WO2013047148A1 - Système de moteur thermique et procédé de commande de ce système - Google Patents

Système de moteur thermique et procédé de commande de ce système Download PDF

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Publication number
WO2013047148A1
WO2013047148A1 PCT/JP2012/072790 JP2012072790W WO2013047148A1 WO 2013047148 A1 WO2013047148 A1 WO 2013047148A1 JP 2012072790 W JP2012072790 W JP 2012072790W WO 2013047148 A1 WO2013047148 A1 WO 2013047148A1
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WIPO (PCT)
Prior art keywords
engine
refrigerant
cooling water
passage
heat
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PCT/JP2012/072790
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English (en)
Japanese (ja)
Inventor
真一朗 溝口
貴幸 石川
永井　宏幸
智 荻原
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日産自動車株式会社
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Publication of WO2013047148A1 publication Critical patent/WO2013047148A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K5/00—Plants characterised by use of means for storing steam in an alkali to increase steam pressure, e.g. of Honigmann or Koenemann type
    • F01K5/02—Plants characterised by use of means for storing steam in an alkali to increase steam pressure, e.g. of Honigmann or Koenemann type used in regenerative installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/18—Heater

Definitions

  • JP 5-272817A discloses that the refrigerant in the condenser is supplied to the hot gas refrigerant circuit.
  • the present invention was invented to solve such problems, and it is an object of the present invention to warm engine cooling water with a refrigerant of a refrigeration cycle.
  • An engine system includes a compressor for circulating a refrigerant, an evaporator for evaporating the refrigerant, a condenser for condensing the refrigerant, and a heat transfer means for transferring the heat of the refrigerant to the engine coolant.
  • An engine system comprising a refrigeration cycle, wherein the refrigeration cycle drives a compressor when the engine is started from a cold state, absorbs heat by the evaporator to heat the refrigerant, and the heat transfer means causes the engine to cool. When starting from the state, the coolant absorbed by the evaporator warms the engine coolant.
  • FIG. 1 is a schematic block diagram of an engine system according to a first embodiment of the present invention.
  • FIG. 2A is a schematic cross-sectional view of an expander pump in which the pump and the expander are integrated.
  • FIG. 2B is a schematic cross-sectional view of a refrigerant pump.
  • FIG. 2C is a schematic cross-sectional view of the expander.
  • FIG. 3 is a schematic view showing the function of the refrigerant system valve.
  • FIG. 4 is a schematic block diagram of a hybrid vehicle.
  • FIG. 5 is a schematic perspective view of an engine.
  • FIG. 6 is a schematic view of the arrangement of the exhaust pipe as viewed from below the vehicle.
  • FIG. 7A is a characteristic diagram of a Rankine cycle operating region.
  • FIG. 7A is a characteristic diagram of a Rankine cycle operating region.
  • the integrated cycle 30 is a circuit (passage) through which the refrigerants of the Rankine cycle 31 and the refrigeration cycle 51 circulate, and a pump, an expander, a condenser and other components provided in the middle thereof, as well as a circuit of cooling water and exhaust. It refers to the whole system including (passage) etc.
  • hybrid vehicle 1 engine 2, motor generator 81, and automatic transmission 82 are connected in series, and the output of automatic transmission 82 is transmitted to driving wheel 85 via propeller shaft 83 and differential gear 84.
  • a first drive shaft clutch 86 is provided between the engine 2 and the motor generator 81.
  • one of the friction engagement elements of the automatic transmission 82 is configured as a second drive shaft clutch 87.
  • the first drive shaft clutch 86 and the second drive shaft clutch 87 are connected to the engine controller 71, and connection / disconnection (connection state) of the first drive shaft clutch 86 and the second drive shaft clutch 87 is controlled in accordance with the operating conditions of the hybrid vehicle 1.
  • connection / disconnection (connection state) of the first drive shaft clutch 86 and the second drive shaft clutch 87 is controlled in accordance with the operating conditions of the hybrid vehicle 1.
  • connection / disconnection (connection state) of the first drive shaft clutch 86 and the second drive shaft clutch 87 is controlled in accordance with the operating conditions of the hybrid vehicle 1.
  • the engine 2 includes an exhaust passage 3.
  • the exhaust passage 3 includes an exhaust manifold 4 and an exhaust pipe 5 connected to a collecting portion of the exhaust manifold 4.
  • the exhaust pipe 5 branches off from the bypass exhaust pipe 6 along the way, and the exhaust pipe 5 of the section bypassed by the bypass exhaust pipe 6 is a waste heat recovery device for performing heat exchange between the exhaust gas and the cooling water 22 is provided.
  • the waste heat recovery unit 22 and the bypass exhaust pipe 6 are disposed between the underfloor catalyst 88 and the downstream sub-muffler 89 as a waste heat recovery unit 23 in which these are integrated as shown in FIG. 6.
  • the cooling water at about 80 to 90 ° C. that has left the engine 2 flows separately into the cooling water passage 13 passing through the radiator 11 and the bypass cooling water passage 14 bypassing the radiator 11. Furthermore, part of the cooling water flowing through the cooling water passage 13 flows into the cooling water passage 27 passing through the heater core 28.
  • the cooling water passage 27 is provided with a cooling water valve 29 which is a solenoid valve.
  • the cooling water passing through the heater core 28 merges with the cooling water passing through the radiator 11 downstream of the radiator 11.
  • the coolant pump 16 is driven by the engine 2 and its rotational speed is in phase with the engine rotational speed.
  • the thermostat valve 15 increases the valve opening on the coolant passage 13 side to relatively increase the amount of coolant passing through the radiator 11, and when the coolant temperature is low, the coolant valve 13 side To reduce the amount of cooling water passing through the radiator 11 relatively.
  • the radiator 11 is completely bypassed, and the entire amount of coolant flows on the bypass coolant passage 14 side.
  • the valve opening on the bypass cooling water passage 14 side is not fully closed, and when the flow rate of the cooling water flowing through the radiator 11 increases, the flow rate of the cooling water flowing through the bypass cooling water passage 14 is the cooling water
  • the thermostat valve 15 is configured such that the flow does not stop completely, although the total amount of the water is reduced as compared with the case where it flows through the bypass cooling water passage 14 side.
  • the bypass cooling water passage 14 bypassing the radiator 11 is branched from the cooling water passage 13 and directly connected to the heat exchanger 36 described later, and branched from the cooling water passage 13 to recover waste heat. And a second bypass coolant passage 25 connected to the heat exchanger 36 after passing through the vessel 22.
  • the bypass cooling water passage 14 is provided with a heat exchanger 36 which exchanges heat with the refrigerant of the Rankine cycle 31.
  • the heat exchanger 36 is an integrated evaporator and superheater. That is, in the heat exchanger 36, the coolant passage 36c through which the refrigerant of the Rankine cycle 31 flows is a coolant passage 36a, so that the two coolant passages 36a and 36b can be heat exchanged between the coolant and the coolant. It is provided adjacent to 36b. Further, the passages 36a, 36b, and 36c are configured such that the refrigerant and the coolant in the Rankine cycle 31 flow in the opposite directions when the entire heat exchanger 36 is viewed.
  • one cooling water passage 36 a located on the upstream (left in FIG. 1) side of the refrigerant of the Rankine cycle 31 is interposed in the first bypass cooling water passage 24.
  • the heat exchanger left side portion including the coolant passage 36a and the coolant passage portion adjacent to the coolant passage 36a flows through the coolant passage 36c by directly introducing the coolant from the engine 2 into the coolant passage 36a. This is an evaporator for heating the Rankine cycle 31 refrigerant.
  • the cooling water that has passed through the waste heat recovery unit 22 via the second bypass cooling water passage 25 is introduced to the other cooling water passage 36 b located on the downstream (right in FIG. 1) side with respect to the refrigerant of the Rankine cycle 31.
  • the heat exchanger right portion (downstream side with respect to the refrigerant of the Rankine cycle 31) including the cooling water passage 36b and the refrigerant passage portion adjacent to the cooling water passage 36b Is introduced into the cooling water passage 36b to superheat the refrigerant flowing in the refrigerant passage 36c.
  • the cooling water passage 22 a of the waste heat recovery unit 22 is provided adjacent to the exhaust pipe 5. By introducing the cooling water at the outlet of the engine 2 into the cooling water passage 22a of the waste heat recovery unit 22, the cooling water can be heated to, for example, about 110 to 115 ° C. by high-temperature exhaust gas.
  • the cooling water passage 22a is configured such that the exhaust gas and the cooling water flow in opposite directions when the entire waste heat recovery unit 22 is viewed.
  • a control valve 26 is interposed in the second bypass cooling water passage 25 provided with the waste heat recovery unit 22.
  • the coolant temperature at the outlet of the engine 2 so that the engine coolant temperature indicating the temperature of the coolant inside the engine 2 does not exceed, for example, the allowable temperature (for example, 100 ° C.) for preventing the efficiency deterioration and knocking of the engine 2
  • the allowable temperature for example, 100 ° C.
  • the opening degree of the control valve 26 is reduced.
  • the engine water temperature approaches the allowable temperature, the amount of cooling water passing through the waste heat recovery unit 22 is reduced, so that the engine water temperature can be reliably prevented from exceeding the allowable temperature.
  • a bypass exhaust pipe 6 for bypassing the waste heat recovery unit 22 and a thermostat valve 7 for controlling an exhaust passing amount of the waste heat recovery unit 22 and an exhaust passing amount of the bypass exhaust pipe 6 are provided. It is provided at the branch part.
  • the cooling water leaving the waste heat recovery device 22 such that the valve opening degree does not exceed the predetermined temperature (for example, the boiling temperature 120 ° C.) the temperature of the cooling water leaving the waste heat recovery device 22 Adjusted based on temperature.
  • the predetermined temperature for example, the boiling temperature 120 ° C.
  • the heat exchanger 36, the thermostat valve 7, and the waste heat recovery unit 22 are integrated as a waste heat recovery unit 23, and are disposed midway in the exhaust pipe below the floor approximately at the center in the vehicle width direction.
  • the thermostat valve 7 may be a relatively simple temperature sensitive valve using a bimetal or the like, or may be a control valve controlled by a controller to which a temperature sensor output is input. Since the adjustment of the heat exchange amount from the exhaust gas to the cooling water by the thermostat valve 7 involves a relatively large delay, it is difficult to prevent the engine water temperature from exceeding the allowable temperature if the thermostat valve 7 is adjusted alone.
  • the control valve 26 of the second bypass cooling water passage 25 is controlled based on the engine water temperature (outlet temperature), the heat recovery amount can be rapidly reduced and the engine water temperature surely exceeds the allowable temperature. It can prevent. Further, if the engine water temperature has a margin up to the allowable temperature, heat exchange is performed until the temperature of the cooling water leaving the waste heat recovery unit 22 reaches a high temperature (for example, 110 to 115 ° C.) which exceeds the allowable temperature of the engine water temperature. To increase the amount of waste heat recovery.
  • the coolant that has left the coolant passage 36 b is joined to the first bypass coolant passage 24 via the second bypass coolant passage 25.
  • the cooling water passage 13 side of the thermostat valve 15 If the temperature of the cooling water from the bypass cooling water passage 14 toward the thermostat valve 15 is sufficiently lowered by heat exchange with the refrigerant of the Rankine cycle 31 in the heat exchanger 36, for example, the cooling water passage 13 side of the thermostat valve 15 The valve opening degree of is decreased, and the amount of cooling water passing through the radiator 11 is relatively reduced. Conversely, when the temperature of the coolant flowing from the bypass coolant passage 14 toward the thermostat valve 15 is increased due to the Rankine cycle 31 not being operated, the valve opening on the coolant passage 13 side of the thermostat valve 15 is increased. The amount of cooling water passing through the radiator 11 is relatively increased. Based on the operation of the thermostat valve 15 as described above, the coolant temperature of the engine 2 is appropriately maintained, and heat is appropriately supplied (recovered) to the Rankine cycle 31.
  • the Rankine cycle 31 is not a simple Rankine cycle, but is configured as part of an integrated cycle 30 integrated with the refrigeration cycle 51.
  • the basic Rankine cycle 31 will be described first, and then the refrigeration cycle 51 will be mentioned.
  • the Rankine cycle 31 is a system that recovers the waste heat of the engine 2 as a refrigerant through the cooling water of the engine 2 and regenerates the recovered waste heat as power.
  • the Rankine cycle 31 includes a refrigerant pump 32, a heat exchanger 36 as a superheater, an expander 37, and a condenser (condenser) 38, and each component is connected by refrigerant passages 41 to 44 through which a refrigerant (R 134a etc.) circulates. It is done.
  • the shaft of the refrigerant pump 32 is connected to the output shaft of the expander 37 on the same shaft, and the output (power) generated by the expander 37 drives the refrigerant pump 32 and the generated power is output from the engine 2 Supply to the crankshaft) (see FIG. 2A). That is, the shaft of the refrigerant pump 32 and the output shaft of the expander 37 are disposed parallel to the output shaft of the engine 2, and a belt 34 is disposed between the pump pulley 33 provided at the tip of the shaft of the refrigerant pump 32 and the crank pulley 2 a. (See Figure 1).
  • a gear pump is used as the refrigerant pump 32 according to this embodiment, and a scroll expander is used as the expander 37 (see FIGS. 2B and 2C).
  • an electromagnetic clutch (hereinafter referred to as “expansion machine clutch”) 35 (first clutch) is provided between the pump pulley 33 and the refrigerant pump 32, and the refrigerant pump 32 and the expansion machine 37 are It is possible to connect with 2 (see Fig. 2A). Therefore, the expander 37 is connected by connecting the expander clutch 35 when the output generated by the expander 37 exceeds the friction of the driving force of the refrigerant pump 32 and the rotating body (when the predicted expander torque is positive).
  • the rotation of the engine output shaft can be assisted by the output generated by Fuel consumption can be improved by assisting the rotation of the engine output shaft using the energy obtained by waste heat recovery as described above.
  • energy for driving the refrigerant pump 32 for circulating the refrigerant can also be provided by the recovered waste heat.
  • the expander clutch 35 may be provided anywhere on the power transmission path from the engine 2 to the refrigerant pump 32 and the expander 37.
  • the refrigerant from the refrigerant pump 32 is supplied to the heat exchanger 36 via the refrigerant passage 41.
  • the heat exchanger 36 is a heat exchanger that performs heat exchange between the coolant of the engine 2 and the refrigerant, and vaporizes and superheats the refrigerant.
  • the refrigerant from the heat exchanger 36 is supplied to the expander 37 via the refrigerant passage 42.
  • the expander 37 is a steam turbine that converts heat into rotational energy by expanding a vaporized and superheated refrigerant.
  • the power recovered by the expander 37 drives the refrigerant pump 32, is transmitted to the engine 2 via the belt transmission mechanism, and assists the rotation of the engine 2.
  • the refrigerant from the expander 37 is supplied to the condenser 38 via the refrigerant passage 43.
  • the condenser 38 is a heat exchanger which performs heat exchange between the outside air and the refrigerant, cools the refrigerant, and liquefies the refrigerant. For this reason, the condenser 38 is disposed in parallel with the radiator 11 and is cooled by the radiator fan 12.
  • the refrigerant liquefied by the condenser 38 is returned to the refrigerant pump 32 through the refrigerant passage 44.
  • the refrigerant returned to the refrigerant pump 32 is again sent to the heat exchanger 36 by the refrigerant pump 32, and circulates through the components of the Rankine cycle 31.
  • the refrigeration cycle 51 is integrated with the Rankine cycle 31 in order to share the refrigerant circulating through the Rankine cycle 31, and the configuration itself of the refrigeration cycle 51 is simplified. That is, the refrigeration cycle 51 includes a compressor (compressor) 52, a condenser 38, and an evaporator (evaporator) 55.
  • compressor compressor
  • condenser condenser
  • evaporator evaporator
  • the compressor 52 is a fluid machine that compresses the refrigerant of the refrigeration cycle 51 to a high temperature and a high pressure, and is driven by the engine 2. That is, as also shown in FIG. 4, the compressor pulley 53 is fixed to the drive shaft of the compressor 52, and the belt 34 is wound around the compressor pulley 53 and the crank pulley 2a. The driving force of the engine 2 is transmitted to the compressor pulley 53 via the belt 34, and the compressor 52 is driven.
  • an electromagnetic clutch hereinafter referred to as a "compressor clutch" 54 (second clutch) is provided between the compressor pulley 53 and the compressor 52 so that the compressor 52 and the compressor pulley 53 can be connected and disconnected. ing.
  • the refrigerant from the compressor 52 joins the refrigerant passage 43 via the refrigerant passage 56 and is then supplied to the condenser 38.
  • the condenser 38 is a heat exchanger which condenses and liquefies the refrigerant by heat exchange with the outside air.
  • the liquid refrigerant from the condenser 38 is supplied to the evaporator (evaporator) 55 via a refrigerant passage 57 branched from the refrigerant passage 44.
  • the evaporator 55 is disposed in the case of the air conditioner unit in the same manner as the heater core 28.
  • the evaporator 55 is a heat exchanger that evaporates the liquid refrigerant from the condenser 38 and cools the conditioned air from the blower fan by the latent heat of evaporation at that time.
  • the refrigerant evaporated by the evaporator 55 is returned to the compressor 52 through the refrigerant passage 58.
  • the mixing ratio of the conditioned air cooled by the evaporator 55 and the conditioned air heated by the heater core 28 is changed according to the degree of opening of the air mix door, and is adjusted to the temperature set by the occupant.
  • various valves are appropriately provided in the middle of the circuit in order to control the refrigerant flowing in the cycle.
  • the refrigerant passage connecting the refrigeration cycle branch point 45 and the refrigerant pump 32 to the refrigerant passage 44 connecting the pump upstream valve 61, the heat exchanger 36 and the expander 37 An expander upstream valve 62 is provided at 42.
  • the refrigerant passage 43 connecting the expander 37 and the refrigeration cycle junction 46 is provided with a check valve 64 for preventing the backflow of the refrigerant from the refrigeration cycle junction 46 to the expander 37.
  • an expander bypass passage 65 is provided which bypasses the expander 37 from the upstream side of the expander upstream valve 62 and joins downstream of the check valve 64, and a bypass valve 66 is provided in the expander bypass passage 65. Furthermore, a pressure regulating valve 68 is provided in the passage 67 which bypasses the bypass valve 66. Also on the refrigeration cycle 51 side, an air conditioner circuit valve 69 is provided in the refrigerant passage 57 connecting the refrigeration cycle branch point 45 and the evaporator 55. Further, a cooling water valve 29 is provided in the cooling water passage 27.
  • the four valves 61, 62, 66, 69 are all electromagnetic on-off valves.
  • the signal of the expander upstream pressure detected by the pressure sensor 72, the signal of the refrigerant pressure Pd at the outlet of the condenser 38 detected by the pressure sensor 73, the rotational speed signal of the expander 37, etc. are input to the engine controller 71 .
  • the engine controller 71 controls the compressor 52 of the refrigeration cycle 51 and the radiator fan 12 based on the respective input signals in accordance with predetermined operation conditions, and the four electromagnetic on-off valves 61, 62, 66. , 69 open and close control.
  • the expander torque (regenerative power) is predicted based on the expander upstream pressure detected by the pressure sensor 72 and the expander rotational speed, and when the predicted expander torque is positive (the engine output shaft is assisted (When possible) and engage the expander clutch 35, and release the expander clutch 35 when the predicted expander torque is zero or negative.
  • the expander torque can be predicted with high accuracy, based on the sensor detection pressure and the expander rotational speed, and the expander torque generation state Accordingly, the expansion clutch 35 can be properly engaged and disengaged (see JP 2010-190185 A for details).
  • the four on-off valves 61, 62, 66, 69 and the check valve 64 are refrigerant system valves. The functions of these refrigerant valves are shown again in FIG.
  • the pump upstream valve 61 is provided at the inlet of the refrigerant pump 32, and the pump upstream valve 61 tends to cause the refrigerant to be biased to the circuit of the Rankine cycle 31 as compared to the circuit of the refrigeration cycle 51. It is for preventing the bias of the refrigerant (including lubricating component) to the Rankine cycle 31 by closing under the predetermined condition, and, as described later, the Rankine in cooperation with the check valve 64 downstream of the expander 37. The circuit of cycle 31 is closed.
  • the expander upstream valve 62 shuts off the refrigerant passage 42 when the refrigerant pressure from the heat exchanger 36 is relatively low, so that the refrigerant from the heat exchanger 36 can be held until the pressure becomes high. is there. By this, even if the expander torque can not be obtained sufficiently, it is possible to accelerate the heating of the refrigerant and to shorten, for example, the time until the Rankine cycle 31 is restarted (the regeneration can be actually performed).
  • the bypass valve 66 is opened so that the refrigerant pump 32 can be operated after bypassing the expander 37 when the amount of refrigerant present on the Rankine cycle 31 side is not sufficient at the start of the Rankine cycle 31 or the like.
  • the start-up time of the Rankine cycle 31 is shortened.
  • the refrigerant temperature at the outlet of the condenser 38 or at the inlet of the refrigerant pump 32 changes from the boiling point considering the pressure at that portion to a predetermined temperature (subcool degree SC). If the above-mentioned state of reduction is realized, the Rankine cycle 31 is ready to be supplied with a sufficient amount of liquid refrigerant.
  • the pressure control valve 68 has a role of a relief valve that opens when the pressure of the refrigerant supplied to the expander 37 becomes too high and releases the too high refrigerant.
  • the check valve 64 downstream of the expander 37 is for preventing the bias of the refrigerant to the Rankine cycle 31 in cooperation with the above-described pump upstream valve 61. If the engine 2 is not warmed up immediately after the start of the operation of the hybrid vehicle 1, the Rankine cycle 31 may become lower temperature than the refrigeration cycle 51, and the refrigerant may be biased to the Rankine cycle 31 side. Although the probability of deviation to the Rankine cycle 31 side is not so high, for example, because the cooling capacity is most required in the situation where it is desirable to quickly cool the vehicle interior immediately after the start of vehicle operation in summer, slight uneven distribution of refrigerant is eliminated. There is a demand to secure the refrigerant of the refrigeration cycle 51. Therefore, in order to prevent uneven distribution of the refrigerant on the Rankine cycle 31 side, a check valve 64 is provided.
  • the compressor 52 does not have a structure that allows the refrigerant to freely pass when the driving is stopped, and can prevent the bias of the refrigerant to the refrigeration cycle 51 in cooperation with the air conditioner circuit valve 69. This will be described.
  • the refrigerant may move from the relatively high temperature Rankine cycle 31 side in steady operation to the refrigeration cycle 51 side, and the refrigerant circulating in the Rankine cycle 31 may run short.
  • the temperature of the evaporator 55 immediately after the cooling is stopped, the temperature of the evaporator 55 is low, and the refrigerant tends to be accumulated in the evaporator 55 having a relatively large volume and a low temperature.
  • the movement of the refrigerant from the condenser 38 to the evaporator 55 is shut off by stopping the driving of the compressor 52, and the air conditioner circuit valve 69 is closed to prevent the refrigerant from being unevenly distributed to the refrigeration cycle 51.
  • the cooling water valve 29 is a cooling water system valve.
  • the opening degree of the coolant valve 29 is controlled by the engine controller 71 in accordance with the heating or temperature control request of the occupant.
  • FIG. 5 is a schematic perspective view of the engine 2 showing a package of the entire engine 2. What is characteristic in FIG. 5 is that the heat exchanger 36 is disposed vertically above the exhaust manifold 4. By disposing the heat exchanger 36 in the space vertically above the exhaust manifold 4, the mountability of the Rankine cycle 31 on the engine 2 is improved. Further, the engine 2 is provided with a tension pulley 8.
  • FIGS. 7A and 7B are operation region diagrams of the Rankine cycle 31.
  • FIG. 7A the horizontal axis represents the engine rotational speed, and the vertical axis represents the engine torque (the engine torque (the engine) (the horizontal axis represents the outside air temperature, and the vertical axis represents the engine water temperature (cooling water temperature)).
  • the operating range of the Rankine cycle 31 when it is set as load) is shown.
  • the Rankine cycle 31 is operated when predetermined conditions are satisfied, and the Rankine cycle 31 is operated when both of these conditions are satisfied.
  • FIG. 7A the operation of the Rankine cycle 31 is stopped in the low water temperature region where warm-up of the engine 2 is prioritized and the high outside air temperature region where the load of the compressor 52 increases. During warm-up where the exhaust gas temperature is low and the recovery efficiency is poor, the coolant temperature is raised promptly by not operating the Rankine cycle 31 rather.
  • not operating the Rankine cycle 31 includes a state in which the refrigerant is flowing in the direction opposite to the flow direction of the refrigerant when the Rankine cycle 31 is operated.
  • the Rankine cycle 31 is stopped to provide the refrigeration cycle 51 with sufficient refrigerant and cooling capacity of the condenser 38.
  • FIG. 7B since the hybrid vehicle 1 is used, the operation of the Rankine cycle 31 is stopped in the EV travel area and the high rotation speed area where the friction of the expander 37 increases. Since it is difficult to make the expander 37 a highly efficient structure with little friction at all rotational speeds, in the case of FIG. 7B, the expansion is performed so that the friction is small and high efficiency in the high engine frequency range of operation.
  • the machine 37 is configured (dimensions and the like of each part of the expander 37 are set).
  • the compressor 52 When the engine 2 is started from a cold state where the temperature of the cooling water of the engine 2 is low, the compressor 52 is driven without operating the Rankine cycle 31 after the start of the engine 2.
  • the refrigerant is absorbed by the evaporator 55 by the drive of the compressor 52, and the heat generated when the compressor 52 is driven by the engine 2 is absorbed, and the temperature rises.
  • the refrigerant whose temperature has risen flows through the Rankine cycle 31 in which the refrigerant pump 32 is stopped in the opposite direction to that during the operation of the Rankine cycle 31 and heats the cooling water of the engine 2 by the heat exchanger 36.
  • the refrigerant flows into the heat exchanger 36 through the refrigerant passage 56, the refrigerant passage 43, the expander bypass passage 65, and the refrigerant passage 42.
  • the heat of the refrigerant is transferred to the cooling water by the heat exchanger 36, and the temperature of the cooling water rises.
  • the refrigerant whose temperature has become lower due to heat transfer to the cooling water is discharged from the heat exchanger 36 and passes through the refrigerant passage 41, the refrigerant pump 32, the refrigerant passage 44, the refrigerant passage 57, the evaporator 55, the refrigerant passage 58, and the compressor 52. Flow into Thus, the refrigerant circulates through the refrigeration cycle 51 and the Rankine cycle 31.
  • the expander clutch 35 is released.
  • the engine 2 is started from the cold state, and when there is a heating or temperature control request by the occupant, the temperature of the vehicle interior is adjusted by the inside air circulation mode to warm the cooling water of the engine 2.
  • the inside air circulation mode is a mode in which the air in the passenger compartment is circulated.
  • the compressor 52 is driven, heat absorption by the evaporator 55 lowers the temperature of the air around the evaporator 55.
  • the engine can meet the heating or temperature control request by the occupant. Warm 2 cooling water.
  • the compressor 52 of the refrigeration cycle 51 When starting the engine 2 from the cold state, the compressor 52 of the refrigeration cycle 51 is driven without operating the Rankine cycle 31.
  • the cooling water of the engine 2 can be warmed by the refrigerant in the heat exchanger 36 by the heat absorption by the evaporator 55 of the refrigeration cycle 51 and the heat given by the work of the compressor 52. That is, the cooling water is effectively increased by heat exchange between the heat received from the vehicle cabin air by the evaporator 55 (the latent heat of vaporization) and the heat generated by the drive of the compressor 52 with the refrigerant warmed by both. Warm up.
  • the outside air is introduced into the cabin by adjusting the temperature of the cabin by the interior air circulation mode when the cooling water of the engine 2 is warmed by the refrigerant and heating or temperature control is required by the occupant, the outside air introduction mode (introduced from outside The ventilation loss can be reduced as compared with the case of adjusting the temperature by the mode of heating the air.
  • the outdoor air introduction mode air in the vehicle compartment is ventilated to the outside of the vehicle, so condensation on the window glass is unlikely to occur due to condensation, but the heater core 28 needs to heat a large amount of air, resulting in a lot of heat in the vehicle interior heating. It is difficult for the cooling water to warm up.
  • the cooling water of the engine 2 can be warmed using a part of the deceleration energy of the vehicle, and the deceleration energy of the vehicle can be used.
  • the opening and closing of the condenser valve 47 is controlled by the engine controller 71.
  • the condenser valve 47 When the Rankine cycle 31 is operated, the condenser valve 47 is open, and when the engine 2 is started from the cold state, the condenser valve 47 is closed.
  • the refrigerant When starting the engine 2 from the cold state, the refrigerant is prevented from flowing to the condenser 38 by closing the condenser valve 47, and the entire flow rate of the refrigerant can be made to flow to the heat exchanger 36.
  • the cooling water of the engine 2 can be warmed efficiently.
  • FIG. 9 is a schematic block diagram showing the entire engine system having the Rankine cycle 31 of the third embodiment.
  • the Rankine cycle 31 includes a bypass passage 39 for bypassing the refrigerant pump 32 and a pump bypass valve 63 provided in the bypass passage 39.
  • the opening and closing of the pump bypass valve 63 is controlled by the engine controller 71.
  • the pump bypass valve 63 is closed during operation of the Rankine cycle 31, and the pump bypass valve 63 is open when the engine 2 is started from the cold state.
  • the pump bypass valve 63 may be provided between the junction of the bypass passage 39 and the refrigerant passage 41 and the refrigerant pump 32.
  • the pump bypass valve 63 is opened during the operation of the Rankine cycle 31, and the pump bypass valve 63 is closed when the engine 2 is started from the cold state.
  • a valve is inserted between the bypass passage 39 and the junction of the bypass passage 39 and the refrigerant passage 41 and the refrigerant pump 32 during operation of the Rankine cycle 31, and the refrigerant flows only to the refrigerant pump 32 to start the engine 2 from the cold state.
  • the refrigerant may flow only to the bypass passage 39.
  • FIG. 10 is a schematic block diagram showing the entire engine system of the fourth embodiment. Here, parts different from the first embodiment will be mainly described.
  • the present embodiment does not include the Rankine cycle 31, the heat exchanger 36, and the waste heat recovery device 22.
  • the refrigeration cycle 100 includes a compressor 52, a water-cooled refrigeration cycle condenser 101, an evaporator 55, a sub radiator 103, a pump 104, a first flow path switching selection valve 105, and a second flow path switching selection valve 109. Prepare.
  • the water cooling circuit 102 is connected to a cooling water passage 106 for circulating cooling water between the water cooling type refrigeration cycle condenser 101 and the sub radiator 103, and to the cooling water passage 106 between the sub radiator 103 and the water cooling type refrigeration cycle condenser 101. And a second communication passage 108 connected to the cooling water passage 106 between the water-cooled refrigeration cycle condenser 101 and the pump 104.
  • a pump 104, a sub radiator 103, a water cooling type refrigeration cycle condenser 101, and a second flow path switching selection valve 109 are provided in the cooling water passage 106, and when the pump 104 is driven, the cooling water becomes the sub radiator 103 and the water cooling type refrigeration cycle It circulates between the condenser 101 and the like.
  • the cooling water flowing through the sub radiator 103 is cooled by the radiator fan 12.
  • the first communication passage 107 connects the bypass cooling water passage 14 and the cooling water passage 106.
  • a first flow path switching selection valve 105 is provided at a connection portion between the first communication passage 107 and the bypass cooling water path 14, and the flow of the cooling water is bypassed by the first flow path switching selection valve 105. It is switched to the 14 side or the first communication passage 107 side.
  • the second communication passage 108 connects the cooling water passage 106 and the bypass cooling water passage 14.
  • the second communication passage 108 is connected to the bypass cooling water passage 14 on the downstream side of the first flow passage switching selection valve 105.
  • a second flow path switching selection valve 109 is provided at a connection portion between the second communication passage 108 and the cooling water path 106, and the flow of the cooling water passing through the water cooling type refrigeration cycle condenser 101 is the second flow path switching It is switched to the second communication passage 108 side or the cooling water passage 106 side by the selection valve 109.
  • the first flow passage switching selection valve 105 and the second flow passage switching selection valve 109 are controlled by the engine controller 71.
  • the electromagnetic on-off valve 69 provided in the refrigerant passage 58 is controlled by the engine controller 71 according to a signal of the refrigerant pressure Pd detected by the pressure sensor 73 provided at the outlet of the water-cooled refrigeration cycle condenser 101 and a predetermined operating condition. It is controlled.
  • the compressor 52 is driven after the start of the engine 2.
  • the refrigerant whose temperature has been increased by the evaporator 55 flows through the water-cooled refrigeration cycle condenser 101.
  • the first flow path switching selection valve 105 is controlled so that the cooling water flows to the first communication passage 107.
  • the second flow path switching selection valve 109 is controlled such that the cooling water having passed through the water cooling type refrigeration cycle condenser 101 flows to the second communication passage 108. That is, the cooling water leaving the engine 2 flows from the bypass cooling water passage 14 to the first communication passage 107, the water cooled refrigeration cycle condenser 101, the second communication passage 108 in this order, and then flows to the bypass cooling water passage 14 again. It returns to the engine 2 through the water pump 16.
  • the cooling water is warmed by heat exchange with the refrigerant by the water cooling type refrigeration cycle condenser 101.
  • the coolant whose temperature has risen flows into the engine 2 and warms the engine 2.
  • the first flow passage switching selection valve 105 is controlled to flow the cooling water to the bypass cooling water passage 14.
  • the cooling water having passed through the engine 2 passes through the bypass cooling water passage 14 and returns to the engine 2 through the cooling water pump 16.
  • the second flow path switching selection valve 1009 is controlled such that the cooling water having passed through the water cooling type refrigeration cycle condenser 101 flows to the cooling water passage 106, that is, the pump 104 side.
  • the pump 104 is driven, the cooling water having passed through the water-cooled refrigeration cycle condenser 101 flows to the pump 104 and the sub radiator 103 and circulates through the cooling water passage 106.
  • the compressor 52 is appropriately driven in response to a request from the occupant.
  • the coolant can be warmed by the refrigerant by flowing the coolant flowing through the engine 2 to the water-cooled refrigeration cycle condenser 101.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Turbines (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention porte sur un système de moteur thermique équipé d'un cycle de réfrigération qui comprend un compresseur (52) destiné à faire circuler un milieu de refroidissement, un vaporiseur (55) servant à vaporiser le milieu de refroidissement, un condenseur (38) servant à condenser le milieu de refroidissement, et un moyen de transmission de chaleur (31) destiné à transmettre de la chaleur du milieu de refroidissement à l'eau de refroidissement contenue dans le moteur thermique, le cycle de réfrigération entraînant le compresseur et chauffant le milieu de refroidissement par absorption de chaleur prise sur le vaporiseur, lorsque le moteur est démarré à partir de l'état de moteur froid ; et le moyen de transmission de chaleur chauffe l'eau de refroidissement contenue dans le moteur en utilisant le milieu de refroidissement qui a absorbé de la chaleur prise sur l'évaporateur, lorsque le moteur est démarré à partir de l'état de moteur froid.
PCT/JP2012/072790 2011-09-30 2012-09-06 Système de moteur thermique et procédé de commande de ce système WO2013047148A1 (fr)

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JP2011-216796 2011-09-30
JP2011216796A JP2014238007A (ja) 2011-09-30 2011-09-30 ランキンサイクルシステム

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
WO2014174549A1 (fr) * 2013-04-23 2014-10-30 株式会社Tbk Dispositif d'alimentation en fluide
EP2957741A1 (fr) * 2014-06-19 2015-12-23 Peugeot Citroën Automobiles Sa Dispositif de récuperation d'énergie à boucle de rankine
CN110159411A (zh) * 2019-05-16 2019-08-23 盐城工业职业技术学院 一种发动机联合散热装置及其工作方法

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JP2019120163A (ja) * 2017-12-28 2019-07-22 サンデンホールディングス株式会社 車両用廃熱回収装置
JP7057129B2 (ja) * 2017-12-28 2022-04-19 サンデン株式会社 車両用廃熱回収装置

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JP2006188156A (ja) * 2005-01-06 2006-07-20 Denso Corp 蒸気圧縮式冷凍機
JP2008127017A (ja) * 2006-11-24 2008-06-05 Behr Gmbh & Co Kg 車両室内を空調するための冷却回路とランキン回路との組み合わせ
JP2009167994A (ja) * 2008-01-21 2009-07-30 Sanden Corp 内燃機関の廃熱利用装置

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JP2006188156A (ja) * 2005-01-06 2006-07-20 Denso Corp 蒸気圧縮式冷凍機
JP2008127017A (ja) * 2006-11-24 2008-06-05 Behr Gmbh & Co Kg 車両室内を空調するための冷却回路とランキン回路との組み合わせ
JP2009167994A (ja) * 2008-01-21 2009-07-30 Sanden Corp 内燃機関の廃熱利用装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014174549A1 (fr) * 2013-04-23 2014-10-30 株式会社Tbk Dispositif d'alimentation en fluide
US10012227B2 (en) 2013-04-23 2018-07-03 Tbk Co., Ltd. Fluid supply device
EP2957741A1 (fr) * 2014-06-19 2015-12-23 Peugeot Citroën Automobiles Sa Dispositif de récuperation d'énergie à boucle de rankine
FR3022580A1 (fr) * 2014-06-19 2015-12-25 Peugeot Citroen Automobiles Sa Dispositif de recuperation d'energie a boucle de rankine
CN110159411A (zh) * 2019-05-16 2019-08-23 盐城工业职业技术学院 一种发动机联合散热装置及其工作方法

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