WO2022191159A1 - 冷却機構 - Google Patents
冷却機構 Download PDFInfo
- Publication number
- WO2022191159A1 WO2022191159A1 PCT/JP2022/009852 JP2022009852W WO2022191159A1 WO 2022191159 A1 WO2022191159 A1 WO 2022191159A1 JP 2022009852 W JP2022009852 W JP 2022009852W WO 2022191159 A1 WO2022191159 A1 WO 2022191159A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- compressor
- cooling
- pressure
- intake air
- cooling water
- Prior art date
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 96
- 239000000498 cooling water Substances 0.000 claims description 67
- 238000002485 combustion reaction Methods 0.000 claims description 29
- 239000002699 waste material Substances 0.000 claims description 21
- 238000000034 method Methods 0.000 claims 1
- 239000002826 coolant Substances 0.000 abstract 5
- 239000000446 fuel Substances 0.000 description 10
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 239000007789 gas Substances 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 230000006866 deterioration Effects 0.000 description 5
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000010365 information processing Effects 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 239000000112 cooling gas Substances 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- 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
- F01P3/12—Arrangements for cooling other engine or machine parts
-
- 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
- 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
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/005—Cooling of pump drives
-
- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
- F01P2005/125—Driving auxiliary pumps electrically
-
- 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
- F01P2060/02—Intercooler
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- 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 mechanism, and more particularly to a cooling mechanism that cools a compressor with cooling water of an internal combustion engine.
- Patent Document 1 A cooling mechanism that cools the compressor with the cooling water of the internal combustion engine has been proposed (see Patent Document 1, for example).
- the invention described in Japanese Patent Laid-Open No. 2002-200002 is when the temperature of the intake air after passing through the compressor is lower than a threshold value and the temperature of the cooling water is higher than the temperature of the intake air, and the temperature of the cooling water is equal to or lower than the temperature of the intake air.
- the flow rate of cooling water is increased.
- the invention described in Patent Document 1 aims at increasing the temperature of the intake air with cooling water.
- the cooling water may increase the temperature of the intake air and expand the volume of the intake air.
- Such expansion of the volume of the intake air reduces the amount of air introduced into the cylinders, thereby deteriorating combustion and causing deterioration in fuel efficiency. Therefore, in the cooling mechanism described in Patent Document 1, the fuel consumption deteriorates when the temperature of the intake air after passing through the compressor is lower than the threshold value.
- An object of the present disclosure is to provide a cooling mechanism that suppresses deterioration of fuel consumption in a structure that cools a compressor with cooling water of an internal combustion engine.
- a cooling mechanism for achieving the above object includes a cooling circuit for an internal combustion engine, and a compressor branched from the cooling circuit to supercharge the intake air of the internal combustion engine. and a compressor cooling passage that merges, wherein the compressor is configured to be driven in conjunction with a turbine driven by exhaust gas, and a flow control valve that adjusts the flow rate of cooling water flowing inside the compressor wherein the flow control valve adjusts the flow rate of the cooling water flowing inside the compressor when the temperature of the intake air at the outlet of the compressor is lower than the temperature of the cooling water when the temperature of the intake air at the outlet of the compressor is cooled. It is characterized in that the flow rate of the cooling water flowing inside the compressor is made smaller than the flow rate of the cooling water flowing inside the compressor when the temperature of the water is equal to or higher than that of the water.
- the cooling water increases the temperature of the intake air by reducing the flow rate of the cooling water flowing inside the compressor when the temperature of the intake air at the outlet of the compressor is lower than the temperature of the cooling water. Accordingly, it is possible to suppress the expansion of the volume of the intake air. This is advantageous for ensuring the amount of air introduced into the cylinders, and can avoid deterioration in fuel consumption.
- FIG. 1 is a configuration diagram illustrating the cooling mechanism of the first embodiment.
- FIG. 2 is a correlation diagram illustrating the correlation between the differential pressure between the target pressure and the actual pressure of the intake air at the outlet of the compressor in FIG. 1 and the control values of the variable vane and the waste gate valve opening.
- FIG. 3 is a correlation diagram illustrating the correlation between the opening degree of the variable vane and the opening degree of the flow control valve in FIG.
- FIG. 4 is a correlation diagram illustrating the correlation between pressure and temperature of intake air at the outlet of the compressor of FIG.
- FIG. 5 is a configuration diagram illustrating the cooling mechanism of the second embodiment.
- FIG. 6 is a correlation diagram illustrating the correlation between the opening degree of the waste gate valve and the opening degree of the flow control valve in FIG.
- FIG. 7 is a correlation diagram illustrating the correlation between the pressure and temperature of the intake air at the outlet of the compressor of FIG.
- FIG. 8 is a configuration diagram illustrating the cooling mechanism of the third embodiment.
- FIGS. 1, 5, and 8 An embodiment of a cooling mechanism internal combustion engine according to the present disclosure will be described below.
- dashed-dotted lines indicate signal lines
- outline arrows indicate the flow of gas (intake and exhaust)
- solid arrows indicate the flow of cooling water.
- the arrangement of cooling water and gas flow paths is changed so that the configuration is easy to understand, and does not necessarily match the actual manufacturing.
- only one cylinder 2 is illustrated to avoid complication of the drawings.
- the cooling mechanism 10 of the first embodiment is a mechanism that cools the internal combustion engine 1, which is a diesel engine that uses light oil as fuel.
- the internal combustion engine 1 is an engine that obtains power by reciprocating linear motion of a piston 3 inside a cylinder 2 and includes a turbocharger 20 .
- the internal combustion engine 1 is a multi-cylinder engine having not only one cylinder but also other cylinders (not shown).
- the fuel for the internal combustion engine 1 is not limited to light oil, and may be gasoline or liquefied gas. Further, the number of cylinders and cylinder arrangement of the internal combustion engine 1 are not particularly limited.
- the turbocharger 20 includes a turbine 21 arranged in the exhaust passage 4, a compressor 22 arranged in the intake passage 5, and a bearing 23 supporting a rotation shaft that interlocks the turbine 21 and the compressor 22. .
- the turbine 21 is rotated by the exhaust discharged from the exhaust valve 6 into the exhaust passage 4, and the rotational power of the turbine 21 drives the compressor 22 to rotate. It is a configuration that supercharges the intake air.
- the turbine 21 has variable vanes 24 and a wastegate valve 25 .
- the turbine 21 is configured to adjust the rotation of the turbine blades 26 by changing the opening area of the exhaust passage of the turbine housing with the variable vanes 24 to adjust the flow velocity of the exhaust flowing through the exhaust passage. Further, the turbine 21 is configured such that the waste gate valve 25 changes the flow rate of the exhaust flowing into the turbine housing to adjust the rotation of the turbine blades 26 .
- the compressor 22 rotates in conjunction with the rotation of the turbine blades 26 .
- the compressor 22 is a water-cooled compressor cooled by cooling water of the cooling mechanism 10, which will be described later.
- Bearings 23 support the rotating shafts of turbine 21 and compressor 22 .
- the bearing 23 is also a water-cooled bearing cooled by cooling water of the cooling mechanism 10, which will be described later.
- variable vane 24 is arranged in the exhaust passage inside the turbine housing and driven by the driving device 27a.
- the variable vane 24 is closed to the fully closed side by the drive device 27a to reduce the opening area of the exhaust passage. Further, when the pressure Px is higher than the target pressure, the variable vane 24 is opened to the fully open side by the driving device 27a to increase the opening area of the exhaust passage.
- the wastegate valve 25 is arranged in the turbine detour passage 4a that bypasses the turbine 21 and is driven by a drive device 27b.
- the wastegate valve 25 is fully closed by the driving device 27b when the pressure Px of the intake air at the outlet of the compressor 22 is lower than the desired target pressure, thereby increasing the flow rate of the exhaust gas flowing into the turbine 21 .
- the wastegate valve 25 is fully opened by the driving device 27b when the pressure Px of the intake air at the outlet of the compressor 22 is higher than the target pressure, thereby reducing the flow rate of the exhaust gas flowing into the turbine 21 .
- the waste gate valve 25 is exemplified by a built-in type installed inside the turbine 21 and an external type installed outside as in the present embodiment.
- the desired target pressure is a value calculated by the injection control device 40, which will be described later, based on the rotation speed of the crankshaft 8 of the internal combustion engine 1 and the depression amount of the accelerator pedal (not shown).
- the fully closed side is based on full open, and the fully open side is based on fully closed. That is, the degree of opening on the side of fully open to fully closed indicates the degree of opening other than fully open, and the degree of opening on the side of fully closed to fully open indicates the degree of opening other than fully closed.
- Each of the drive devices 27a and 27b is electrically connected to the control device 28, and the drive is controlled by the control device 28 based on the pressure Px acquired by the pressure sensor 29, which is a pressure acquisition device.
- Examples of the driving devices 27a and 27b include electric actuators, hydraulic actuators, and pneumatic actuators.
- the control device 28 is hardware comprising a central processing unit (CPU) that performs various types of information processing, an internal storage device capable of reading and writing programs and information processing results used for performing the various types of information processing, and various interfaces. be.
- the control device 28 is electrically connected to the drive devices 27 a and 27 b, the pressure sensor 29 and the injection control device 40 that controls the fuel injection device 9 .
- the control device 28 is a functional element that controls the driving of the variable vanes 24 and the waste gate valve 25 based on the exhaust state and target pressure of the internal combustion engine 1 obtained from the injection control device 40 and the pressure Px obtained by the pressure sensor 29.
- the functional elements are stored as programs in the internal storage device and executed by the central processing unit at appropriate times.
- the functional element may be configured by a programmable controller (PLC) or an electric circuit that functions independently.
- PLC programmable controller
- the exhaust state of the internal combustion engine 1 corresponds to the magnitude of the volumetric flow rate of the exhaust gas discharged from the exhaust valve 6 to the exhaust passage 4. It is divided into a large high flow state and a large high flow state.
- the division between the small flow rate state and the large flow rate state can be arbitrarily set based on the volumetric flow rate of the exhaust previously obtained by experiments, tests, or simulations.
- the control value indicating the increase or decrease with respect to the current opening of the variable vane 24 has a positive correlation with the differential pressure ⁇ P
- the postnatal value indicating the increase or decrease with respect to the current opening of the wastegate valve 25 has a negative correlation with the differential pressure ⁇ P.
- control device 28 fully opens the variable vane 24 and controls the waste gate valve 25 with a control value based on the differential pressure ⁇ P obtained by subtracting the pressure Px from the target pressure. adjust the opening of the In the present disclosure, each degree of opening is positive when fully open, negative when fully closed, 100% when fully open, and 0% when fully closed.
- the cooling mechanism 10 is a mechanism for cooling the internal combustion engine 1 with cooling water, and includes a cooling circuit 11, a compressor cooling passage 30, a bearing cooling passage 31, and a flow control valve 32. Configured.
- the cooling circuit 11 is a circulation circuit including a shared passage 12, a cooling passage 13, a bypass passage 14, and a thermostat 15.
- a cooling water pump 16 and a water jacket 17 are arranged in the shared passage 12, and a radiator is arranged in the cooling passage 13. 18 are placed.
- Cooling mechanism 10 is configured such that cooling water flows through at least one of cooling passage 13 and bypass passage 14 by thermostat 15 after passing through shared passage 12 , and circulates to shared passage 12 again.
- the cooling water pump 16 is a pump that discharges cooling water and circulates the cooling water.
- the cooling water pump 16 is exemplified by an electric water pump or a mechanical water pump connected to the crankshaft 8 via a power transmission mechanism.
- the water jacket 17 is a cooling water passage provided around the cylinders 2 , and the passage is formed to surround the plurality of cylinders 2 .
- the thermostat 15 is arranged at the branch point of the cooling passage 13 and the bypass passage 14 .
- the thermostat 15 has a lifter (not shown) that expands and contracts as the temperature of the cooling water rises and contracts as the temperature of the cooling water drops.
- the thermostat 15 may be configured to adjust the flow rate of cooling water flowing through the cooling passage 13 and the bypass passage 14 according to the temperature of the cooling water, and may be configured with a three-way valve capable of controlling the degree of opening.
- the radiator 18 is arranged on the front side (left side in FIG. 1) of the vehicle on which the internal combustion engine 1 is mounted, and the cooling fan 19 is arranged on the rear side.
- the radiator 18 is a heat exchanger that uses the vehicle speed wind and the cooling wind from the subsequent cooling fan 19 to cool the cooling water passing through it.
- the cooling passage 13 is a flow path in which a radiator 18 is provided in the middle thereof and cooling water is cooled by the radiator 18 .
- the detour passage 14 is a passage that bypasses the cooling passage 13 so that the cooling water is not cooled by the radiator 18 .
- the compressor cooling passage 30 is a passage that branches from the cooling circuit 11 and merges with the cooling circuit 11 after passing through the inside of the compressor 22 .
- the compressor cooling passage 30 of the present embodiment branches from the shared passage 12 downstream of the cooling water pump 16 and upstream of the water jacket 17 with respect to the flow of cooling water. merges into the common passage 12 on the downstream side.
- the compressor cooling passage 30 may be configured to branch from the shared passage 12 on the downstream side of the water jacket 17 with respect to the flow of cooling water and join the shared passage 12 on the downstream side of the branch point with the shared passage 12. .
- the bearing cooling passage 31 branches from the compressor cooling passage 30 on the upstream side of the compressor 22 with respect to the flow of cooling water in the compressor cooling passage 30 , passes through the inside of the bearing 23 , and then flows downstream of the compressor 22 . This passage merges with the compressor cooling passage 30 on the side.
- the flow rate control valve 32 is a device that adjusts the flow rate of cooling water flowing inside the compressor 22 .
- the flow control valve 32 is arranged in the compressor cooling passage 30 upstream of the compressor 22 and downstream of the bearing cooling passage 31 with respect to the flow of cooling water.
- the flow control valve 32 is a valve that can be freely opened, and has a configuration that allows expansion and contraction of the flow area of the compressor cooling passage 30 .
- a globe valve, a gate valve, and a butterfly valve are exemplified as the flow control valve 32 .
- the flow control valve 32 is mechanically connected to a driving device 27a that drives the variable vane 24 via a link member 33, and is driven in conjunction with the driving of the driving device 27a.
- the opening degree of the flow control valve 32 has a positive correlation with the opening degree of the variable vanes 24 .
- the flow control valve 32 is fully opened when the variable vanes 24 are fully opened, and fully closed when the variable vanes 24 are fully closed.
- the lower limit temperature Ta and the upper limit temperature Tb are the temperatures of the cooling water flowing through the cooling circuit 11, the compressor cooling passage 30, and the bearing cooling passage 31, except when the operating state of the internal combustion engine 1 is cold. Indicates the lower and upper displacement limits.
- the lower limit pressure Pa corresponds to the lower limit temperature Ta
- the upper limit pressure Pb corresponds to the upper limit temperature Tb.
- a hatched portion in the figure indicates that the operating state of the internal combustion engine 1 is a small flow rate state.
- FIG. 4 it is assumed that the variable vane 24 is fully open and the waste gate valve 25 is fully closed.
- a cold state indicates a state in which the temperature of each part of the internal combustion engine 1 is equal to or lower than the ambient temperature.
- the control device 28 When the operating state of the internal combustion engine 1 is a small flow rate state, the control device 28 fully closes the waste gate valve 25 and adjusts the opening degree of the variable vane 24 by a control value based on the differential pressure ⁇ P. Assuming that the target pressure is the upper limit pressure Pb, the variable vane 24 is closed from fully open to fully closed until the pressure Px of the intake air at the outlet of the compressor 22 reaches the upper limit pressure Pb. When the pressure reaches Pb, it is fully opened.
- the flow rate control valve 32 is interlocked with the movement of the variable vane 24, and the opening is closed from fully open to the fully closed side until the intake pressure Px reaches the upper limit pressure Pb, and the intake pressure Px reaches the upper limit pressure Pb. Then it will open up. As a result, when the temperature Tx of the intake air at the outlet of the compressor 22 becomes lower than the upper limit temperature Tb of the cooling water, the flow rate of the cooling water flowing inside the compressor 22 decreases.
- the flow control valve 32 is mechanically connected to the driving device 27b that drives the wastegate valve 25 via the link member 34, unlike the cooling mechanism 10 of the first embodiment. It is different in that it is driven in conjunction with the driving of the driving device 27b.
- the degree of opening of the flow control valve 32 has a positive correlation with the degree of opening of the wastegate valve 25 .
- the flow control valve 32 is fully opened when the waste gate valve 25 is fully opened, and is fully closed when the waste gate valve 25 is fully closed.
- the hatched portion in the figure indicates that the operating state of the internal combustion engine 1 is a large flow rate state.
- the variable vane 24 is fully open and the waste gate valve 25 is fully closed.
- the control device 28 When the operating state of the internal combustion engine 1 is a large flow rate state, the control device 28 fully opens the variable vanes 24 and adjusts the opening of the wastegate valve 25 using a control value based on the differential pressure ⁇ P. Assuming that the target pressure is the upper limit pressure Pb, the waste gate valve 25 is fully closed until the intake pressure Px at the outlet of the compressor 22 reaches the upper limit pressure Pb. It becomes the degree of opening on the fully open side.
- the flow control valve 32 is interlocked with the movement of the waste gate valve 25 and is fully closed until the intake pressure Px reaches the upper limit pressure Pb. becomes open. As a result, when the temperature Tx of the intake air at the outlet of the compressor 22 becomes lower than the upper limit temperature Tb of the cooling water, the flow rate of the cooling water flowing inside the compressor 22 decreases. As illustrated in FIG. 8, the cooling mechanism 10 of the third embodiment differs from the first and second embodiments in that the controller 28 controls the flow control valve 32 .
- the controller 28 has, as a pressure threshold, either the lower limit pressure Pa corresponding to the lower limit temperature Ta illustrated in FIG. 4 or FIG. 7 or the upper limit pressure Pb corresponding to the upper limit temperature Tb.
- the control device 28 determines whether the pressure Px acquired by the pressure sensor 29 is lower than the pressure threshold. Next, when the control device 28 determines that the pressure Px is lower than the pressure threshold, the flow control valve 32 reduces the flow rate of the cooling water inside the compressor 22. Control is performed to restore the flow rate of the cooling water inside the compressor 22 from a low state. As a result, when the temperature Tx of the intake air at the outlet of the compressor 22 becomes lower than the upper limit temperature Tb of the cooling water, the flow rate of the cooling water flowing inside the compressor 22 decreases.
- the cooling mechanism 10 of the present disclosure cools the compressor 22 with cooling water, and cools the inside of the compressor 22 in a state where the temperature Tx of the intake air at the outlet of the compressor 22 is lower than the upper limit temperature Tb of the cooling water. Reduce the flow rate of cooling water. Therefore, according to the cooling mechanism 10, it is possible to suppress the increase in the temperature Tx of the intake air due to the cooling water and the expansion of the volume of the intake air. As a result, it is advantageous to ensure the amount of air introduced into the cylinder 2, and deterioration of fuel consumption can be avoided.
- the flow control valve 32 of the cooling mechanism 10 of the present disclosure may be mechanically interlocked with the driving devices 27a and 27b of the variable vane 24 and the wastegate valve 25 as in the first embodiment and the second embodiment. It may be controlled by the controller 28 based on the pressure Px of the intake air at the outlet of the compressor 22 as in the third embodiment. Further, the flow control valve 32 may be controlled by the controller 28 so as to be interlocked with the variable vane 24 or the wastegate valve 25 using the correlation between the differential pressure ⁇ P and the control value shown in FIG.
- the flow control valve 32 is mechanically connected to the drive devices 27a, 27b and directly linked to the drive of the variable vane 24 or the wastegate valve 25, thereby controlling This is advantageous for avoiding the time delay associated with , resulting in a highly responsive mechanism.
- the temperature Tx of the intake air at the outlet of the compressor 22 is reduced to a small flow rate state in which the variable vane 24 is driven from the fully open side to the fully closed side.
- the temperature is lower than the upper limit temperature Tb of the cooling water, it may be in a narrower range.
- the low flow rate state may be a state in which the temperature Tx is lower than the temperature in the vicinity of the lower limit temperature Ta.
- the high flow rate state may be a state in which the temperature Tx is equal to or higher than a temperature in the vicinity of the lower limit temperature Ta.
- the cooling mechanism 10 of the present disclosure has a configuration in which the bearing cooling passage 31 branches from the compressor cooling passage 30 . This is advantageous in avoiding a situation in which the flow rate of cooling water flowing through the bearing cooling passage 31 is reduced even when the flow rate of cooling water flowing inside the compressor 22 is reduced.
- the cooling mechanism of the present disclosure may be configured such that the bearing cooling passage 31 is omitted and the cooling passage inside the compressor 22 and the cooling passage inside the bearing 23 are communicated with each other.
- the cooling mechanism 10 of the present disclosure may have a configuration in which the waste gate valve 25 and the turbine bypass passage 4a are omitted in the first embodiment, a configuration in which the variable vane 24 is omitted in the second embodiment, or a configuration in which the variable vane 24 is omitted in the second embodiment.
- the variable vane 24, the waste gate valve 25, and the turbine bypass passage 4a may be omitted.
- the cooling mechanism 10 of the present disclosure may be configured with an on/off valve in which the flow control valve 32 has only two states of fully open and fully closed.
- the flow control valve 32 constituted by an on/off valve is fully closed until the variable vane 24 is fully opened, and is fully opened when the variable vane 24 is fully opened.
- the flow control valve 32 which is an on-off valve, is fully closed until the wastegate valve 25 opens from fully closed to fully open, and the wastegate valve 25 is fully closed. When it starts to open from the fully open side, it becomes fully open.
- cooling mechanism According to the cooling mechanism according to the present disclosure, deterioration of fuel consumption can be suppressed in a structure that cools the compressor with cooling water of the internal combustion engine, so it is useful in that the fuel efficiency of the vehicle can be improved.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Supercharger (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
図8に例示するように、第三実施形態の冷却機構10は第一実施形態および第二実施形態に対して、制御装置28が流量調節弁32を制御する点が異なる。
10 冷却機構
11 冷却回路
20 ターボチャージャ
21 タービン
22 コンプレッサ
23 軸受
24 可変翼
25 ウェストゲートバルブ
30 コンプレッサ用冷却通路
31 軸受用冷却通路
32 流量調節弁
33、34 リンク部材
Claims (7)
- 内燃機関の冷却回路と、その冷却回路から分岐して、前記内燃機関の吸気を過給するコンプレッサの内部を経由した後に前記冷却回路に合流するコンプレッサ用冷却通路と、を備えた冷却機構において、
前記コンプレッサは排気により駆動するタービンに連動して駆動する構成であり、
前記コンプレッサの内部に流れる冷却水の流量を調節する流量調節弁を備え、
前記流量調節弁は、前記コンプレッサの出口の吸気の温度が冷却水の温度よりも低くなる状態における前記コンプレッサの内部に流れる冷却水の流量を、前記コンプレッサの出口の吸気の温度が冷却水の温度以上になる状態における前記コンプレッサの内部に流れる冷却水の流量よりも少なくする構成であることを特徴とする冷却機構。 - 前記タービンは前記コンプレッサの出口の吸気の圧力を調節する可変翼を有して成り、前記可変翼は前記コンプレッサの出口の吸気の温度が冷却水の温度よりも低くなる状態における開度が全開から全閉の側の開度になり、前記流量調節弁は前記可変翼に連動して全開から全閉の側の開度になる構成である請求項1に記載の冷却機構。
- 前記流量調節弁と前記可変翼の駆動装置とを機械的に連結するリンク部材を備える請求項2に記載の冷却機構。
- 前記タービンは前記コンプレッサの出口の吸気の圧力を調節するウェストゲートバルブを有して成り、前記ウェストゲートバルブは前記コンプレッサの出口の吸気の温度が冷却水の温度よりも低くなる状態における開度が全開から全閉の側の開度になり、前記流量調節弁は前記ウェストゲートバルブに連動して全開から全閉の側の開度になる構成である請求項1に記載の冷却機構。
- 前記流量調節弁と前記ウェストゲートバルブの駆動装置とを機械的に連結するリンク部材を備える請求項4に記載の冷却機構。
- 前記コンプレッサの出口の吸気の圧力を取得する圧力取得装置と、前記流量調節弁を制御する制御装置と、を備え、
前記制御装置は、前記流量調節弁により、前記圧力取得装置が取得した前記出口の吸気の圧力が前記コンプレッサの出口の吸気の温度が冷却水の温度よりも低くなる状態を判定可能に設定され圧力閾値よりも低い場合における前記コンプレッサの内部に流れる冷却水の流量を、前記出口の吸気の圧力が前記圧力閾値以上になった場合における前記コンプレッサの内部に流れる冷却水の流量よりも少なくさせる制御を行う構成である請求項1に記載の冷却機構。 - 前記コンプレッサ用冷却通路から分岐して、前記コンプレッサの軸受の内部を経由した後に前記コンプレッサ用冷却通路に合流する軸受用冷却通路を備え、
前記流量調節弁は、前記コンプレッサ用冷却通路および軸受用冷却通路の分岐に、あるいは、冷却水の流れに関してその分岐よりも下流の側の前記コンプレッサ用冷却通路に配置される請求項1~6のいずれか1項に記載の冷却機構。
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JP2013002307A (ja) * | 2011-06-13 | 2013-01-07 | Toyota Motor Corp | 過給機の冷却装置 |
JP2014129724A (ja) * | 2012-12-27 | 2014-07-10 | Toyota Motor Corp | ターボチャージャ |
JP2019183751A (ja) * | 2018-04-11 | 2019-10-24 | 三菱重工エンジン&ターボチャージャ株式会社 | コンプレッサの冷却制御装置 |
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