WO2015186563A1 - Dispositif de refroidissement pour moteur à combustion interne - Google Patents

Dispositif de refroidissement pour moteur à combustion interne Download PDF

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Publication number
WO2015186563A1
WO2015186563A1 PCT/JP2015/065046 JP2015065046W WO2015186563A1 WO 2015186563 A1 WO2015186563 A1 WO 2015186563A1 JP 2015065046 W JP2015065046 W JP 2015065046W WO 2015186563 A1 WO2015186563 A1 WO 2015186563A1
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WO
WIPO (PCT)
Prior art keywords
gas
valve
refrigerant
internal combustion
combustion engine
Prior art date
Application number
PCT/JP2015/065046
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English (en)
Japanese (ja)
Inventor
山田賢一
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to DE112015002665.7T priority Critical patent/DE112015002665T5/de
Publication of WO2015186563A1 publication Critical patent/WO2015186563A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B23/00—Machines, plants or systems, with a single mode of operation not covered by groups F25B1/00 - F25B21/00, e.g. using selective radiation effect
    • F25B23/006—Machines, plants or systems, with a single mode of operation not covered by groups F25B1/00 - F25B21/00, e.g. using selective radiation effect boiling cooling systems
    • 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
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • F01P3/2207—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point characterised by the coolant reaching temperatures higher than the normal atmospheric boiling point
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • 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
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • F01P2003/2214—Condensers
    • F01P2003/2264—Separators
    • 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
    • F01P2025/00—Measuring
    • F01P2025/04—Pressure
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • 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

Definitions

  • the present invention relates to a cooling device for an internal combustion engine.
  • Patent Document 1 is a technique of a boiling cooling system that cools an internal combustion engine by heat of vaporization of a refrigerant.
  • an object of the present invention is to provide a cooling device capable of appropriate control according to the output of an internal combustion engine.
  • the present invention cools an internal combustion engine by evaporating a refrigerant, and separates the refrigerant into a gas-phase refrigerant and a liquid-phase refrigerant, and supplies the refrigerant from the gas-liquid separator to a condenser.
  • a driver requires a valve provided in a path to be connected, a waste heat recovery unit that is connected between the gas-liquid separator and the valve, and recovers waste heat energy of the internal combustion engine from the gas-phase refrigerant.
  • a control unit that controls an open / close state of the valve according to an output of the internal combustion engine.
  • the control unit When the output of the internal combustion engine requested by the driver is larger than a first threshold, the control unit increases the opening of the valve, and the output of the internal combustion engine requested by the driver is smaller than the first threshold, And when larger than a 2nd threshold value, the said control part may make the opening degree of the said valve small.
  • a temperature acquisition unit that acquires the temperature of the refrigerant may be provided, and the control unit may control the open / close state of the valve according to the temperature of the refrigerant.
  • a pressure acquisition unit that acquires the pressure of the gas-phase refrigerant may be provided, and the control unit may control an open / close state of the valve according to the pressure of the gas-phase refrigerant.
  • FIG. 1A is a block diagram illustrating a cooling device according to the first embodiment.
  • FIG. 1B is a functional block diagram illustrating the configuration of the ECU.
  • FIG. 2 is an example of a flowchart showing processing of the cooling device.
  • 3 (a) and 3 (b) are time charts showing the open / closed state of the valve.
  • FIG. 3C is a chart showing the refrigerant circulation path pressure (internal pressure).
  • FIG. 3D is a chart showing the engine output.
  • FIG. 3E is a chart showing Rankine output.
  • FIG. 3F is a chart showing the total output.
  • FIG. 4 is an example of a flowchart showing processing in the first modification.
  • FIG. 5 is an example of a flowchart showing processing in the second modification.
  • FIG. 1A is a block diagram illustrating a cooling device 100 according to the first embodiment.
  • the cooling device 100 includes an ECU (Engine Control Unit) 10, a water jacket 20, a gas-liquid separator 22, a valve 24, a capacitor 26, a tank 28, a pressure sensor 50, a temperature sensor 52, And an accelerator opening sensor 54 is provided.
  • the cooling device 100 is incorporated in the engine and cools the engine.
  • the cooling device 100 includes a Rankine cycle system that recovers waste heat.
  • the liquid phase refrigerant flows through the hatched portions.
  • ECU10 controls the opening degree of valve
  • the water jacket 20 is formed in, for example, a cylinder block of an engine, and a refrigerant (for example, water) circulates.
  • the refrigerant can cool the engine by the heat of vaporization when it evaporates.
  • the cooling device 100 uses a boiling cooling system.
  • the refrigerant is, for example, water (H 2 O).
  • the refrigerant flows into the gas-liquid separator 22 through the pipe 36 from the water jacket 20.
  • the refrigerant is separated into a liquid phase refrigerant and a gas phase refrigerant.
  • the condenser 26 functions as a condenser that condenses the gas-phase refrigerant into the liquid-phase refrigerant.
  • the liquid phase refrigerant is stored in the tank 28.
  • the liquid refrigerant stored in the tank 28 flows into the water jacket 20 and the gas-liquid separator 22 through the pipe 40.
  • Pumps 48 and 49 provided in the pipe 40 draw liquid refrigerant from the tank 28.
  • the gas phase refrigerant warmed by the superheater 30 is blown to the turbine 32.
  • the turbine 32 rotates.
  • the rotational force of the turbine 32 is converted into electric power by a generator, for example, or converted into auxiliary power of the engine.
  • the gas-phase refrigerant blown to the turbine 32 is recovered by the condenser 26 through the pipes 44 and 38.
  • the superheater 30, the turbine 32, and the evaporator 34 are included in a waste heat recovery unit (Rankine cycle system) that recovers energy from engine waste heat.
  • the pressure of the gas phase refrigerant in the cooling device 100 changes depending on the opening degree of the valve 24 provided in the pipe 38.
  • the opening degree of the valve 24 is large, the inflow amount of the gas-phase refrigerant into the condenser 26 increases, and the inflow amount into the superheater 30 decreases. Further, the pressure of the gas-phase refrigerant is reduced, the liquid-phase refrigerant is easily evaporated, and cooling is promoted.
  • the opening degree of the valve 24 is small, the inflow amount of the gas phase refrigerant to the condenser 26 is small, and the inflow amount to the superheater 30 is large.
  • the pressure of the gas-phase refrigerant rises, the liquid-phase refrigerant hardly evaporates, and the cooling is weakened.
  • the ECU 10 controls the opening degree of the valve 24.
  • the pressure sensor 50 is provided in the gas-liquid separator 22 and detects the pressure (internal pressure) of the gas-phase refrigerant in the refrigerant circulation path.
  • the temperature sensor 52 is provided in the gas-liquid separator 22 and detects the temperature of the liquid-phase refrigerant.
  • the accelerator opening sensor 54 detects the accelerator opening. The opening of the accelerator changes according to the operation of the driver of the vehicle and corresponds to the required output. That is, the required output is large when the accelerator opening is large, and the required output is small when the accelerator opening is small.
  • FIG. 1B is a functional block diagram illustrating the configuration of the ECU 10. As shown in FIG. 1B, the ECU 10 functions as a valve control unit 12, an accelerator opening acquisition unit 14, a pressure acquisition unit 16, and a temperature acquisition unit 18.
  • the valve control unit 12 controls the opening degree of the valve 24.
  • the accelerator opening acquisition unit 14 acquires the accelerator opening detected by the accelerator opening sensor 54.
  • the pressure acquisition unit 16 acquires the trans-internal pressure detected by the pressure sensor 50.
  • the temperature acquisition unit 18 acquires the temperature of the liquid-phase refrigerant detected by the temperature sensor 52.
  • FIG. 2 is a flowchart showing the processing of the cooling device 100. As shown in FIG. 2, the valve controller 12 closes the valve 24 (step S1).
  • step S2 judges whether the engine is operating (step S2). If no, the process ends. In the case of Yes, the ECU 10 proceeds to step S3.
  • the pressure acquisition unit 16 acquires the internal pressure P from the pressure sensor 50, and determines whether the internal pressure P is greater than P1 (step S3). In No, ECU10 returns to step S1. In the case of Yes, the ECU 10 proceeds to step S4.
  • the accelerator opening acquisition unit 14 acquires the accelerator opening A from the accelerator opening sensor 54, and determines whether the accelerator opening A is greater than A1 (step S4). In No, ECU10 returns to step S1. In the case of Yes, the ECU 10 proceeds to step S5.
  • the pressure acquisition unit 16 acquires the transmural pressure P and determines whether the transmural pressure P is greater than P2 (step S5). In the case of No, the ECU 10 proceeds to step S6, and in the case of Yes, the ECU 10 proceeds to step S7.
  • step S6 the valve control unit 12 sets the opening degree of the valve 24 to the opening degree 1. After step S6, the ECU 10 returns to step S2.
  • step S7 the accelerator opening obtaining unit 14 obtains the accelerator opening A, and determines whether the accelerator opening A is larger than A2. In No, ECU10 progresses to step S6. In the case of Yes, the ECU 10 proceeds to step S8.
  • the valve control unit 12 sets the opening degree of the valve 24 to the opening degree 2 (step S8). After step S8, the ECU 10 returns to step S2. Thus, the process of FIG. 2 ends.
  • FIGS. 3A and 3 (b) are time charts showing the open / closed state of the valve 24.
  • FIG. The horizontal axis represents time, and the vertical axis represents opening / closing of the valve 24.
  • FIGS. 3A and 3B the opening and closing of the valve 24 is periodically switched.
  • FIG. 3A shows the opening degree 1 (step S6 in FIG. 2), and the valve 24 is opened during the time ⁇ t1, and is closed at other times.
  • FIG. 3B shows the opening degree 2 (step S8), and the valve 24 is opened during ⁇ t2 longer than the time ⁇ t1.
  • the valve 24 opens longer at the opening 2 than the opening 1. For this reason, the inside of the cooling device 100 is depressurized, and the liquid-phase refrigerant is easily evaporated.
  • FIG. 3 (c) to 3 (f) are charts showing internal pressure, engine output, Rankine output (output generated by the turbine 32), and total output (total output of engine output and Rankine output), respectively. is there.
  • the horizontal axis of FIG.3 (c) to FIG.3 (f) has shown the engine load.
  • the solid line indicates Example 1, and the broken line indicates a comparative example.
  • the pressure P2 is larger than P1, and the engine load L2 is larger than L1.
  • the pressure is smaller than P1, the engine load is smaller than L1, and in this case, the accelerator opening is smaller than A1 (No in steps S3 and S4 in FIG. 2).
  • the valve control unit 12 closes the valve 24 (step S1).
  • the internal pressure increases and the liquid refrigerant is less likely to evaporate. Therefore, cooling of the engine is suppressed and warm-up is promoted.
  • FIGS. 3D to 3F the engine output, the Rankine output, and the total output gradually increase according to the engine load.
  • the valve control unit 12 sets the opening degree of the valve 24 to the opening degree 1 (step S6).
  • the valve 24 is opened for the time ⁇ t1, so that cooling is performed.
  • the valve 24 is closed, the gas phase refrigerant flows to the turbine 32. Since the turbine 32 assists the power of the engine, fuel efficiency is improved.
  • the valve control unit 12 sets the opening degree of the valve 24 to the opening degree 2 (step S8).
  • bulb 24 opens over time (DELTA) t2.
  • DELTA the opening degree of the valve 24
  • the liquid-phase refrigerant is easily evaporated, and engine cooling is promoted. For this reason, even if fuel combustion in the engine becomes intense in order to obtain an output exceeding L2, damage to the engine due to heat is suppressed.
  • the valve 24 is fully closed when it is less than L1, and the valve 24 has a constant opening (for example, opening 1) when it is larger than L1.
  • a constant opening for example, opening 1
  • the Rankine output becomes larger than that in the first embodiment.
  • the cooling performance is lower than that in Example 1. Therefore, the engine output decreases.
  • engine cooling is insufficient and knocking due to self-ignition may occur.
  • the valve control unit 12 controls the open / close state of the valve 24 according to the required output (engine load). Thereby, the opening degree of the valve 24 changes between when priority is given to fuel consumption and when priority is given to cooling and output.
  • the valve control unit 12 can control the opening degree of the valve 24 according to the internal pressure. Steps S3 and S4 in FIG. 2 may be switched in order, and steps S5 and S7 may be switched in order.
  • the opening degree of the valve 24 is controlled according to the accelerator opening degree (required output) and the internal pressure, but the present invention is not limited to this. This will be described below.
  • the first modification of the first embodiment is an example in which the valve control unit 12 controls the valve opening degree only according to the required output.
  • the configuration of the cooling device is the same as in FIGS. 1 (a) and 1 (b).
  • FIG. 4 is a flowchart showing processing in the first modification. The processing of FIG. 4 is the same as that of FIG. 2 except for steps S3 and S5, and the other steps are the same. As shown in FIG. 4, appropriate control is possible by controlling the opening of the valve 24 in accordance with the accelerator opening, that is, the required output.
  • Modification 2 is an example in which the opening degree is controlled by the required output and temperature.
  • FIG. 5 is a flowchart showing the processing in the second modification.
  • step S3a is performed instead of step S3 of FIG. 2
  • step S5a is performed instead of step S5.
  • the other steps are the same.
  • step S3a the temperature acquisition unit 18 acquires the temperature T from the temperature sensor 52, and determines whether it is higher than T1. In No, ECU10 returns to step S1. In the case of Yes, the ECU 10 proceeds to step S4.
  • step S5a the temperature acquisition unit 18 acquires the temperature T from the temperature sensor 52, and determines whether it is higher than T2.
  • T2 is a temperature higher than T1.
  • ECU10 progresses to step S6.
  • the ECU 10 proceeds to step S7.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

La présente invention concerne un dispositif de refroidissement pour un moteur à combustion interne refroidissant le moteur à combustion interne, en utilisant la vaporisation d'un réfrigérant et pourvu : d'un séparateur gaz-liquide permettant de séparer le réfrigérant en un réfrigérant en phase gazeuse et un réfrigérant en phase liquide ; d'une soupape prévue dans un passage permettant de fournir un réfrigérant du séparateur gaz-liquide à un condenseur ; d'une unité de récupération de chaleur raccordée entre le séparateur gaz-liquide et la soupape et récupérant l'énergie de la chaleur perdue du moteur à combustion interne à partir du réfrigérant en phase gazeuse ; et d'une unité de commande permettant de commander l'état d'ouverture et de fermeture de la soupape en fonction de la sortie du moteur à combustion interne demandée par un conducteur.
PCT/JP2015/065046 2014-06-05 2015-05-26 Dispositif de refroidissement pour moteur à combustion interne WO2015186563A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112015002665.7T DE112015002665T5 (de) 2014-06-05 2015-05-26 Kühlvorrichtung einer Brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014-116941 2014-06-05
JP2014116941A JP2015230139A (ja) 2014-06-05 2014-06-05 内燃機関の冷却装置

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WO2015186563A1 true WO2015186563A1 (fr) 2015-12-10

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DE (1) DE112015002665T5 (fr)
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008248703A (ja) * 2007-03-29 2008-10-16 Toyota Motor Corp エンジン廃熱回収システム
JP2010096020A (ja) * 2008-10-14 2010-04-30 Toyota Motor Corp 電動ウォーターポンプの制御装置
JP2010223116A (ja) * 2009-03-24 2010-10-07 Toyota Motor Corp エンジンの冷却装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5201227B2 (ja) * 2011-02-17 2013-06-05 トヨタ自動車株式会社 ランキンサイクルシステムの異常検出装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008248703A (ja) * 2007-03-29 2008-10-16 Toyota Motor Corp エンジン廃熱回収システム
JP2010096020A (ja) * 2008-10-14 2010-04-30 Toyota Motor Corp 電動ウォーターポンプの制御装置
JP2010223116A (ja) * 2009-03-24 2010-10-07 Toyota Motor Corp エンジンの冷却装置

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DE112015002665T5 (de) 2017-02-23
JP2015230139A (ja) 2015-12-21

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