JP3906582B2 - Vehicle heating system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle heating apparatus having a combustor that heats a vehicle interior by burning fuel, and is effective when applied to a vehicle equipped with an internal combustion engine with low waste heat, such as a diesel engine.
[0002]
[Prior art]
The present invention relates to a vehicle heating apparatus having a combustor that heats a vehicle interior by burning fuel, and is effective when applied to a vehicle equipped with an internal combustion engine with low waste heat, such as a diesel engine.
[0003]
[Prior art]
In a vehicle that heats the interior of a vehicle by using waste heat from an internal combustion engine (hereinafter referred to as an engine) as a heat source, a diesel engine with a small amount of waste heat has sufficient heating capacity at the time of so-called cold start immediately after the engine is started or when the amount of waste heat is small. The applicant has already filed an application for a vehicle heating device (Japanese Patent Application No. 10-161024) that compensates for the lack of heating capacity by a combustor.
[0004]
[Problems to be solved by the invention]
However, since the exhaust pressure of the combustor is smaller than the exhaust pressure of the engine, if the exhaust side of the combustor and the exhaust side of the engine are simply connected, the engine exhaust flows back into the combustor during engine operation. As a result, it is difficult to stably burn the combustor.
[0005]
Therefore, in the above application, although the combustor is stably combusted by pumping air to the combustor using a volume (volume) blower (air pump), a volume blower is required. There is a problem that the manufacturing cost of the vehicle heating device is increased.
In addition, since a pipe for discharging the exhaust of the combustor to the atmosphere is required, there is a problem that the exhaust system layout becomes complicated.
[0006]
In view of the above points, an object of the present invention is to stably burn a combustor while suppressing an increase in manufacturing cost of a vehicle heating device.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention uses the following technical means. That is, from the intake pipe (28) for the combustor that connects the intake side of the combustor (22) and the upstream side of the air flow from the throttle valve (13), the exhaust side of the combustor (22), and the EGR valve (31) A combustor exhaust pipe (32) communicating with the intake pipe (11) side, and the exhaust recirculation pipe (30) communicates the air flow downstream side with the exhaust pipe (14) from the throttle valve (13). I am letting.
[0008]
Then, during operation of the combustor (22), with opening the EGR valve (31) at the time of stop of the internal combustion engine (10), the exhaust the exhaust pipe of the throttle valve (13) closed Rukoto combustion machine (22) ( 14), when the combustor ( 22 ) is in operation, the exhaust of the combustor (22) is discharged into the intake pipe (11) by opening the throttle valve (13) when the internal combustion engine (10) is in operation. It is characterized by that. Thus, when the internal combustion engine (10) is stopped, the exhaust of the combustor (22) is released into the atmosphere from the exhaust pipe (14) of the internal combustion engine (10).
[0009]
Further, when the internal combustion engine (10) is in operation, the exhaust gas from the combustor 22 is sucked into the internal combustion engine (10), so that the exhaust gas from the combustor (22) can be used without using a volume type blower. Can be discharged, and the combustor (22) can be stably combusted.
As described above, in the vehicle heating apparatus according to the present invention, the combustor (22) can be stably combusted while suppressing an increase in manufacturing cost, and the exhaust system of the combustor (22) The layout can be simplified and the vehicle mountability of the combustor (22) can be improved.
[0010]
Moreover, since the existing EGR valve (31) and throttle valve (13) are used, the exhaust of the combustor (22) is moved to the exhaust pipe (14) side of the internal combustion engine (10) without providing new parts. It is possible to control whether it is discharged or discharged to the suction side of the internal combustion engine (10).
Therefore, the mounting property to the vehicle of the vehicle heating device having the combustor (22) can be improved while suppressing an increase in the manufacturing cost of the vehicle heating device.
[0011]
When the combustor (22) is in operation, for example, the following control can be adopted as specific opening / closing control of the EGR valve (31) and the throttle valve (13) when the internal combustion engine (10) is in operation.
That is, during operation of the combustor (22), when the internal combustion engine (10) is in operation, it is determined that the EGR valve (31) is opened by the determination means (S160) for determining whether to open the EGR valve (31). Sometimes, by opening the EGR valve (31) and the throttle valve (13), the exhaust gas of the combustor (22) is discharged to the intake pipe (11), and determination means for determining whether to open the EGR valve (31) (S160). Therefore, when it is determined that the EGR valve (31) is closed, the EGR valve (31) is closed and the throttle valve (13) is opened so that the exhaust of the combustor (22) is taken together with the exhaust of the internal combustion engine (10). Discharged to (11).
Incidentally, the reference numerals in parentheses of each means described above are an example showing the correspondence with the specific means described in the embodiments described later.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 is a schematic view of a vehicle heating apparatus according to the present embodiment, and 10 is a water-cooled diesel engine (liquid-cooled internal combustion engine) for vehicle travel.
Reference numeral 11 denotes an intake pipe that guides the air from which dust has been removed (purified) by the air cleaner 12 to each cylinder of a water-cooled diesel engine (hereinafter abbreviated as “engine”). A throttle valve 13 is provided between the air cleaner 11a and the air cleaner 12 to throttle intake air (hereinafter abbreviated as intake air).
[0013]
Reference numeral 14 denotes an exhaust pipe that collects exhaust gas discharged from each cylinder and guides the exhaust gas to a catalyst 15 described later. Reference numeral 15 denotes an exhaust pipe that purifies the exhaust gas by promoting oxidation-reduction reactions such as hydrocarbons and nitrogen oxidation in the exhaust gas. The original catalyst (hereinafter abbreviated as catalyst). A muffler (silencer) 16 for reducing the noise (exhaust sound) of the exhaust gas flowing out from the catalyst 15 is disposed on the downstream side of the exhaust flow of the catalyst 15.
[0014]
Reference numeral 17 denotes a radiator that cools cooling water (coolant) circulating in the engine 10, and reference numeral 18 denotes a water pump that obtains driving force from the engine 10 and circulates cooling water. Reference numeral 19 denotes a bypass passage that recirculates the cooling water flowing out from the engine 10 to the engine 10 by bypassing the radiator 17, and 20 denotes a case where the cooling water flowing out from the engine 10 is circulated to the radiator 17 according to the cooling water temperature. This is a well-known thermostat for switching between the case where the refrigerant flows through the bypass passage 19.
[0015]
Incidentally, the water pump 18 and the bypass passage 19 are normally built in the engine 10.
Reference numeral 21 denotes a heater core (heating means) for heating the air blown out into the vehicle interior by using cooling water as a heat source, and 22 is disposed upstream of the coolant flow from the heater core 21 and flows into the heater core 21. It is a combustor that heats the cooling water.
[0016]
The combustion state of the combustor 22 (stopped or the amount of heat generated by the combustor 22), the fuel pump (F / P) 23 that pumps fuel to the combustor 22, and the electric water pump 24 are timer switches (operated by the occupant). It is controlled by an electronic control unit (ECU) 25 based on a set value such as a remote control device (not shown) or a detection signal (detected temperature) of the water temperature sensor 25a.
[0017]
Incidentally, the water temperature sensor 25a (temperature detection means) detects the temperature of the cooling water flowing out from the engine 10.
Reference numeral 26 denotes a bypass passage for bypassing the cooling water flowing out from the engine 10 to the combustor 22 by bypassing the electric water pump 24. In the bypass passage 26, the cooling water discharged from the electric water pump 24 is bypassed. A check valve 27 that prevents the refrigerant from flowing back to the suction side of the electric water pump 24 is provided.
[0018]
Reference numeral 28 denotes a combustor intake pipe that guides the air purified by the air cleaner 12 to the combustor 22, and the combustor intake pipe 28 combusts with a portion of the intake pipe 11 on the upstream side of the intake flow from the throttle valve 13. The air intake side of the machine 22 is in communication.
The intake pipe 28 for the combustor is provided with an electric blower (hereinafter abbreviated as “blower”) 29 that blows intake air to the combustor 22. In this embodiment, a turbo blower is used. The turbo blower refers to a machine that imparts kinetic energy to gas by the rotational movement of the impeller, and specifically refers to a centrifugal blower, a mixed flow blower, an axial flow blower, and the like (JIS B 0132).
[0019]
Reference numeral 30 denotes an exhaust gas recirculation pipe that recirculates the exhaust gas of the engine 10 to the intake pipe 11. Of these, the exhaust pipe is connected to the intake pipe 11 and the exhaust pipe 14 so as to communicate with the upstream side of the exhaust flow.
31 is an EGR valve (exhaust recirculation valve) that opens and closes the exhaust gas recirculation pipe 30. The EGR valve 31 and the exhaust gas recirculation pipe 30 reduce the nitrogen oxide contained in the exhaust gas of the engine 10. The exhaust gas recirculation device (EGR) is configured. The EGR valve 31 is controlled by the ECU 25 together with the throttle valve 13, the combustor 22, and the like.
[0020]
Reference numeral 32 denotes a combustor exhaust pipe 32 that guides the exhaust of the combustor 22 to the intake pipe 11 side from the EGR valve 31 in the exhaust recirculation pipe 30. The exhaust of the combustor 22 is EGR as described later. Control is performed depending on whether the valve 31 is open or closed, and whether the exhaust is discharged to the intake pipe 11 or the exhaust pipe 14.
Next, the operation of the vehicle heating apparatus according to this embodiment will be described based on the flowchart shown in FIG.
[0021]
First, a signal from a timer switch or a remote control device is read into the ECU 25 (S100), and it is determined whether the signal ignites (operates) the combustor 22 (ON signal) or not (S110). ).
And when it determines with a signal being an OFF signal, the combustor 22 is stopped (S120). If the combustor 22 has already stopped, the stopped state (OFF state) is maintained.
[0022]
If it is determined in S110 that the signal is an ON signal, whether or not the engine 10 is in operation (ON) based on an ignition signal to an ignition coil (not shown) of the engine 10 (OFF) When the engine 10 is stopped, the throttle valve 13 is closed and the EGR valve 31 is opened (S140), and the fuel pump 23, the electric water pump 24, and the blower are set. 29 is operated and the combustor 22 is operated (ignited) (S150). If the combustor 22 is already operating, the operating state (ON state) is maintained.
[0023]
Thereby, the exhaust gas of the combustor 22 flows through the exhaust gas recirculation pipe 30, passes through the catalyst 15 and the muffler 16, and is released into the atmosphere (see FIG. 1). At this time, since the throttle valve 13 is closed, the fresh air is sucked into the combustor 22 without the exhaust of the combustor 22 being sucked into the combustor 22 again.
On the other hand, when the engine 10 is in operation, whether or not the EGR valve 31 is opened (ON) based on the combustion state (combustion temperature) of the engine 10, the engine load, the engine speed, the coolant temperature, and the like (OFF). Is determined (S160).
[0024]
When it is determined that the EGR valve 31 is to be opened, the EGR valve 31 and the throttle valve 13 are opened to operate the combustor 22 (S170, S150). Thereby, the exhaust gas from the combustor 22 is sucked into the engine 10 through the exhaust gas recirculation pipe 30 without being affected by the exhaust pressure of the engine 10 (see FIG. 3).
On the other hand, when it is determined that the EGR valve 31 is closed, the EGR valve 31 is closed and the throttle valve 13 is opened to operate the combustor 22 (S180, S150). Thereby, the exhaust gas of the combustor 22 is sucked into the engine 10 together with the exhaust gas of the engine 10 that flows through the exhaust gas recirculation pipe 30 and flows toward the intake pipe 11 (see FIG. 4).
[0025]
When the engine 10 is operated when the combustor 22 is in operation, the engine 10 inhales and combusts (explodes) the exhaust gas of the combustor 22 together with the intake air. No.) needs to inject fuel in consideration of a decrease in the amount of oxygen in the intake air due to the exhaust of the combustor 22 being mixed in the intake air.
[0026]
In addition, the throttle valve 13 is originally adjusted by adjusting the opening thereof so that the pressure on the exhaust outlet side of the exhaust recirculation pipe 30 connected to the downstream side of the intake flow from the throttle valve 13 is recirculated. one which regulates the exhaust Oh Runode, the opening degree of the throttle valve 13, at the time of stop of the combustor 22, the combustion state (combustion temperature) of the engine 10, based on the engine load and the engine speed or the like, EGR Control is performed in conjunction with the valve 31.
[0027]
Next, features of the present embodiment will be described.
When the engine 10 is stopped, the exhaust gas from the combustor 22 flows through the exhaust gas recirculation pipe 30 and is guided to the catalyst 15 and purified by the catalyst 15. After the noise is reduced by the muffler 16, Since it is discharged inside, the exhaust gas of the combustor 22 can be purified without newly providing a catalyst or a muffler for the combustor 22.
[0028]
Further, when the engine 10 is in operation, the exhaust of the combustor 22 is sucked into the engine 10 regardless of the open / closed state of the EGR valve 31 as described above, so that a volume type fan is not used. The exhaust of the combustor 22 can be discharged, and the combustor 22 can be stably burned.
Therefore, in the vehicle heating device according to the present embodiment, the combustor 22 can be stably burned while suppressing an increase in manufacturing cost.
[0029]
In addition, since the existing EGR valve 31 and the throttle valve 13 are used, it is determined whether the exhaust of the combustor 22 is discharged to the catalyst 15 side or the intake side of the engine 10 without providing new parts. Can be controlled. Therefore, the mounting property of the vehicle heating apparatus having the combustor 22 on the vehicle can be improved while suppressing an increase in the manufacturing cost of the vehicle heating apparatus.
[0030]
Moreover, since the exhaust of the combustor 22 can be purified without newly providing a catalyst or a muffler for the combustor 22, it is possible to improve the mountability of the vehicle heating apparatus having the combustor 22 in a vehicle. it can.
Further, since the exhaust of the combustor 22 is also released into the atmosphere via the exhaust pipe 14 of the vehicle, the layout of the exhaust system of the combustor 22 can be simplified, and the vehicle mountability of the combustor 22 is improved. Can be made.
[0031]
In addition, when the engine 10 is stopped, the cooling water heated by the combustor 22 circulates through the heater core 20 and the engine 10, so that the engine 10 is warmed (warmed up) in addition to the passenger compartment. When the engine is started, the warm-up operation time of the engine 10 can be shortened.
Further, when the engine 10 is stopped, the exhaust of the combustor 22 is guided to the catalyst 14, so that the temperature of the catalyst 14 can be raised. Therefore, the time required to raise the catalyst 14 to a predetermined temperature (activate the catalyst 14) at the next engine start can be shortened, so that the exhaust of the engine 10 can be quickly purified. .
[0032]
Further, since the combustor 22 burns fuel more slowly than the engine 10, the fuel is easily combusted completely, and the exhaust amount of the combustor 22 is less than the exhaust amount of the engine 10. For this reason, as compared with a so-called normal exhaust gas recirculation device that recirculates the exhaust of the engine 10 to the intake side of the engine 10, it is possible to suppress an increase in the temperature in the combustion chamber of the engine 10 due to oxygen oxidation (combustion) in the exhaust. can do. Therefore, nitrogen oxides can be more reliably reduced as compared with a normal exhaust gas recirculation device.
[0033]
(Second Embodiment)
In the above-described embodiment, when the engine 10 is in operation, it is determined whether or not the EGR valve 31 is opened based on the combustion state (combustion temperature) of the engine 10, the engine load, the engine speed, the coolant temperature, and the like. In this embodiment, as shown in FIG. 5, when the engine 10 is operating, the EGR valve 31 is always closed and the throttle valve 13 is opened. (S260).
[0034]
Note that S200 to S250 in FIG. 5 are the same control steps as S100 to S150 in the above-described embodiment (FIG. 2), and thus the description of S200 to S250 is omitted in this embodiment.
By the way, in the above-mentioned embodiment, the heat of the combustor 21 was given to cooling water and the vehicle interior was heated, but the vehicle interior may be directly heated and heated by the combustor 22.
[0035]
Moreover, the vehicle heating device according to the present invention is not limited to a diesel engine as a vehicle, and can be applied to a gasoline engine as long as it has a throttle valve 13 in the intake pipe 11.
The vehicle heating device according to the present invention can also be applied to an engine with a turbocharger that supercharges the intake air of the engine 10 with the energy of the exhaust of the engine 10.
[0036]
In this case, it is necessary to reduce the pressure difference between the intake side and the exhaust side of the combustor 21 by connecting both the intake side and the exhaust side of the combustor 21 to the upstream or downstream side of the intake air flow from the turbocharger. is there. In addition, when there is a turbocharger between the intake side and the exhaust side of the combustor 22, the pressure on the intake side and the exhaust side of the combustor 22 is stopped by stopping the turbocharger while the combustor 22 is in operation. The difference needs to be reduced.
[0037]
Further, when an intercooler for cooling the intake air is provided in the intake pipe 11 of the engine 10, and the exhaust of the combustor 22 is discharged to the upstream side of the intake air flow in the intake pipe 11 from the intercooler. It is desirable to provide a drain port for discharging condensed water in the intercooler.
This is because the exhaust gas from the combustor 21 contains a large amount of water vapor, so that condensed water is generated when the exhaust gas from the combustor 22 is cooled by the intercooler.
[0038]
In the above-described embodiment, it is determined whether or not the engine 10 is operating based on the ignition signal, or based on a signal from an alternator (generator) that operates mechanically in conjunction with the engine 10. It may be determined whether or not is operating.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an exhaust flow of a combustor when a vehicle heating apparatus according to a first embodiment and an engine are stopped.
FIG. 2 is a flowchart showing a control flow of the vehicle heating apparatus according to the first embodiment.
FIG. 3 is a schematic diagram showing an exhaust flow of the combustor when the vehicle heating apparatus according to the first embodiment and the engine are operating.
FIG. 4 is a schematic diagram showing an exhaust flow of the combustor when the vehicle heating device according to the first embodiment and the engine are operating.
FIG. 5 is a flowchart showing a control flow of the vehicle heating apparatus according to the second embodiment.
[Explanation of symbols]
10 ... Water-cooled engine (liquid-cooled engine), 11 ... Intake pipe,
12 ... Air cleaner, 13 ... Throttle valve, 14 ... Exhaust pipe, 15 ... Three-way catalyst,
16 ... muffler, 21 ... heater core (heating means), 22 ... combustor,
29 ... Blower, 30 ... Exhaust gas recirculation pipe, 31 ... EGR valve,
32 ... Exhaust pipe for combustor.

Claims (6)

A throttle valve ( 13 ) disposed in the intake pipe (11) of the internal combustion engine (10);
An exhaust pipe (14) for releasing the exhaust of the internal combustion engine (10) into the atmosphere;
An exhaust gas recirculation device comprising an exhaust gas recirculation pipe (30) for recirculating exhaust gas of the internal combustion engine (10) to the intake pipe (11), and an EGR valve (31) for opening and closing the exhaust gas recirculation pipe (30); a vehicle heating apparatus applied to a vehicle having,
Heating means (21) for heating the vehicle interior using waste heat of the internal combustion engine (10) as a heat source;
A combustor (22) for heating the passenger compartment by burning fuel;
An intake pipe (28) for the combustor that connects the intake side of the combustor (22) and the intake pipe (11) of the internal combustion engine (10) with the upstream side of the air flow from the throttle valve (13);
The exhaust side of the combustor (22), and the exhaust pipe (32) for the combustor that connects the EGR valve (31) to the intake pipe (11) side of the exhaust gas recirculation pipe (30). ,
The exhaust gas recirculation pipe (30) communicates an air flow downstream side of the throttle valve (13) with the exhaust pipe (14) in the intake pipe (11),
During operation of the combustor (22), wherein at the time of stop of the internal combustion engine (10) is opened said EGR valve (31), the exhaust of said throttle valve (13) closed Rukoto in the combustor (22) The exhaust pipe (14) is exhausted . Further, when the combustor ( 22 ) is in operation, when the internal combustion engine (10) is in operation, the throttle valve (13) is opened to exhaust the combustor (22). vehicle heating apparatus characterized by being discharged into the intake pipe (11). A throttle valve ( 13 ) disposed in the intake pipe (11) of the liquid-cooled internal combustion engine (10);
An exhaust pipe (14) for releasing the exhaust of the internal combustion engine (10) into the atmosphere;
An exhaust gas recirculation device comprising an exhaust gas recirculation pipe (30) for recirculating exhaust gas of the internal combustion engine (10) to the intake pipe (11), and an EGR valve (31) for opening and closing the exhaust gas recirculation pipe (30); a vehicle heating apparatus applied to a vehicle having,
A heater core (21) for heating the passenger compartment using the coolant of the internal combustion engine (10) as a heat source;
A combustor (22) for heating the coolant flowing into the heater core (21) by burning fuel;
An intake pipe (28) for the combustor that connects the intake side of the combustor (22) and the intake pipe (11) of the internal combustion engine (10) with the upstream side of the air flow from the throttle valve (13);
The exhaust side of the combustor (22), and the exhaust pipe (32) for the combustor that connects the EGR valve (31) to the intake pipe (11) side of the exhaust gas recirculation pipe (30). ,
The exhaust gas recirculation pipe (30) communicates an air flow downstream side of the throttle valve (13) with the exhaust pipe (14) in the intake pipe (11),
During operation of the combustor (22), wherein at the time of stop of the internal combustion engine (10) is opened said EGR valve (31), the exhaust of said throttle valve (13) closed Rukoto in the combustor (22) The exhaust pipe (14) is exhausted . Further, when the combustor ( 22 ) is in operation, when the internal combustion engine (10) is in operation, the throttle valve (13) is opened to exhaust the combustor (22). vehicle heating apparatus characterized by being discharged into the intake pipe (11). During operation of the combustor (22), when the internal combustion engine (10) is in operation, it is determined that the EGR valve (31) is opened by means for determining whether to open the EGR valve (31) (S160). When this is done, the exhaust gas from the combustor (22) is discharged to the intake pipe (11) by opening the EGR valve (31) and the throttle valve (13), and whether or not the EGR valve (31) is opened. When it is determined by the determination means (S160) that the EGR valve (31) is to be closed, the EGR valve (31) is closed and the throttle valve (13) is opened so that the exhaust of the combustor (22) is reduced. The vehicle heating device according to claim 1 or 2, characterized in that it is discharged into the intake pipe (11) together with the exhaust of the internal combustion engine (10).   The vehicle heating device according to claim 1 or 2, wherein the EGR valve (31) is closed when the internal combustion engine (10) is in operation when the combustor (22) is in operation. The exhaust pipe (14) is provided with a catalyst (15) for purifying exhaust gas from the internal combustion engine (10), and the exhaust gas recirculation pipe (30) is connected to the catalyst ( The vehicle heating device according to any one of claims 1 to 4 , wherein the vehicle heating device is in communication with the upstream side of the exhaust flow. The vehicle heating device according to any one of claims 1 to 5, further comprising an electronic control device (25) for controlling the EGR valve (31) and the throttle valve (13).

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