JPH0526924B2 - - Google Patents
Info
- Publication number
- JPH0526924B2 JPH0526924B2 JP59085951A JP8595184A JPH0526924B2 JP H0526924 B2 JPH0526924 B2 JP H0526924B2 JP 59085951 A JP59085951 A JP 59085951A JP 8595184 A JP8595184 A JP 8595184A JP H0526924 B2 JPH0526924 B2 JP H0526924B2
- Authority
- JP
- Japan
- Prior art keywords
- cooling water
- turbocharger
- temperature
- flow rate
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000498 cooling water Substances 0.000 claims description 141
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 53
- 238000001514 detection method Methods 0.000 claims description 18
- 238000001816 cooling Methods 0.000 claims description 10
- 230000007423 decrease Effects 0.000 claims description 6
- 238000013021 overheating Methods 0.000 description 19
- 239000003921 oil Substances 0.000 description 10
- 238000010586 diagram Methods 0.000 description 8
- 239000002826 coolant Substances 0.000 description 7
- 238000000034 method Methods 0.000 description 4
- 230000003111 delayed effect Effects 0.000 description 3
- 239000010687 lubricating oil Substances 0.000 description 3
- 238000010792 warming Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- -1 that is Substances 0.000 description 1
Classifications
-
- 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
- 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
- F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はターボ過給機付エンジンに関するもの
である。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a turbocharged engine.
（従来技術）
ターボ過給機付エンジンにおける問題点の一つ
に、排気ガスの影響で熱的に厳しい環境下にある
ターボ過給機のタービン側軸受部の過熱というこ
とがある。すなわち、従来、上記タービン側軸受
部は潤滑油を循環供給して冷却する方式が多く採
用されているが、エンジン出力向上の要求からタ
ーボ過給機が高速運転されると潤滑油自体の温度
が高くなり、十分な冷却ができず過熱の問題が生
ずる。そして、この過熱対策として、例えば、実
開昭57−28号公報に記載されている如く、上記タ
ービン側軸受部近傍に冷却材のジヤケツトを設
け、エンジン本体と熱交換器との間で冷却材を循
環させるエンジン冷却システム中に上記ジヤケツ
トを接続し、エンジン冷却材でこのタービン側軸
受部を冷却する技術は一般に知られている。(Prior Art) One of the problems with turbocharged engines is overheating of the turbine side bearing of the turbocharger, which is under a thermally harsh environment due to the influence of exhaust gas. In other words, conventionally, a method has been adopted in which the turbine-side bearing is cooled by circulating lubricating oil, but when the turbocharger is operated at high speed due to the demand for increased engine output, the temperature of the lubricating oil itself increases. This results in insufficient cooling and overheating problems. As a countermeasure against this overheating, for example, as described in Japanese Utility Model Application Publication No. 57-28, a coolant jacket is provided near the turbine side bearing, and the coolant is disposed between the engine body and the heat exchanger. A technique is generally known in which the jacket is connected to an engine cooling system that circulates engine coolant and the turbine side bearing is cooled with the engine coolant.
ところが、冷却材、つまりは冷却水でターボ過
給機を冷却する方式においては、例えば、過熱自
体は防止し得ても、逆にターボ過給機が冷却され
すぎて潤滑油温度の低下による潤滑油粘度上昇に
伴つて軸受部の摺動抵抗が高くなつたり、さらに
は排気ガスまでが冷却されて、後処理として施す
２次エアや触媒による排気ガスの浄化反応が不十
分になることがある。また、逆の問題、つまり、
エンジンの高負荷運転時に、温度の高い排気ガス
でターボ過給機が高速運転されて軸受部の過熱が
生じつつあるにもかかわらず、冷却水流量が不足
してこの過熱を有効に防止し得なかつたり、ある
いは、冷却水温度自体が異常に高くなつているに
もかかわらず、定量の冷却水を流してターボ過給
機の過熱を促進してしまうこともあり得る。 However, in the method of cooling the turbocharger with a coolant, that is, cooling water, for example, although overheating itself can be prevented, the turbocharger may be cooled too much and lubrication may be affected due to a drop in lubricating oil temperature. As the oil viscosity increases, the sliding resistance of the bearing increases, and even the exhaust gas is cooled down, which may cause the exhaust gas purification reaction by the secondary air and catalyst used as after-treatment to become insufficient. . Also, the opposite problem, that is,
During high-load operation of the engine, the turbocharger is operated at high speed with high-temperature exhaust gas, causing overheating of the bearing, but the flow rate of cooling water is insufficient to prevent this overheating effectively. Or, even though the temperature of the cooling water itself is abnormally high, a certain amount of cooling water may be allowed to flow to promote overheating of the turbocharger.
（発明が解決しようとする課題）
本発明の課題は、水冷式のターボ過給機を備え
たエンジンにおける当該ターボ過給機の過冷却及
び過熱を未然に防止できるようにすることにあ
る。(Problems to be Solved by the Invention) An object of the present invention is to enable an engine equipped with a water-cooled turbocharger to prevent overcooling and overheating of the turbocharger.
（課題を解決するための手段）
本発明は、このような課題に対して、上記ター
ボ過給機のウオータジヤケツトを流れる冷却水流
量を基本的にはエンジンの排気ガス温度に応じて
制御する一方、当該冷却水の温度が低いときには
上記冷却水流量を減ずる補正をするものである。(Means for Solving the Problems) In order to solve such problems, the present invention basically controls the flow rate of cooling water flowing through the water jacket of the turbocharger according to the exhaust gas temperature of the engine. On the other hand, when the temperature of the cooling water is low, correction is made to reduce the flow rate of the cooling water.
すなわち、上記課題を解決する手段は、
ベアリングハウジングに冷却用のウオータジヤ
ケツトをもつターボ過給機と、該ターボ過給機の
ウオータジヤケツト内を通過した冷却水を冷却す
る熱交換器と、上記ターボ過給機へ冷却水を供給
するウオータポンプとを備えたターボ過給機付エ
ンジンにであつて、
エンジンの排気ガス温度を検出する排気ガス温
度検出手段と、
上記冷却水の温度を検出する冷却水温度検出手
段と、
上記排気ガス温度検出手段及び冷却水温度検出
手段からの各検出信号を受け、上記栄ーボ過給機
のウオータジヤケツトを流れる冷却水の流量を当
該排気ガス温度に応じて設定する一方、当該冷却
水温度が所定値以下にときに当該冷却水流量が少
なくなるように補正する冷却水流量制御手段とを
備えていることを特徴とするものである。 That is, the means for solving the above problem includes: a turbocharger having a water jacket for cooling in a bearing housing; a heat exchanger that cools cooling water passing through the water jacket of the turbocharger; A turbocharged engine comprising a water pump for supplying cooling water to the turbocharger, comprising: an exhaust gas temperature detection means for detecting the exhaust gas temperature of the engine; and a temperature detection means for detecting the temperature of the cooling water. and a cooling water temperature detection means that receives each detection signal from the exhaust gas temperature detection means and the cooling water temperature detection means, and determines the flow rate of the cooling water flowing through the water jacket of the Eibo supercharger according to the exhaust gas temperature. The present invention is characterized by comprising a cooling water flow rate control means that adjusts the flow rate of the cooling water so that the flow rate of the cooling water decreases when the temperature of the cooling water falls below a predetermined value.
（作用）
上記ターボ過給機付エンジンにおいては、ター
ボ過給機のウオータジヤケツトを流れる冷却水の
流量が排気ガス温度に応じて設定されるから、排
気ガス温度が低いときには当該冷却水流量を少な
くしてターボ過給機の過冷却を防止する一方、排
気ガス温度が高いときには当該冷却水流量を多く
してターボ過給機の過熱を防止することができ
る。(Function) In the above turbocharged engine, the flow rate of the cooling water flowing through the water jacket of the turbocharger is set according to the exhaust gas temperature, so when the exhaust gas temperature is low, the flow rate of the cooling water is adjusted. On the other hand, when the exhaust gas temperature is high, the cooling water flow rate can be increased to prevent overheating of the turbocharger.
しかして、上記冷却水流量は、当該冷却水の温
度が所定値以下のときには、少なくなるように補
正されるから、温度が低い冷却水によつてターボ
過給機が冷やされその暖機が遅れることを防止す
ることができる。 However, since the cooling water flow rate is corrected to decrease when the temperature of the cooling water is below a predetermined value, the turbo supercharger is cooled by the low temperature cooling water and its warm-up is delayed. This can be prevented.
すなわち、ターボ過給機の過熱防止という観点
からは、排気ガス温度が上昇していく際にその温
度が比較的低いうちから冷却水流量が多くなるよ
うな基本設定を採用する方が望ましい。しかし、
そうした場合、寒冷地のように冷却水温度が低い
場合には、冷却水流量が早めに多くなることによ
つてターボ過給機が冷却され、ターボ過給機を排
気ガス温度が所期の温度になるように昇温させる
ことができないことになる。 That is, from the viewpoint of preventing overheating of the turbocharger, it is desirable to adopt a basic setting that increases the flow rate of the cooling water when the temperature of the exhaust gas increases while the temperature is relatively low. but,
In such a case, when the cooling water temperature is low, such as in a cold region, the cooling water flow rate increases early to cool the turbocharger, and the exhaust gas temperature of the turbocharger is adjusted to the desired temperature. This means that it will not be possible to raise the temperature so that the
これに対して、本発明の場合は、冷却水温度が
低いときには、排気ガス温度の高低に拘らず冷却
水流量の減少補正がなされるから、排気ガス温度
が低いうちから冷却水流量が多くなるような基本
設定を採用しても、冷却水温度が低いことに起因
してターボ過給機の暖機が大きく遅れることはな
い。そして、冷却水温度が高い場合には上記冷却
水流量の減少補正はないから、上記基本設定によ
つてターボ過給機の過熱は確実に防止される。 In contrast, in the case of the present invention, when the cooling water temperature is low, the cooling water flow rate is corrected to decrease regardless of the exhaust gas temperature, so the cooling water flow rate increases while the exhaust gas temperature is low. Even if such basic settings are adopted, warming up of the turbo supercharger will not be significantly delayed due to low cooling water temperature. When the cooling water temperature is high, there is no correction to reduce the cooling water flow rate, so the basic setting reliably prevents the turbocharger from overheating.
（実施例）
以下、本発明の実施例を図面に基いて説明す
る。(Example) Hereinafter, an example of the present invention will be described based on the drawings.
実施例 １
第１図にはターボ過給機付エンジン１の全体構
成が示されている。同エンジン１において、２は
シリンダヘツド２ａ、シリンダブロツク２ｂおよ
びオイルパン２ｃをもつエンジン本体、３は熱交
換器（ラジエータ）、４はエンジンの排気エネル
ギを利用して吸気を予圧しエンジン燃焼室に供給
する水冷式のターボ過給機である。Embodiment 1 FIG. 1 shows the overall configuration of a turbocharged engine 1. In the same engine 1, 2 is an engine body having a cylinder head 2a, a cylinder block 2b, and an oil pan 2c, 3 is a heat exchanger (radiator), and 4 is a heat exchanger (radiator) that precompresses intake air using engine exhaust energy and flows it into the engine combustion chamber. This is a water-cooled turbo supercharger.
エンジン本体２と熱交換器３とは、熱交換器３
内の冷却水をエンジン本体２へ矢符Ａで示す如く
導く第１冷却水通路５と、エンジン本体２内の冷
却水を熱交換器３へ矢符Ｂで示す如く導く第２冷
却水通路６とで接続されている。また、第１冷却
水通路５にはウオータポンプ７が介設されてい
る。そして、これらエンジン本体２、熱交換器
３、冷却水通路５，６およびウオータポンプ７で
冷却水循環路が構成されている。この場合、エン
ジン本体２において冷却水はシリンダブロツク２
ｂからシリンダヘツド２ａへ流れる。 The engine body 2 and the heat exchanger 3 are the heat exchanger 3
A first cooling water passage 5 that guides the cooling water inside the engine body 2 as shown by arrow A, and a second cooling water passage 6 that leads the cooling water inside the engine body 2 to the heat exchanger 3 as shown with arrow B. is connected with. Further, a water pump 7 is interposed in the first cooling water passage 5. The engine body 2, heat exchanger 3, cooling water passages 5, 6, and water pump 7 constitute a cooling water circulation path. In this case, in the engine body 2, the cooling water flows through the cylinder block 2.
b flows to the cylinder head 2a.
そうして、上記ターボ過給機４の後述するベア
リングハウジングにはウオータジヤケツトがあつ
て、このウオータジヤケツトの冷却水入口には入
水用パイプ８が、また、冷却水出口には出水用パ
イプ９がそれぞれ接続されている。そして、本例
の場合、入水用パイプ８はターボ過給機４より上
方へ延びて上記冷却水循環路におけるシリンダヘ
ツド２ａのウオータジヤケツトに接続され、出水
用パイプ９はターボ過給機４より下方へ延びて熱
交換器３とウオータポンプ７との間の第１冷却水
通路５に接続されている。入水用パイプ８の冷却
水循環路に対する接続点はターボ過給機４のウオ
ータジヤケツトよりも高い位置にあり、出水用パ
イプ９の冷却水循環路に対する接続点は同ジヤケ
ツトよりも低い位置にある。 A water jacket is attached to the bearing housing of the turbocharger 4, which will be described later, and a water inlet pipe 8 is provided at the cooling water inlet of this water jacket, and a water outlet pipe is provided at the cooling water outlet. 9 are connected to each other. In this example, the water inlet pipe 8 extends upward from the turbocharger 4 and is connected to the water jacket of the cylinder head 2a in the cooling water circulation path, and the water outlet pipe 9 extends below the turbocharger 4. The cooling water passage 5 is connected to the first cooling water passage 5 between the heat exchanger 3 and the water pump 7 . The connection point of the water inlet pipe 8 to the cooling water circulation path is located at a higher position than the water jacket of the turbo supercharger 4, and the connection point of the water outlet pipe 9 to the cooling water circulation path is located at a lower position than the water jacket.
そして、上記出水用パイプ９には冷却水の流量
を制御する流量制御弁１０が介装されており、こ
の流量制御弁１０は、エンジン運転状態をそれぞ
れ排気ガスの温度で検出する排気ガス温度センサ
１１ａおよびエンジン冷却水の温度で検出する冷
却水温度センサ１１ｂからの各検出信号を受けて
制御信号を出力するコントロールユニツト１２に
て制御される。つまり、排気ガス温度センサ１１
ａと冷却水温度センサ１１ｂはエンジン運転状態
を検出する検出手段１１を構成し、流量制御弁１
０とコントロールユニツト１２は、検出手段１１
からの検出信号を受けてターボ過給機４のウオー
タジヤケツトを流れる冷却水流量を制御する制御
手段１３を構成している。 A flow rate control valve 10 for controlling the flow rate of cooling water is interposed in the water outlet pipe 9, and this flow rate control valve 10 is equipped with an exhaust gas temperature sensor that detects the engine operating state by the temperature of the exhaust gas. 11a and a cooling water temperature sensor 11b which detects the temperature of the engine cooling water, and is controlled by a control unit 12 which outputs a control signal in response to detection signals from the cooling water temperature sensor 11b. In other words, the exhaust gas temperature sensor 11
a and the cooling water temperature sensor 11b constitute a detection means 11 for detecting the engine operating state, and the flow control valve 1
0 and the control unit 12 are connected to the detection means 11
The control means 13 controls the flow rate of cooling water flowing through the water jacket of the turbocharger 4 in response to a detection signal from the turbocharger 4.
ターボ過給機４の具体的構造は第２図および第
３図に示されている。 The specific structure of the turbocharger 4 is shown in FIGS. 2 and 3.
すなわち、両端にタービンホイール１５とコン
プレツサホイール１６とが設けられた回転軸１７
がベアリングハウジング１８の軸受部１９，２０
に回転可能に支持され、タービンホイール１５は
ベアリングハウジング１８の一端に固定されたタ
ービンハウジング２１の排気通路２２に、コンプ
レツサホイール１６はベアリングハウジン１８の
他端に固定されたコンプレツサハウジング２１の
吸気通路２４にそれぞれ配置されている。 That is, a rotating shaft 17 is provided with a turbine wheel 15 and a compressor wheel 16 at both ends.
are the bearing parts 19 and 20 of the bearing housing 18
The turbine wheel 15 is rotatably supported in the exhaust passage 22 of the turbine housing 21 fixed to one end of the bearing housing 18, and the compressor wheel 16 is rotatably supported in the intake passage 22 of the compressor housing 21 fixed to the other end of the bearing housing 18. They are respectively arranged in the passage 24.
ベアリングハウジング１８には、オイルを導入
するオイル導入路２５、このオイル導入路２５か
ら分岐して各軸受部１９，２０のフロートベアリ
ング（フルフロートメタル）２６，２６にオイル
を供給するオイル供給路２７，２８および各軸受
部１９，２０を経たオイルを回収するオイル回収
路２９からなるオイル通路と、第３図にも示す如
くベアリングハウジング１８の一側の冷却水入口
３０からタービン側軸受部１９を回つて他側の冷
却水出口３１に通じるウオータジヤケツト３２と
が形成されている。 The bearing housing 18 includes an oil introduction path 25 for introducing oil, and an oil supply path 27 that branches from the oil introduction path 25 and supplies oil to the float bearings (full float metal) 26, 26 of each bearing section 19, 20. , 28 and the oil recovery path 29 that recovers the oil that has passed through the bearings 19, 20, and the turbine side bearing 19 from the cooling water inlet 30 on one side of the bearing housing 18 as shown in FIG. A water jacket 32 that rotates and communicates with a cooling water outlet 31 on the other side is formed.
また、ベアリングハウジング１８とタービンハ
ウジング２１の間にはヒートインシユレータ３
３，３３が介設されて、タービンハウジング２１
からベアリングハウジング１８への熱伝導を遮断
する断熱層が形成されている。なお、第２図で３
４はシールリング、３５はメカニカルシールであ
り、それぞれ排気通路２２、吸気通追２４とオイ
ル通路との間をシールしている。 Furthermore, a heat insulator 3 is provided between the bearing housing 18 and the turbine housing 21.
3 and 33 are interposed, and the turbine housing 21
A heat insulating layer is formed to block heat conduction from the bearing housing 18 to the bearing housing 18. In addition, 3 in Figure 2
4 is a seal ring, and 35 is a mechanical seal, which seals between the exhaust passage 22, the intake passage 24, and the oil passage, respectively.
そして、上記冷却水入口３０に入水用パイプ８
が接続され、冷却水出口３１に出水用パイプ９が
接続されていることになる。 Then, a water inlet pipe 8 for the cooling water inlet 30 is provided.
is connected, and the water outlet pipe 9 is connected to the cooling water outlet 31.
上記制御手段１３の具体的内容は第４図乃至第
６図に示されている。 The specific contents of the control means 13 are shown in FIGS. 4 to 6.
すなわち、コントロールユニツト１２は、第４
図に示す如く基本流量設定手段３６と補正流量設
定手段３７と最終流量決定手段３８を備えてい
る。基本流量設定手段３６は、排気ガス温度セン
サ１１ａからの検出信号を受け、第５図に示す如
く排気ガス温度に比例して冷却水流量を増大せし
める信号を出力するものであり、例えば、排気ガ
ス温度センサ１１ａからの出力電流を増幅して出
力する増幅器から構成される。補正流量設定手段
３７は、冷却水温度センサ１１ｂからの検出信号
を受け、第６図に示す如く冷却水温度が第１設定
温度T1になるまでは冷却水流量の減算補正量を
漸次少なくしていき、第１設定温度T1から第２
設定温度T2までは減算補正量を零とし、第２設
定温度T2よりも高くなると減算補正量を増して
いく信号を出力するものである。この補正流量設
定手段37は、例えば、T1とT2を基準とするウイ
ンドコンパレータを利用した比較器で構成され
る。最終流量決定手段３８は、基本流量設定手段
３６からの出力信号と補正流量設定手段３７から
の出力信号とを加算する加算器で構成され、最終
流量を決定して流量制御弁１０に制御信号を出力
する。この場合、上記T1はターボ過給機４の暖
機完了温度であり、上記T2はターボ過給機４が
冷却水で過熱されてしまう限界温度である。 That is, the control unit 12
As shown in the figure, basic flow rate setting means 36, correction flow rate setting means 37, and final flow rate determining means 38 are provided. The basic flow rate setting means 36 receives a detection signal from the exhaust gas temperature sensor 11a and outputs a signal that increases the cooling water flow rate in proportion to the exhaust gas temperature as shown in FIG. It is composed of an amplifier that amplifies and outputs the output current from the temperature sensor 11a. The correction flow rate setting means 37 receives the detection signal from the cooling water temperature sensor 11b, and gradually reduces the subtraction correction amount of the cooling water flow rate until the cooling water temperature reaches the first set temperature T1 as shown in FIG. Then, from the first set temperature T 1 to the second
The subtraction correction amount is set to zero up to the set temperature T2 , and when the temperature rises above the second set temperature T2 , a signal is output that increases the subtraction correction amount. The corrected flow rate setting means 37 is configured, for example, by a comparator using a window comparator with T 1 and T 2 as references. The final flow rate determining means 38 is comprised of an adder that adds the output signal from the basic flow rate setting means 36 and the output signal from the corrected flow rate setting means 37, determines the final flow rate, and sends a control signal to the flow rate control valve 10. Output. In this case, T 1 is the warm-up completion temperature of the turbocharger 4, and T 2 is the limit temperature at which the turbocharger 4 is overheated by cooling water.
上記ターボ過給機付エンジン１において、エン
ジン始動に伴つてウオータポンプ７が作動する
と、冷却水温が第２冷却水通路６の上流端近傍に
別途設けられたサーモスタツトの開弁温度になる
までは、冷却水は熱交換器３を迂回するバイパス
通路（図示省略）を通つてエンジン本内２内で循
環する。冷却水温が上記開弁温度が越えると、冷
却水はエンジン本体２と熱交換器３との間で第１
および第２の冷却水通路５，６を介して循環す
る。また、冷却水はシリンダヘツド２ａのウオー
タジヤケツトから分流して入水用パイプ８、ター
ボ過給機４のウオータジヤケツト３２、出水用パ
イプ９を経てウオータポンプ７の上流で第１冷却
水通路５を流れる冷却水に合流し、ターボ過給機
４の特にタービン側軸受部１９を冷却する。この
ときの冷却水の流れは矢符Ｃで示されている。 In the above turbocharged engine 1, when the water pump 7 is activated when the engine is started, the temperature of the cooling water reaches the valve opening temperature of the thermostat separately provided near the upstream end of the second cooling water passage 6. The cooling water circulates within the engine main compartment 2 through a bypass passage (not shown) that bypasses the heat exchanger 3. When the cooling water temperature exceeds the above-mentioned valve opening temperature, the cooling water is transferred between the engine body 2 and the heat exchanger 3.
and circulates through the second cooling water passages 5 and 6. In addition, the cooling water is branched from the water jacket of the cylinder head 2a, passes through the water inlet pipe 8, the water jacket 32 of the turbocharger 4, and the water outlet pipe 9, and flows into the first cooling water passage 5 upstream of the water pump 7. It joins the cooling water flowing through and cools the turbocharger 4, especially the turbine side bearing part 19. The flow of cooling water at this time is indicated by arrow C.
そうして、ターボ過給機４を流れる冷却水流量
は、基本的には排気ガス温度に応じて第５図に示
すグラフに基いて流量制御弁１０により制御さ
れ、排気ガス温度が高くなるにつれ、つまりは、
エンジン負荷の上昇に伴つてターボ過給機４の熱
的運転条件が厳しくなるにつれて上記冷却水流量
が増大し、ターボ過給機４を過熱、過冷却の弊な
く効率よく冷却する。従つて、高負荷運転時にも
排気ガス温度が極度に高くならず、排気系に悪い
熱影響を与えない。そして、エンジン始動直後の
冷却水温度が低いときは、第６図のグラフの如く
温度T1となるまでは冷却水量は減算補正され、
ターボ過給機４の冷却水による冷却を抑制して、
排気ガス熱や軸受部での発熱によるターボ過給機
の温度上昇を促し、その暖機性をよくする。一
方、冷却水循環路のサーモスタツトの故障などに
より、冷却水温度が異常上昇して設定温度T2を
越えると、ターボ過給機４を流れる冷却水量は減
じられ、この冷却水による過熱からターボ過給機
４を保護する。 Then, the flow rate of the cooling water flowing through the turbo supercharger 4 is basically controlled by the flow control valve 10 based on the graph shown in FIG. 5 according to the exhaust gas temperature, and as the exhaust gas temperature becomes higher, , that is,
As the thermal operating conditions of the turbocharger 4 become stricter as the engine load increases, the flow rate of the cooling water increases, and the turbocharger 4 is efficiently cooled without overheating or overcooling. Therefore, even during high-load operation, the exhaust gas temperature does not become extremely high, and the exhaust system is not adversely affected by heat. When the coolant temperature is low immediately after the engine starts, the coolant amount is subtracted and corrected until the temperature reaches T1 , as shown in the graph of Figure 6.
Suppressing cooling by cooling water of the turbo supercharger 4,
It promotes a rise in the temperature of the turbocharger due to exhaust gas heat and heat generation in the bearings, improving its warm-up performance. On the other hand, if the cooling water temperature rises abnormally and exceeds the set temperature T 2 due to a failure of the thermostat in the cooling water circulation path, the amount of cooling water flowing through the turbocharger 4 is reduced, and the overheating caused by this cooling water is reduced to the turbocharger. Protect feeder 4.
なお、本実施例の場合、エンジン停止後、ター
ボ過給機４の残留熱で加温された冷却水が上昇す
るという対流現象により、熱交換器３からの低温
の冷却水が出水用パイプ９を通つてターボ過給機
４へ導かれ、ターボ過給機４の残留熱による過熱
を防止する。この過熱対策としては、エンジン停
止後、ウオータポンプ７をターボ過給機４の残留
熱がなくなるまで作動せしめる方式をとつてもよ
い。 In the case of this embodiment, after the engine is stopped, the low-temperature cooling water from the heat exchanger 3 flows into the water outlet pipe 9 due to a convection phenomenon in which the cooling water heated by the residual heat of the turbo supercharger 4 rises. is guided to the turbocharger 4 through the turbocharger 4 to prevent overheating due to residual heat of the turbocharger 4. As a countermeasure against overheating, a method may be adopted in which, after the engine is stopped, the water pump 7 is operated until the residual heat in the turbocharger 4 is exhausted.
実施例 ２
本実施例は第７図乃至第９図に示し、制御手段
４０の構成が実施例１と異なるものである。Embodiment 2 This embodiment is shown in FIGS. 7 to 9, and differs from Embodiment 1 in the configuration of the control means 40.
流量制御弁４１は、第７図に示す如く冷却水の
流れる通路４２面積を大小の２段階に変化せしめ
る電磁弁で、オン信号を受けて通路面積大とし、
オフ信号で通路面積小とするものである。 The flow rate control valve 41 is an electromagnetic valve that changes the area of the passage 42 through which the cooling water flows in two stages, large and small, as shown in FIG.
The passage area is reduced by the off signal.
栄コントロールユニツト４３の具体的内容は第８
図および第９図に示されている。すなわち、コン
トロールユニツト４３は、第８図に示す如く排気
ガスが設定温度T0以上（例えば高負荷運転領域）
で且つ冷却水が設定温度t0（例えばターボ過給機
の暖機完了温度）以上のときのみオン信号を流量
制御弁４１に出力し、それ以外はオフ信号を出す
ものである。このコントロールユニツト４３での
信号処理は第９図に示され、ステツプで排気ガ
ス温度Ｔを読取り、ステツプでＴがT0よりも
大か否かの判断をし、NOの場合はステツプで
オフ信号を出力し、YESの場合はステツプに
進んで冷却水温度ｔを読取り、ステツプでｔが
t0よりも大か否かを判別し、YESの場合はステツ
プでオン信号を出力し、NOの場合はステツプ
でオフ信号を出力する。The specific details of Sakae control unit 43 are as follows.
As shown in FIG. That is , as shown in FIG.
An ON signal is output to the flow rate control valve 41 only when the cooling water is at or above a set temperature t 0 (for example, the temperature at which warming up of a turbo supercharger is completed), and an OFF signal is output otherwise. The signal processing in this control unit 43 is shown in FIG. 9, in which the exhaust gas temperature T is read in step, it is determined in step whether T is greater than T0 , and if NO, an off signal is sent in step. If it is YES, go to step and read the cooling water temperature t.
Determine whether it is greater than t0 , and if YES, output an on signal in a step, and if NO, output an OFF signal in a step.
従つて、本実施例においても、ターボ過給機４
の暖機が完了するまでは冷却水流量小で暖機が促
進され、暖機完了後はターボ過給機４の熱的条件
が厳しいときは冷却水流量大で過熱が防止される
一方、エンジンが低負荷運転状態にあつても冷却
水温度が高いときは冷却系の異常として冷却水流
量が減少し、ターボ過給機の冷却水による過熱が
防止される。また、冷却水温度が低いときには、
排気ガス温度が高くとも冷却水流量が減じられる
から、排気ガスの設定温度T0を低めに設定して
も、冷却水温度が低いことに起因してターボ過給
機の暖機が大きく遅れることはない。 Therefore, also in this embodiment, the turbo supercharger 4
Warm-up is promoted by a small flow rate of cooling water until the warm-up of the engine is completed, and after warm-up is completed, if the thermal conditions of the turbocharger 4 are severe, overheating is prevented by a large flow rate of cooling water, while overheating is prevented. Even if the engine is in a low-load operating state, if the cooling water temperature is high, the flow rate of the cooling water decreases due to an abnormality in the cooling system, and overheating by the cooling water of the turbo supercharger is prevented. Also, when the cooling water temperature is low,
Even if the exhaust gas temperature is high, the cooling water flow rate is reduced, so even if the exhaust gas temperature setting T 0 is set low, warming up of the turbo supercharger will be significantly delayed due to the low cooling water temperature. There isn't.
実施例 ３
本例は第１０図に示し、エンジン本体２の冷却
系とターボ過給機４の冷却系とを独立せしめたも
のである。なお、実施例１と実質的に同一の構成
要素に同一の符号を付して本実施例を説明する。Embodiment 3 This embodiment is shown in FIG. 10, in which the cooling system for the engine body 2 and the cooling system for the turbo supercharger 4 are made independent. Note that this embodiment will be described with the same reference numerals assigned to substantially the same components as in the first embodiment.
すなわち、第４図に示すターボ過給機付エンジ
ン５１において、５２はターボ過給機４から吸気
管５３を通して送られるエンジン関連流体として
の吸気を冷却する吸気冷却器である。エンジン本
体２は第１熱交換器（ラジエータ）５４および第
１ウオータポンプ５５とともに第１冷却水循環路
に組込まれ、ターボ過給機４と吸気冷却器５２と
は第２熱交換器（ラジエータ）５６および第２ウ
オータポンプ５７とともに第２冷却水循環路に組
込まれている。 That is, in the turbocharged engine 51 shown in FIG. 4, 52 is an intake air cooler that cools intake air as engine-related fluid sent from the turbocharger 4 through the intake pipe 53. The engine body 2 is incorporated into a first cooling water circulation path together with a first heat exchanger (radiator) 54 and a first water pump 55, and a turbo supercharger 4 and an intake air cooler 52 are integrated into a second heat exchanger (radiator) 56. and the second water pump 57 are incorporated into the second cooling water circulation path.
第２冷却水循環路において、５８は第２熱交換
器５６内の冷却水を吸気冷却器５２へ送る冷却水
通路であり、この冷却水通路５８に第２ウオータ
ポンプ５７が介装されている。ターボ過給機４の
入水用パイプ８は上方へ延びて吸気冷却器５２に
接続され、出水用パイプ９は第２熱交換器５６に
接続されている。 In the second cooling water circulation path, 58 is a cooling water passage that sends the cooling water in the second heat exchanger 56 to the intake air cooler 52, and a second water pump 57 is interposed in this cooling water passage 58. The water inlet pipe 8 of the turbocharger 4 extends upward and is connected to the intake air cooler 52, and the water outlet pipe 9 is connected to the second heat exchanger 56.
そして、上記冷却水通路５８には第２ウオータ
ポンプ５７の下流位置に流量制御弁５９が介装さ
れ、この流量制御弁５９に制御手段６０を構成す
るコントロールユニツト６１、検出手段１１が接
続されている。 A flow rate control valve 59 is interposed in the cooling water passage 58 at a position downstream of the second water pump 57, and a control unit 61 constituting a control means 60 and a detection means 11 are connected to this flow rate control valve 59. There is.
なお、第１冷却水循環路は、実施例１と同様に
第１熱交換器５４内の冷却水をエンジン本体２に
導く第1A冷却水通路６２と、エンジン本体２内
の冷却水を第１熱交換器５４へ導く第1B冷却水
通路６３をもつ。 Note that the first cooling water circulation path includes a 1A cooling water passage 62 that leads the cooling water in the first heat exchanger 54 to the engine body 2, and a 1A cooling water passage 62 that leads the cooling water in the engine body 2 to the first heat exchanger 54, as in the first embodiment. It has a 1B cooling water passage 63 leading to the exchanger 54.
本例の場合、コントロールユニツト６１は、実
施例１と同様に、排気ガス温度が高くなるにつれ
て冷却水流量を増量していく基本設定に対し、当
該冷却水温度が所定値T1未満のとき並びにT2を
越えるときに冷却水流量を減少する補正を行なう
ようにする。 In the case of this example, as in the first embodiment, the control unit 61 has a basic setting in which the cooling water flow rate is increased as the exhaust gas temperature increases, but when the cooling water temperature is less than the predetermined value T1 and When T 2 is exceeded, a correction is made to reduce the cooling water flow rate.
本実施例において、第１冷却水循環路では、第
１熱交換器５４で冷却された冷却水が第１ウオー
タポンプ５５の作動により矢符Ａで示す如く第
1A冷却水通路６２を通つてエンジン本体２へ流
れ、このエンジン本体２を冷却した冷却水が矢符
Ｂで示す如く第1B冷却水通路６３を通つて第１
熱交換器５４へ戻る。一方、第２冷却水循環路で
は、第２熱交換器５６で冷却された冷却水が第２
ウオータポンプ５７の作動により矢符Ｃで示す如
く冷却水通路５８を通つて吸気冷却器５２へ流
れ、この吸気冷却器５２で吸気を冷却して若干加
温された冷却水が入水用パイプ８を通してターボ
過給機４へ流れ、このターボ過給機４を冷却した
冷却水が出水用パイプ９を通つて第２熱交換器５
６へ戻る。 In this embodiment, in the first cooling water circulation path, the cooling water cooled by the first heat exchanger 54 is circulated as shown by arrow A by the operation of the first water pump 55.
The cooling water that flows through the 1A cooling water passage 62 to the engine main body 2, and cools the engine main body 2, passes through the 1B cooling water passage 63 as shown by arrow B to the first
Return to heat exchanger 54. On the other hand, in the second cooling water circulation path, the cooling water cooled by the second heat exchanger 56 is transferred to the second cooling water circulation path.
When the water pump 57 operates, the cooling water flows through the cooling water passage 58 to the intake air cooler 52 as shown by arrow C, and the intake air is cooled by the intake air cooler 52, and the slightly heated cooling water passes through the water inlet pipe 8. The cooling water that flows to the turbo supercharger 4 and cools the turbo supercharger 4 passes through the water outlet pipe 9 to the second heat exchanger 5.
Return to 6.
そうして、ターボ過給機４の暖機が完了するま
では冷却水流量は少なくて暖機を促す一方、その
後は、エンジン負荷が高くなるにつれて冷却水流
量が増えていき、ターボ過給機４の過熱を防止す
る。 The cooling water flow rate is low until the turbo supercharger 4 is warmed up to encourage warm-up, but after that, as the engine load increases, the cooling water flow rate increases and the turbo supercharger 4. Prevent overheating.
本実施例の場合、エンジン停止後にターボ過給
機４で水温上昇により気泡が発生することがあつ
ても、この気泡は吸気冷却器５２へ導かれ、この
吸気冷却器５２が蓄圧器としての機能を呈し、タ
ーボ過給機４での水圧上昇は防止される。 In the case of this embodiment, even if bubbles are generated in the turbocharger 4 due to a rise in water temperature after the engine is stopped, the bubbles are guided to the intake air cooler 52, and this intake air cooler 52 functions as a pressure accumulator. Therefore, an increase in water pressure in the turbocharger 4 is prevented.
なお、以上の各実施例では流量制御弁をターボ
過給機に対して直列にして冷却水通路に接続した
が、ターボ過給機に対して並列に接続し、ターボ
過給機をバイパスする冷却水流量を制御してもよ
く、また、流量制御弁に代えてウオータポンプの
回転数で冷却水流量を制御してもよい。 Note that in each of the above embodiments, the flow control valve was connected in series to the turbocharger and connected to the cooling water passage, but the flow control valve was connected in parallel to the turbocharger to bypass the turbocharger. The water flow rate may be controlled, or the cooling water flow rate may be controlled by the rotational speed of the water pump instead of the flow rate control valve.
また、エンジンの運転状態は、上記排気ガス温
度センサ１１ａ及び冷却水温度センサ１１ｂに、
吸気系のスロツトル開度や吸気量を検出するセン
サ等を併用して検出してもよい。 Further, the operating state of the engine is determined by the exhaust gas temperature sensor 11a and the cooling water temperature sensor 11b.
A sensor that detects the throttle opening of the intake system or the amount of intake air may be used in combination for detection.
また、ターボ過給機に流れる冷却水を利用して
エンジンの吸気系に還流する排気ガスやエンジン
オイルを冷却するようにしてもよい。 Alternatively, the cooling water flowing through the turbocharger may be used to cool exhaust gas or engine oil that is returned to the intake system of the engine.
（発明の効果）
本発明によれば、エンジンの排気ガス温度に応
じてターボ過給機を流れる冷却水量を制御するよ
うにするとともに、冷却水温度が低いときに冷却
水流量の減少補正を行なうようにしたから、ター
ボ過給機を過不足なく冷却することが可能となる
とともに、排気ガスが冷却されるのを防止してそ
の２次エア等による浄化反応の低下を抑制するこ
とができ、さらに、エンジンの高負荷運転時には
ターボ過給機の温度上昇の抑制によつて、高温の
排気ガスをこのターボ過給機通過時に適度に冷却
して排気系の耐久性を向上し得る。(Effects of the Invention) According to the present invention, the amount of cooling water flowing through the turbocharger is controlled according to the engine exhaust gas temperature, and the cooling water flow rate is corrected to decrease when the cooling water temperature is low. By doing so, it is possible to cool the turbo supercharger in just the right amount, and it is also possible to prevent the exhaust gas from being cooled and suppress the deterioration of the purification reaction caused by the secondary air, etc. Furthermore, by suppressing the temperature rise of the turbocharger during high-load operation of the engine, high-temperature exhaust gas can be cooled appropriately as it passes through the turbocharger, thereby improving the durability of the exhaust system.
第１図乃至第６図は実施例１に関し、第１図は
ターボ過給機付エンジンの全体構成図、第２図は
ターボ過給機の縦断面図、第３図は第２図の−
線断面図、第４図は制御系のブロツク図、第５
図は排気ガス温度と冷却水流量の関係を示すグラ
フ図、第６図は冷却水温と補正量の関係を示すグ
ラフ図、第７図は実施例２の制御系の構成図、第
８図は同制御系のオン・オフの発信領域を示すグ
ラフ図、第９図は同制御系のフローチヤート、第
１０図は実施例３のターボ過給機付エンジンの全
体構成図である。
１，５１……ターボ過給機付エンジン、２……
エンジン本体、３，５４，５６……熱交換器、４
……ターボ過給機、７，５５，５７……ウオータ
ポンプ、１０，４１，５９……流量制御弁、１１
……検出手段、１２，４３，６１……コントロー
ルユニツト、１３，４０，６０……制御手段、１
８……ベアリングハウジング、３２……ウオータ
ジヤケツト。
1 to 6 relate to Embodiment 1, FIG. 1 is an overall configuration diagram of an engine with a turbocharger, FIG. 2 is a vertical cross-sectional view of the turbocharger, and FIG.
Line sectional view, Figure 4 is a block diagram of the control system, Figure 5 is a block diagram of the control system.
The figure is a graph diagram showing the relationship between exhaust gas temperature and cooling water flow rate, Figure 6 is a graph diagram showing the relationship between cooling water temperature and correction amount, Figure 7 is a configuration diagram of the control system of Example 2, and Figure 8 is a graph diagram showing the relationship between cooling water temperature and correction amount. 9 is a flowchart of the control system, and FIG. 10 is an overall configuration diagram of the turbocharged engine of the third embodiment. 1,51...Engine with turbocharger, 2...
Engine body, 3, 54, 56... Heat exchanger, 4
...Turbocharger, 7,55,57...Water pump, 10,41,59...Flow control valve, 11
...detection means, 12, 43, 61 ... control unit, 13, 40, 60 ... control means, 1
8...Bearing housing, 32...Water jacket.
Claims (1)
ヤケツトをもつターボ過給機と、該ターボ過給機
のウオータジヤケツト内を通過した冷却水を冷却
する熱交換器と、上記ターボ過給機へ冷却水を供
給するウオータポンプとを備えたターボ過給機付
エンジンにおいて、 エンジンの排気ガス温度を検出する排気ガス温
度検出手段と、 上記冷却水の温度を検出する冷却水温度検出手
段と、 上記排気ガス温度検出手段及び冷却水温度検出
手段からの各検出信号を受け、上記ターボ過給機
のウオータジヤケツトを流れる冷却水の流量を当
該排気ガス温度に応じて設定する一方、当該冷却
水温度が所定値以下のときに当該冷却水流量が少
なくなるように補正する冷却水流量制御手段とを
備えていることを特徴とするターボ過給機付エン
ジン。[Scope of Claims] 1. A turbocharger having a water jacket for cooling in a bearing housing, a heat exchanger for cooling cooling water that has passed through the water jacket of the turbocharger, and the turbocharger. In a turbocharged engine equipped with a water pump that supplies cooling water to a feeder, exhaust gas temperature detection means detects the exhaust gas temperature of the engine, and cooling water temperature detection means detects the temperature of the cooling water. and receiving each detection signal from the exhaust gas temperature detecting means and the cooling water temperature detecting means, and setting the flow rate of the cooling water flowing through the water jacket of the turbocharger according to the exhaust gas temperature. 1. A turbocharged engine comprising: a cooling water flow rate control means for correcting the cooling water flow rate to decrease when the cooling water temperature is below a predetermined value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8595184A JPS60228729A (en) | 1984-04-26 | 1984-04-26 | Engine with turbosupercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8595184A JPS60228729A (en) | 1984-04-26 | 1984-04-26 | Engine with turbosupercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60228729A JPS60228729A (en) | 1985-11-14 |
| JPH0526924B2 true JPH0526924B2 (en) | 1993-04-19 |
Family
ID=13873063
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8595184A Granted JPS60228729A (en) | 1984-04-26 | 1984-04-26 | Engine with turbosupercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60228729A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2654807B2 (en) * | 1988-06-03 | 1997-09-17 | 本田技研工業株式会社 | Cooling control device for internal combustion engine with turbocharger |
| JPH01103731U (en) * | 1987-12-28 | 1989-07-13 | ||
| DE102010005824A1 (en) * | 2010-01-27 | 2011-07-28 | GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Mich. | A liquid cooling system of an internal combustion engine charged by a turbocharger and method of cooling a turbine housing of a turbocharger |
| US8689555B2 (en) * | 2011-04-14 | 2014-04-08 | GM Global Technology Operations LLC | System and method for cooling a turbocharger |
| JP6492825B2 (en) * | 2015-03-18 | 2019-04-03 | 三菱自動車工業株式会社 | engine |
| KR102394827B1 (en) * | 2017-12-18 | 2022-05-06 | 현대자동차주식회사 | Method for Turbo Charger Key Off Cooling Control Based on Engine Load and Engine System thereof |
| JP6662475B2 (en) * | 2019-01-17 | 2020-03-11 | 三菱自動車工業株式会社 | engine |
| DE102019218710A1 (en) * | 2019-12-02 | 2021-06-02 | Ford Global Technologies, Llc | Controlling the position of turbine vanes and a coolant flow |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59131907U (en) * | 1983-02-25 | 1984-09-04 | トヨタ自動車株式会社 | Turbocharger cooling system |
-
1984
- 1984-04-26 JP JP8595184A patent/JPS60228729A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60228729A (en) | 1985-11-14 |
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