance, and after starting the engine, the engine cooling water should be raised quickly and maintained at that temperature. There is a need.
ところで、エンジン冷却水を加熱する方法としては、内
燃機関から排出される排気ガスの排気熱を利用するのが
有効である。By the way, as a method of heating engine cooling water, it is effective to utilize exhaust heat of exhaust gas discharged from an internal combustion engine.
次に、第５図を用いて、排気ガスによりエンジン冷却水
を加熱する従来の構造のものを説明する。Next, a conventional structure in which engine cooling water is heated by exhaust gas will be explained using FIG.
第５図に示す構造のものは、排気ガスにより直接エンジ
ン冷却水を加熱する方式のものである。The structure shown in FIG. 5 is of a type in which engine cooling water is directly heated by exhaust gas.
第５図において、排気管１９には環状の熱交換器１６が
装着されており、熱交換器１６内には、排気管１９内の
排気ガスが通過する排気通路１７と、エンジン冷却水が
通過する冷却水通路１８とが形成されており、冷却水通
路１８は排気通路１７を外周より覆うように配設されて
いる。従って、内！ｌＡ機関から排出される高温の排気
ガスは、排気管１９を介して排気通路１７を通過すると
ともに冷却水通路１８内のエンジン冷却水を加熱してマ
フラー２１内に流入する。In FIG. 5, an annular heat exchanger 16 is attached to the exhaust pipe 19. Inside the heat exchanger 16, there is an exhaust passage 17 through which exhaust gas in the exhaust pipe 19 passes, and an exhaust passage 17 through which engine cooling water passes. A cooling water passage 18 is formed, and the cooling water passage 18 is arranged so as to cover the exhaust passage 17 from the outer periphery. Therefore, inside! High-temperature exhaust gas discharged from the IA engine passes through the exhaust passage 17 via the exhaust pipe 19, heats the engine cooling water in the cooling water passage 18, and flows into the muffler 21.
しかしながら、この構造のものでは、高回転高負荷時に
おいて排気ガスが熱交換器１６内の排気通路１７を通過
すると内燃機関の出力が低下してしまうので、高回転高
負荷時には排気ガスが排気通路１７を通過しないように
排気管１つに流路の切換えを行なう切換弁を設ける必要
があった。However, with this structure, when exhaust gas passes through the exhaust passage 17 in the heat exchanger 16 at high speeds and high loads, the output of the internal combustion engine decreases. It was necessary to provide a switching valve for switching the flow path in one exhaust pipe so that the exhaust pipe did not pass through the exhaust pipe 17.
また、夏季高負荷運転時にはオーバーヒートを防止する
ためにラジェータの容量を大きくする必要があった。更
に、熱的・ガス成分的に条件の厳しい場合には、熱交換
器１６が排気ガスにより高温腐食及び低温腐食して破損
してしまい、車両の走行が不能になってしまうという問
題点があった。Additionally, during high-load operation in summer, it was necessary to increase the capacity of the radiator to prevent overheating. Furthermore, when the thermal and gas composition conditions are severe, the heat exchanger 16 is damaged by high-temperature corrosion and low-temperature corrosion due to the exhaust gas, making it impossible for the vehicle to run. Ta.
また、上記方式以外にループ式のヒートパイプにより熱
媒体を介してエンジン冷却水を加熱する方法も検討され
ているが、低温時には熱媒体が凍結してしまい、作動が
遅れたり、ヒートパイプが損傷したりする恐れがあり、
またループ式であるのでヒートパイプ内に不活性ガスが
発生するとヒートパイプは能力を失ってしまうという問
題があり実用化されていない。In addition to the above method, a method of heating engine cooling water via a heat medium using a loop heat pipe is also being considered, but at low temperatures the heat medium freezes, resulting in delayed operation and damage to the heat pipe. There is a risk that
Furthermore, since it is a loop type heat pipe, there is a problem that if inert gas is generated within the heat pipe, the heat pipe loses its performance, so it has not been put into practical use.
本発明は以上のような問題点に鑑みてなされるもので、
内燃機関と独立して作動して高回転高負荷時にも充分対
応できる排気熱回収装置を提供することを目的としてい
る。The present invention has been made in view of the above problems.
It is an object of the present invention to provide an exhaust heat recovery device that operates independently of an internal combustion engine and can sufficiently cope with high rotation and high load conditions.
前記問題点を解決するために本発明は次の様な構成とし
た。In order to solve the above problems, the present invention has the following configuration.
すなわち、本発明は内燃機関を冷却する冷却用冷媒を内
燃機関から排出される排気ガスの排気熱により加熱維持
する内燃機関において、この内燃機関の冷却用冷媒を加
熱する熱媒体を貯蔵する熱媒体タンクと、この熱媒体タ
ンクに一端が連通ずる導入管と、この導入管の他端が連
通して熱媒体タンクの熱媒体が導入されるとともに、内
燃機関の排気管に装着されて排気熱により熱媒体を気化
させる蒸発器と、熱媒体タンクと蒸発器との連通・遮断
を行なう第１切換手段と、内燃機関の冷却用冷媒の循環
経路内において設けられ、気化状態にある熱媒体を凝縮
させるとともにその際発生する熱により冷却用冷媒を加
熱する凝縮器と、蒸発器に一端が連通して蒸発器におい
て気化した熱媒体を導出するとともに、凝縮器が外周よ
り覆うように装着されてこの凝縮器によって凝縮した熱
媒体を前記蒸発器に導入する導管と、この導管内の圧力
を検知する圧力検知手段と、熱媒体タンクに一端が連通
し、蒸発器において気化した熱媒体を熱媒体タンクに導
出する導出管と、この導出管の連通・手段を行なう第２
切換手段とから構成される。また、圧力検知手段により
検知される導管内の圧力が正圧の場合には第２切換手段
により導出管が連通し、負圧の場合には第１切換手段に
より導入管が連通ずる。That is, the present invention provides a heat medium that stores a heat medium that heats the cooling refrigerant of the internal combustion engine in an internal combustion engine in which a cooling refrigerant that cools the internal combustion engine is heated and maintained by exhaust heat of exhaust gas discharged from the internal combustion engine. A tank, an introduction pipe whose one end communicates with the heat medium tank, and the other end of this introduction pipe communicate with each other to introduce the heat medium from the heat medium tank, and which are attached to the exhaust pipe of the internal combustion engine so that exhaust heat is transferred to the tank. an evaporator for vaporizing the heat medium; a first switching means for communicating/cutting off the heat medium tank and the evaporator; and an evaporator for condensing the heat medium in a vaporized state. A condenser that heats the cooling refrigerant using the heat generated at that time, and one end that communicates with the evaporator to draw out the heat medium vaporized in the evaporator. A conduit for introducing the heat medium condensed by the condenser into the evaporator, a pressure detection means for detecting the pressure inside the conduit, and one end communicating with the heat medium tank, and a conduit for introducing the heat medium vaporized in the evaporator into the heat medium tank. A second lead-out pipe that leads to the second lead-out pipe and a second
It consists of a switching means. Further, when the pressure inside the conduit detected by the pressure detection means is positive pressure, the second switching means brings the outlet pipe into communication, and when the pressure is negative, the first switching means brings the introduction pipe into communication.
次に、第１図を用いて本発明の詳細な説明する。第１図
において、内燃機関ｌの排気管２の外周側には蒸発器で
あるボイラー４が装着されており、ボイラー４には導入
管１３を介してリザーブタンク６が連結されている。Next, the present invention will be explained in detail using FIG. In FIG. 1, a boiler 4, which is an evaporator, is attached to the outer periphery of an exhaust pipe 2 of an internal combustion engine l, and a reserve tank 6 is connected to the boiler 4 via an introduction pipe 13.
リザーブタンク６は本実施例の熱媒体タンクで、リザー
ブタンク６内には熱媒体である不凍液が貯蔵されている
。導入管１３には、リザーブタンク６とボイラー４との
連通・遮断を行なう第１電磁弁８が設けられており、制
御回路１１から送られる電気信号によって連通・遮断の
状態が切換わる。The reserve tank 6 is a heat medium tank of this embodiment, and antifreeze liquid, which is a heat medium, is stored in the reserve tank 6. The introduction pipe 13 is provided with a first electromagnetic valve 8 for communicating and cutting off the reserve tank 6 and the boiler 4, and the state of communication and cutting is switched by an electric signal sent from the control circuit 11.
ボイラー４は排気管２を外周より覆うように配設され、
導入管１３を介して導入された不凍液が貯蔵される構造
になっている。従って、内燃機関１から排出された高温
の排気ガスが排気管２を通過することにより、不凍液と
排気ガスとの熱交換が行なわれ、不凍液は気化する。The boiler 4 is arranged to cover the exhaust pipe 2 from the outer periphery,
The structure is such that the antifreeze introduced through the introduction pipe 13 is stored. Therefore, when the high-temperature exhaust gas discharged from the internal combustion engine 1 passes through the exhaust pipe 2, heat exchange occurs between the antifreeze and the exhaust gas, and the antifreeze is vaporized.
エンジン冷却水の循環経路内であって、内燃機関１とヒ
ータコア３とを連結するエンジン冷却水のヒータ用配管
１４内には、凝縮器であるコンデンサ５が配設されてい
る。A condenser 5, which is a condenser, is disposed in the engine coolant circulation path and in the engine coolant heater pipe 14 that connects the internal combustion engine 1 and the heater core 3.
ボイラー４には、断熱管であるパイプ１０の一端が連通
しており、このパイプ１０によりボイラー４で気化した
不凍液が導出される。パイプ１０の他端側にはコンデン
サ５が外周より覆うように装着されており、ボイラー４
から導入された気化状態にある不凍液を凝縮させて、そ
の際発生する熱によりエンジン冷却水を加熱する。The boiler 4 is connected to one end of a pipe 10, which is an insulated pipe, and the antifreeze vaporized in the boiler 4 is led out through this pipe 10. A capacitor 5 is attached to the other end of the pipe 10 so as to cover it from the outer periphery, and the boiler 4
The vaporized antifreeze introduced from the engine is condensed, and the heat generated heats the engine cooling water.
パイプ１０は本実施例の導管であり、前述のようにボイ
ラー４で気化した熱媒体を導出するとともに、パイプ１
０の内周面には第２図に示すように微少多孔体であるウ
ィック１０ａが設けられており、コンデンサ５により凝
縮されて液化した不凍液はウィック１０ａに吸われ、そ
の毛細管作用によりボイラー４側に戻される。なお、コ
ンデンサ５がボイラー４の上方に位置する場合にはウィ
ック１０ａは必要としない。The pipe 10 is a conduit in this embodiment, and as described above, it leads out the heat medium vaporized in the boiler 4, and the pipe 10
As shown in Fig. 2, a wick 10a, which is a microporous body, is provided on the inner peripheral surface of the 0, and the antifreeze that has been condensed and liquefied by the condenser 5 is sucked into the wick 10a, and its capillary action causes it to flow to the boiler 4 side. will be returned to. Note that when the capacitor 5 is located above the boiler 4, the wick 10a is not required.
パイプ１０には導出管１２が連通しており、導出管１２
には制御回路１１の電気信号により導出管１２の連通・
遮断を行なう第２電磁弁７が設けられている。導出管１
２は、パイプ１０内の気化状態にある熱媒体をリザーブ
タンク６に導出する。A lead-out pipe 12 is connected to the pipe 10, and the lead-out pipe 12
The communication of the outlet pipe 12 is controlled by the electrical signal of the control circuit 11.
A second solenoid valve 7 for shutting off is provided. Outlet pipe 1
2 leads out the heat medium in a vaporized state within the pipe 10 to the reserve tank 6.
導出管１２内であって第２電磁弁７の上流側には、導管
１２内の圧力の正負を検知する圧力センサ９が設けられ
ている。ここで、圧力センサ９の正圧は大気圧よりやや
高く、負圧は大気圧よりやや低く設定しである。A pressure sensor 9 is provided within the outlet pipe 12 on the upstream side of the second electromagnetic valve 7 to detect whether the pressure within the conduit 12 is positive or negative. Here, the positive pressure of the pressure sensor 9 is set to be slightly higher than atmospheric pressure, and the negative pressure is set to be slightly lower than atmospheric pressure.
圧力センサ９は制御回路１１に連結されており、検出さ
れる圧力の正負に応じて圧力センサ９より制御回路１１
に電気信号が送られる。The pressure sensor 9 is connected to a control circuit 11, and depending on whether the detected pressure is positive or negative, the pressure sensor 9 is connected to the control circuit 11.
An electrical signal is sent to
上記構成からなる本実施例は次のように作動する。The present embodiment having the above configuration operates as follows.
内燃機関１の始動時には、制御回路１１の電気信号によ
って第１電磁弁７及び第２電磁弁８は開き、リザーブタ
ンク６内の不凍液は導入管１３を介してボイラー４内に
供給される。ボイラー４に必要水量の不凍液が供給後、
制御回路１１の電気信号によって第１電磁弁７及び第２
電磁弁８は閉じる。When the internal combustion engine 1 is started, the first solenoid valve 7 and the second solenoid valve 8 are opened by an electric signal from the control circuit 11, and the antifreeze in the reserve tank 6 is supplied into the boiler 4 through the introduction pipe 13. After the required amount of antifreeze is supplied to boiler 4,
The first solenoid valve 7 and the second solenoid valve
Solenoid valve 8 is closed.
次に、ボイラー４、パイプ１０、コンデンサ５をヒート
パイプとする定常作動に移る。内燃機関１より排出され
る高温の排気ガスは排気管２を介して導出される。ボイ
ラー４では、この排気ガスの熱と不凍液との熱交換が行
なわれ、不凍液は加熱されて蒸気となる。蒸気となった
不凍液はパイプ１０内を通過してコンデンサ５に導入さ
れ、コンデンサ５においてａｌｌされる。コンデンサ５
では、不凍液が凝縮されることにより発生した熱とエン
ジン冷却水との熱交換が行なわれ、エンジン冷却水は加
熱される。コンデンサ５で凝縮された不凍液は、パイプ
１０内のウィック１０ａによりボイラー４内に戻され、
再び加熱される。Next, steady operation is started using the boiler 4, pipe 10, and condenser 5 as heat pipes. High-temperature exhaust gas discharged from the internal combustion engine 1 is led out through an exhaust pipe 2. In the boiler 4, the heat of this exhaust gas and the antifreeze are exchanged, and the antifreeze is heated and becomes steam. The antifreeze that has become vapor passes through the pipe 10 and is introduced into the condenser 5, where it is all collected. capacitor 5
In this case, the heat generated by condensing the antifreeze liquid is exchanged with the engine cooling water, and the engine cooling water is heated. The antifreeze condensed in the condenser 5 is returned to the boiler 4 through the wick 10a in the pipe 10.
It will be heated again.
ここで、導出管９に設けられた圧力センサ９によってパ
イプ１０内の圧力の正負が検知され、その結果は電気信
号として制御回路１１に送られる。Here, the pressure sensor 9 provided in the outlet pipe 9 detects whether the pressure inside the pipe 10 is positive or negative, and the result is sent to the control circuit 11 as an electric signal.
パイプ１０内の圧力が正圧の場合、すなわち不凍液のボ
イラー４における排気ガスからの受熱量が多く、コンデ
ンサ５におけるエンジン冷却水への放熱量が少ない場合
（オーバーヒート気味の場合）には、制御回路１１から
第２電磁弁７に電気信号が送られ、第２電磁弁７は開く
。これにより、パイプ１０内の気化状態にある不凍液は
導出管１・２を介してリザーブタンク６に導出され、ヒ
ートパイプ内の異常高圧化は防止される。また、ボイラ
ー４内の不凍液の水位が下がるため、不凍液と排気ガス
との熱交換面積は低減し、不凍液の受熱量は少なくなる
。When the pressure inside the pipe 10 is positive, that is, when the antifreeze fluid receives a large amount of heat from the exhaust gas in the boiler 4 and when the amount of heat radiated to the engine cooling water in the condenser 5 is small (in case of overheating), the control circuit 11 sends an electric signal to the second solenoid valve 7, and the second solenoid valve 7 opens. Thereby, the antifreeze in the vaporized state in the pipe 10 is led out to the reserve tank 6 via the lead-out pipes 1 and 2, and abnormally high pressure in the heat pipe is prevented. Furthermore, since the water level of the antifreeze in the boiler 4 is lowered, the heat exchange area between the antifreeze and the exhaust gas is reduced, and the amount of heat received by the antifreeze is reduced.
逆に、パイプ１０内の圧力が負圧の場合、すなわち不凍
液のボイラー４における排気ガスからの受熱量が少なく
、コンデンサ５におけるエンジン冷却水への放熱量が多
い場合には、制御回路１１から第１電磁弁８に電気信号
が送られ、第１電６■弁８は開く。これにより、リザー
ブタンク６から導入管１３を介してボイラー４に不凍液
が供給され、ボイラー４内の不凍液の水位が上がり、不
凍液と排気ガスとの熱交換面積は増加し、不凍液の受熱
量は多くなる。Conversely, when the pressure inside the pipe 10 is negative, that is, when the amount of heat received from the exhaust gas in the antifreeze boiler 4 is small and the amount of heat radiated to the engine cooling water in the condenser 5 is large, the control circuit 11 An electric signal is sent to the first solenoid valve 8, and the first solenoid valve 8 opens. As a result, antifreeze is supplied from the reserve tank 6 to the boiler 4 via the introduction pipe 13, the water level of the antifreeze in the boiler 4 rises, the heat exchange area between the antifreeze and the exhaust gas increases, and the amount of heat received by the antifreeze increases. Become.
このように、第１電磁弁８及び第２電磁弁７により不凍
液の受放熱のバランスを保ちながら定常作動は続けられ
る。In this way, steady operation is continued while the first solenoid valve 8 and the second solenoid valve 7 maintain the balance of heat reception and radiation of the antifreeze fluid.
本実施例の構成によれば、ボイラー４は排気管２を外周
より覆うように装着されているので排気ガスの流れの障
害となることはない。従って、排気ガスの流路の切換え
を行なう切換弁を設ける必要なく高回転高負荷時にも充
分対応することができる。また、本実施例の排気熱回収
装置が万一故障したとしても、本システムは内燃機関と
独立して作動するので、内燃機関及び暖房機能には支障
がない。さらに、熱媒体として不凍液を使用しているの
で低温時においても凍結することがなく、凍結による異
常を回避できる。According to the configuration of this embodiment, the boiler 4 is installed so as to cover the exhaust pipe 2 from the outer periphery, so that it does not interfere with the flow of exhaust gas. Therefore, it is not necessary to provide a switching valve for switching the flow path of exhaust gas, and the engine can sufficiently cope with high rotation and high load conditions. Furthermore, even if the exhaust heat recovery device of this embodiment were to fail, the system operates independently of the internal combustion engine, so there would be no problem with the internal combustion engine and the heating function. Furthermore, since antifreeze is used as a heat medium, it will not freeze even at low temperatures, and abnormalities caused by freezing can be avoided.
なお、第３図に示されるように、第１電磁弁８の代わり
に、制御回路１１により駆動されるポンプ１５と、逆止
弁１４とを導入管１３に設けても同様の効果が得られる
。Note that, as shown in FIG. 3, the same effect can be obtained by providing a pump 15 driven by the control circuit 11 and a check valve 14 in the introduction pipe 13 instead of the first electromagnetic valve 8. .
次に、第４図を用いて本発明の他の実施例を説明する。Next, another embodiment of the present invention will be described using FIG. 4.
第４図に示される実施例は、ヒータ用配管１４内のコン
デンサ５の上流側にエンジン冷却水の温度を検出する温
度センサ９′を設けたもので、他の構成は前記実施例と
同様である。この温度センサ９′は制御回路１１に連結
されており、エンジン冷却水の水温とに応じて温度セン
サ９′より制御回路１１に電気信号が送られる。また、
制御回路１１は圧力センサ９と連結されており、温度セ
ンサ９′から送られる電気信号により圧力センサ９に電
気信号が送られ、圧力センサ９が検知する正圧及び負圧
が最も適した値に決定される。The embodiment shown in FIG. 4 is provided with a temperature sensor 9' for detecting the temperature of the engine cooling water on the upstream side of the condenser 5 in the heater piping 14, and the other configurations are the same as in the previous embodiment. be. This temperature sensor 9' is connected to a control circuit 11, and an electrical signal is sent from the temperature sensor 9' to the control circuit 11 depending on the temperature of the engine cooling water. Also,
The control circuit 11 is connected to the pressure sensor 9, and an electric signal is sent to the pressure sensor 9 in response to an electric signal sent from the temperature sensor 9', so that the positive pressure and negative pressure detected by the pressure sensor 9 are set to the most suitable values. It is determined.
すなわち、エンジン始動直後あるいはオーバーヒートの
危険のないようなエンジン冷却水の水温の低い状態では
、圧力センサ９により検知する正圧の値は異常の値より
も高くなるようになっている。That is, immediately after the engine is started or when the temperature of the engine cooling water is low such that there is no risk of overheating, the positive pressure value detected by the pressure sensor 9 is higher than the abnormal value.
これにより、不凍液のボイラー４における排気ガスから
の受熱量が多くなり、ヒートパイプ内の温度上昇効率を
一層高めることができる。As a result, the amount of heat received from the exhaust gas in the antifreeze boiler 4 increases, and the efficiency of temperature rise within the heat pipe can be further increased.
以上説明したように、本発明によれば、内燃股間から排
出される排気ガスが通過する流路は常に一定であるので
排気ガスの流路を切換える必要はない。従って、蒸発器
を排気ガスの排出の障害にならないように排気管に装着
することにより高負荷高回転時にも充分対応することが
できる。As explained above, according to the present invention, the flow path through which the exhaust gas discharged from the internal combustion zone always passes is constant, so there is no need to switch the exhaust gas flow path. Therefore, by attaching the evaporator to the exhaust pipe so as not to obstruct exhaust gas discharge, it is possible to sufficiently cope with high-load, high-speed rotation.
また、本発明は内燃機関と独立して作動するので、万一
故障したとしても車両の走行に支障をきたすということ
はない。Further, since the present invention operates independently of the internal combustion engine, even if a failure should occur, the running of the vehicle will not be affected.
第１図〜第４図は本発明の実施例に関するもので、第１
図は本実施例の概要を示す構成図、第２図は第１図のパ
イプの内部を示す断面図、第３図は本実施例の変形例の
概要を示す構成図、第４図は本発明の他の実施例の概要
を示す構成図である。
第５図は本発明の他の実施例の概要を示す構成図である
。
１・・・内燃機関、２・・・排気管、４・・・ボイラー
、５・・・コンデンサ、６・・・リザーブタンク、７・
・・第２電磁弁、８・・・第１電磁弁、９・・・圧力セ
ンサ、１０・・・パイプ、１２・・・渾出管、１３・・
・導入管。Figures 1 to 4 relate to embodiments of the present invention.
2 is a sectional view showing the inside of the pipe in FIG. 1, FIG. 3 is a configuration diagram showing an overview of a modified example of this embodiment, and FIG. FIG. 3 is a configuration diagram showing an outline of another embodiment of the invention. FIG. 5 is a block diagram showing an outline of another embodiment of the present invention. 1... Internal combustion engine, 2... Exhaust pipe, 4... Boiler, 5... Condenser, 6... Reserve tank, 7...
...Second solenoid valve, 8...First solenoid valve, 9...Pressure sensor, 10...Pipe, 12...Drainage pipe, 13...
・Introduction tube.
Claims (1)
る排気ガスの排気熱により加熱維持する内燃機関におい
て、 前記内燃機関の冷却用冷媒を加熱する熱媒体を貯蔵する
熱媒体タンクと、 前記熱媒体タンクに一端が連通する導入管と、前記導入
管の他端が連通して前記熱媒体タンクの熱媒体が導入さ
れるとともに、前記内燃機関の排気管に装着されて排気
ガスの排気熱により熱媒体を気化させる蒸発器と、 前記熱媒体タンクと前記蒸発器との連通・遮断を行なう
第１切換手段と、 前記内燃機関の冷却用冷媒の循環経路内において設けら
れ、気化状態にある熱媒体を凝縮させるとともにその際
発生する熱により冷却用冷媒を加熱する凝縮器と、 前記蒸発器に一端が連通して前記蒸発器において気化し
た熱媒体を導出するとともに、前記凝縮器が外周より覆
うように装着されてこの凝縮器によって凝縮した熱媒体
を前記蒸発器に導入する導管と、 前記導管内の圧力を検知する圧力検知手段と、前記熱媒
体タンクに一端が連結し、前記蒸発器において気化した
熱媒体を前記熱媒体タンクに導出する導出管と、 前記導出管の連通・遮断を行なう第２切換手段とを備え
、前記圧力検知手段により検知される前記導管内の圧力
が正圧の場合には前記第２切換手段により前記導入管が
連通し、負圧の場合には前記第１切換手段により前記導
出管が連通することを特徴とする内燃機関の排気熱回収
装置。[Scope of Claims] In an internal combustion engine in which a cooling refrigerant that cools the internal combustion engine is heated and maintained by exhaust heat of exhaust gas discharged from the internal combustion engine, heat for storing a heat medium that heats the cooling refrigerant of the internal combustion engine is provided. A medium tank, an introduction pipe whose one end communicates with the heat medium tank, and the other end of the introduction pipe communicate with each other so that the heat medium of the heat medium tank is introduced, and which is attached to the exhaust pipe of the internal combustion engine. an evaporator that vaporizes a heat medium using exhaust heat of exhaust gas; a first switching means that communicates with and shuts off the heat medium tank and the evaporator; a condenser that condenses the heat medium in a vaporized state and heats the cooling refrigerant with the heat generated at the time; one end communicates with the evaporator to draw out the heat medium vaporized in the evaporator; a conduit which is fitted with a condenser so as to cover it from the outer periphery and which introduces the heat medium condensed by the condenser into the evaporator; a pressure detection means for detecting the pressure within the conduit; and one end connected to the heat medium tank. and a lead-out pipe for leading out the heat medium vaporized in the evaporator to the heat-medium tank, and a second switching means for communicating/blocking the lead-out pipe, the pressure inside the pipe being detected by the pressure detecting means. Exhaust heat of an internal combustion engine, characterized in that when the pressure is positive pressure, the inlet pipe is brought into communication by the second switching means, and when the pressure is negative, the outlet pipe is brought into communication by the first switching means. Collection device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61116847A JPH0629551B2 (en) | 1986-05-21 | 1986-05-21 | Exhaust heat recovery device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61116847A JPH0629551B2 (en) | 1986-05-21 | 1986-05-21 | Exhaust heat recovery device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62271922A true JPS62271922A (en) | 1987-11-26 |
| JPH0629551B2 JPH0629551B2 (en) | 1994-04-20 |
Family
ID=14697100
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61116847A Expired - Lifetime JPH0629551B2 (en) | 1986-05-21 | 1986-05-21 | Exhaust heat recovery device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0629551B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008255944A (en) * | 2007-04-06 | 2008-10-23 | Toyota Motor Corp | Warm up device in engine |
| JP2009250107A (en) * | 2008-04-04 | 2009-10-29 | Denso Corp | Exhaust heat recovery system |
| US7877991B2 (en) | 2007-05-09 | 2011-02-01 | Denso Corporation | Exhaust heat recovery device |
| CN103080495A (en) * | 2011-07-20 | 2013-05-01 | 丰田自动车株式会社 | Engine cooling device |
| JP2013142320A (en) * | 2012-01-10 | 2013-07-22 | Toyota Motor Corp | Exhaust heat using device of engine |
| WO2013179466A1 (en) * | 2012-05-31 | 2013-12-05 | トヨタ自動車株式会社 | Exhaust-heat recovery apparatus |
| US20150136381A1 (en) * | 2012-04-23 | 2015-05-21 | Toyota Jidosha Kabushiki Kaisha | Heat transport device |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003065045A (en) * | 2001-08-24 | 2003-03-05 | Toyota Motor Corp | Exhaust heat recovery device |
| BR112015021071A2 (en) * | 2013-04-18 | 2017-07-18 | Toyota Motor Co Ltd | heat transfer apparatus |
-
1986
- 1986-05-21 JP JP61116847A patent/JPH0629551B2/en not_active Expired - Lifetime
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008255944A (en) * | 2007-04-06 | 2008-10-23 | Toyota Motor Corp | Warm up device in engine |
| US7877991B2 (en) | 2007-05-09 | 2011-02-01 | Denso Corporation | Exhaust heat recovery device |
| JP2009250107A (en) * | 2008-04-04 | 2009-10-29 | Denso Corp | Exhaust heat recovery system |
| CN103080495A (en) * | 2011-07-20 | 2013-05-01 | 丰田自动车株式会社 | Engine cooling device |
| JP2013142320A (en) * | 2012-01-10 | 2013-07-22 | Toyota Motor Corp | Exhaust heat using device of engine |
| US20150136381A1 (en) * | 2012-04-23 | 2015-05-21 | Toyota Jidosha Kabushiki Kaisha | Heat transport device |
| WO2013179466A1 (en) * | 2012-05-31 | 2013-12-05 | トヨタ自動車株式会社 | Exhaust-heat recovery apparatus |
| JP5835479B2 (en) * | 2012-05-31 | 2015-12-24 | トヨタ自動車株式会社 | Exhaust heat recovery device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0629551B2 (en) | 1994-04-20 |
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