JP6131937B2 - Cooling device for rotary piston engine - Google Patents

Description

  The present invention relates to a cooling device for a rotary piston engine.

  As described in Patent Document 1 below, a rotor zone and a side housing of a rotary piston engine are provided with a hot zone side cooling water passage for cooling the hot zone and a cold zone side cooling water passage for cooling the cold zone. Provided with a control valve that controls the amount of cooling water from the water pump supplied to the hot zone side cooling water passage and the cold zone side cooling water passage corresponding to the wall temperature of the hot zone and cold zone Is known.

No. 03-030592

  On the other hand, in addition to control valves that control the amount of cooling water in the hot zone side cooling water passage and the cold zone side cooling water passage, heat exchangers other than radiators, such as air conditioning heaters and oil coolers, and various types of cooling that are required A circulation path for cooling water to the equipment is required, and a flow rate control valve for controlling the amount of cooling water in each of the plurality of circulation paths is also required.

  Therefore, when laying out a control valve or the like that appropriately distributes the cooling water to the hot zone and the cold zone and controls the flow rate around the engine body including the rotor housing and the side housing, the control valve Need to be arranged compactly.

  The present invention solves the above-described problems and cools the engine body of the rotary piston engine into two systems, thereby appropriately promoting the coolant in the hot zone and the cold zone while promoting the warm-up and enhancing the cooling effect. Provided is a cooling device for a rotary piston engine in which control valves for distributing and controlling the flow rate are arranged in a compact manner.

  In order to solve the above-described problems, the present invention divides a water jacket of an engine housing into a hot zone and a cold zone, and provides a cooling liquid discharge path between the intake system path and the exhaust system path. A distribution adjusting valve for adjusting distribution of each cooling liquid to the hot zone and the cold zone is provided in the path.

  Specifically, the present invention is directed to a cooling device for a rotary piston engine, and the following solution is taken.

  That is, the first invention is a cooling device for a rotary piston engine provided with a circulation path for circulating a coolant from a water pump to a water jacket of an engine housing that constitutes an engine body through an introduction portion. The jacket is divided into a hot zone corresponding to the combustion stroke and the exhaust stroke, and a cold zone corresponding to the intake stroke. The engine main body has a coolant discharge path in the hot zone and the cold zone. It is provided between the intake system path and the exhaust system path as viewed from the direction of the rotation axis, and the discharge path is provided with a distribution adjustment valve for adjusting the distribution of each coolant to the hot zone and the cold zone It is.

  According to this, the warming-up of the engine is promoted while the distribution adjusting valve for adjusting the distribution of the cooling liquid to the hot zone and the cold zone partitioned by the water jacket is arranged compactly between the intake path and the exhaust system path. And the cooling effect can be enhanced.

  In a second aspect based on the first aspect, the coolant introduction portion is provided in the vicinity of the spark plug hole in the hot zone, and the cold zone is a path for circulating the coolant from the compression stroke side to the intake stroke side. Is formed.

  According to this, the peripheral portion of the spark plug hole that becomes high temperature can be effectively cooled, and an increase in the intake air temperature in the intake stroke corresponding to the cold zone of the water jacket is suppressed to increase the intake air density. Can be improved.

  In a third aspect based on the second aspect, the water pump is disposed on one side of the engine body where the spark plug hole is disposed, and is disposed on one side of the engine body. A flow rate control valve is provided in the inflow path through which the coolant flows into the water jacket from the plurality of circulation paths including the radiator via the regulating valve, and controls the flow rate of the coolant in each circulation path. .

  According to this, since the flow control valve can be compactly arranged at one side where the water pump in the engine main body is arranged, the flow rate of the coolant in each circulation path can be controlled easily and reliably.

  According to the present invention, the engine body of the rotary piston engine is cooled into two systems of the hot zone and the cold zone, thereby enhancing the warm-up and the cooling effect while cooling the hot zone and the cold zone. A control valve for appropriately distributing the liquid and controlling the flow rate thereof can be arranged in a compact manner.

Fig.1 (a) is a schematic cross section which shows the rotary piston engine which concerns on one Embodiment, FIG.1 (b) is a schematic cross section which shows the conventional rotary piston engine. FIG. 2 is a schematic configuration diagram showing a cooling device for a rotary piston engine according to an embodiment. FIG. 3 is a schematic perspective view showing the arrangement of the flow rate control valve and the distribution adjusting valve constituting the cooling device for the rotary piston engine according to the embodiment. FIG. 4 is another schematic perspective view showing the arrangement of the flow rate control valve and the distribution adjusting valve constituting the cooling device for the rotary piston engine according to the embodiment. FIG. 5 is a schematic diagram showing the arrangement and configuration of each operating device to be cooled by the cooling device of the rotary piston engine according to the embodiment. FIG. 6 is a list showing an example of the presence or absence of coolant flow from the cold start to the end of warm-up in each operating device according to an embodiment. FIG. 7A to FIG. 7C are the evaluation results by the actual machine after the cold start in the cooling device for the rotary piston engine according to the embodiment, and FIG. 7A is the time of the temperature of the wall surface in the hot zone. FIG. 7B is a graph showing the dependence of the temperature of the wall surface in the cold zone by the presence / absence of the circulation of the coolant, and FIG. It is a graph showing the relationship between the presence or absence of the circulation of the coolant in the hot zone and the fuel consumption rate.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is not intended to limit the invention, its application, or its application.

(One embodiment)
FIG. 1A schematically shows a cross-sectional configuration of a rotary piston engine according to this embodiment, and FIG. 1B schematically shows a cross-sectional configuration of a conventional rotary piston engine.

  As shown in FIGS. 1A and 1B, a rotary piston engine (hereinafter referred to as an engine main body) 1 has a rotor housing 11, and a trochoid inner peripheral surface (rotor) in the rotor housing 11. The water jacket 12 for circulating the coolant is disposed in the vicinity of the sliding surface.

  The water jacket 12 can be partitioned into a hot zone H corresponding to the combustion stroke and the exhaust stroke, and a cold zone C corresponding to the intake stroke.

  For example, in the water jacket 12 of the present embodiment shown in FIG. 1A, an exhaust port 11a provided in an upper portion of an intermediate housing (not shown) or side housing (not shown) adjacent to the rotor housing 11. The region above the imaginary line connecting the lower end of the trailing spark plug T and the lower end of the trailing spark plug T is the hot zone H, and the region below the imaginary line and including the intake port 11b is the cold zone C.

  As shown in FIG. 1A, in the engine main body 1 according to the present embodiment, for example, a mechanical water pump 20A is disposed in the vicinity of the trailing spark plug T. The water jacket 12 is divided into two paths: a first path 12a that passes from the water pump 20A through the upper portion of the rotor housing 11, and a second path 12b that passes from the water pump 20A through the lower portion of the rotor housing 11. Has been. Accordingly, the first path 12a passes through the hot zone H, and the second path 12b passes through the cold zone C.

  That is, the coolant introduction part is provided in the vicinity of the spark plug hole in the hot zone H. The cold zone C is formed in a path for circulating the coolant from the compression stroke side to the intake stroke side.

  Further, a flow control valve 20B connected to the water pump 20A is provided on one side of the engine body 1 where the water pump 20A is disposed, and includes a plurality of radiators via a distribution adjustment valve 30 described later. Are arranged in an inflow path through which the coolant flows into the water jacket 12. The flow control valve 20B can control the flow rate of the coolant in each circulation path. Here, the flow control valve 20B is preferably disposed adjacent to the water pump 20A so as to enhance the compactness.

  The coolant discharge path is provided between the intake system path (intake port 11b) and the exhaust system path (exhaust port 11a) when viewed from the direction of the rotation axis (eccentric shaft: eccentric shaft) of the engine body 1. ing. The distribution adjusting valve 30 is disposed in the coolant discharge path in the hot zone H and the cold zone C, and can adjust the distribution of each coolant to the hot zone H and the cold zone C.

  On the other hand, in the conventional water jacket 12 shown in FIG. 1B, the lower side of the imaginary line connecting the upper end portion of the exhaust port 11a provided at the lower portion of the intermediate housing and the like and the upper end portion of the trailing spark plug T. Is the hot zone H, and the region above the imaginary line and including the intake port 11b is the cold zone C. The mechanical water pump 20A is disposed in the upper part of the engine body 1. The water jacket 12 is provided from the water pump 20A around the inner peripheral surface of the trochoid as one path. Therefore, the coolant flowing through the conventional water jacket 12 always flows through the hot zone H and the cold zone C while the water pump 20A is operating.

  Here, the positions of the hot zone H and the cold zone C are reversed between the engine body 1 according to the present embodiment and the conventional engine body 1. In the case of the engine main body 1 according to the present embodiment, as an example, the turbocharger is mounted on the engine main body 1, and therefore the exhaust port 11 a disposed in the conventional engine main body 1 is provided. In the configuration on the lower side, the turbocharger that receives the exhaust is located at the lower part of the engine 1. Therefore, for example, when the position of the engine hood is set low, there is a case where the turbocharger interferes with the frame. In the present embodiment, the turbocharger is set by setting the hot zone H to the upper side. Is disposed above the engine 1. Therefore, the configuration in which the hot zone H is set on the upper side and the cold zone C is set on the lower side is irrelevant to the present invention.

  By the way, in the conventional engine main body 1 shown in FIG. 1 (b), when the coolant flows through the water jacket 12, the coolant always flows in both the hot zone H and the cold zone C. Therefore, in the conventional engine main body 1, the hot zone H is cooled by the coolant even during the warm-up operation (temperature increase), and it is difficult to obtain a fuel efficiency effect.

  In contrast, in the engine main body 1 according to the present embodiment shown in FIG. 1A, the coolant is supplied to one of the paths by dividing the water jacket 12 into the first path 12a and the second path 12b. It can be distributed selectively. For example, at the time of warm-up operation (temperature increase), if the coolant is allowed to flow only in the cold zone C and the coolant is not allowed to flow in the hot zone H, the temperature increase in the hot zone H can be promoted, and the fuel consumption Can be obtained.

  In addition, since the flow control valve 20B can be compactly arranged on one side where the water pump 20A in the engine main body 1 is arranged, the flow rate of the coolant in each circulation path can be controlled easily and reliably. .

  A distribution adjustment valve 30 for adjusting the distribution of the coolant to the hot zone H and the cold zone C partitioned by the water jacket 12 is compactly disposed between the intake path and the exhaust system path, and the engine body. The warming-up promotion and cooling effect of the part 1 can be improved.

  Further, since the flow rate control valve 20B is disposed in the coolant introduction part provided in the vicinity of the spark plug hole in the hot zone H, the peripheral part of the spark plug hole that is at a high temperature can be effectively cooled. On the other hand, an increase in the intake air temperature in the intake stroke corresponding to the cold zone C is suppressed and the intake air density is increased, so that the intake air charging efficiency can be improved.

  FIG. 2 shows a schematic configuration of a cooling device for a rotary piston engine according to the present embodiment. As shown in FIG. 2, a flow rate control including a mechanical water pump 20A for sending coolant to the engine body 1 via a circulation path 13 and a plurality of valves 20b, 20c and 20d for controlling the flow rate of the coolant. The valve 20B, the inlet is connected to the distribution adjusting valve 30 provided in the engine body 1, the outlet is connected to the valve 20b of the flow control valve 20B, and the inlet is connected to the distribution adjusting valve 30. The outlet is provided with an EGR cooler 22 connected to the inlet of the radiator 21 and the valve 20b. Here, in FIG. 2, the valves 20b, 20c, and 20d included in the flow control valve 20B are illustrated as being composed of three individual valves, but this is merely for convenience and the rotary control valve 20B. It can be configured compactly by a valve or the like.

  In addition, a turbocharger (T / C) cooler 23 that receives the coolant from the distribution adjustment valve 30 of the engine body 1 and an EGR cooler bypass valve that is located downstream of the cooler 23 and has an outlet connected to the valve 20c. Receiving the coolant from the cooling device 24 and the distribution adjustment valve 30 and receiving the coolant from the electronic throttle valve temperature controller 25 whose outlet is connected to the valve 20c and the distribution adjustment valve 30 and having the outlet A vehicle air conditioner heater 26 connected to the valve 20c, a water-cooled oil cooler (O / C) 27 that receives the coolant from the distribution adjusting valve 30, and an outlet located downstream of the heater 20 is connected to the valve 20d. And an automatic transmission warmer (ATF / W) cooler 28.

  Here, EGR refers to exhaust gas recirculation, which is a method of adding a part of exhaust gas to intake air. The automatic transmission warmer (ATF / W) cooler 28 may be a manual transmission warmer (MTF / W).

  With the above configuration, the cooling device according to the present embodiment divides the water jacket 12 into the first path 12a and the second path 12b, and appropriately adjusts the opening degree of the distribution adjustment valve 30, thereby reducing the coolant. Can be selectively distributed to both or one of the first route 12a and the second route 12b.

  Further, by appropriately adjusting the opening degree of each of the valves 20b to 20d of the flow control valve 20B, the cooling liquid is supplied to the turbocharger cooler 23, the electronic throttle valve temperature controller 25, the vehicle air conditioner heater 26, or the like. The water-cooled oil cooler 27 can be selectively distributed.

  3 and 4 schematically show an example of the arrangement of each of the flow control valve 20B and the distribution regulating valve 30 that constitute the cooling device for the rotary piston engine according to the present embodiment. As shown in FIGS. 3 and 4, the flow control valve 20B is provided with, for example, a side opposite to the exhaust port 11a, that is, a spark plug hole (not shown) as a rotary valve for three-way (four-way) adjustment. It is arranged on the side part of the side to be provided. On the other hand, as shown in FIGS. 3 and 4, the distribution adjustment valve 30 is, for example, a two-way adjustment rotary valve, which has an exhaust port 11 a as viewed from the axial direction of the eccentric shaft that is the rotary shaft of the rotary piston. It arrange | positions in the site | part between the inlet ports 11b.

  FIG. 5 schematically shows the arrangement and configuration of main operating devices (devices) mounted on the vehicle, which are the objects to be cooled by the cooling device of the rotary piston engine according to the present embodiment. As shown in FIG. 5, the EGR cooler 22 is branched from the exhaust pipe from the engine body 1, and is a water-cooled cooler disposed in the EGR pipe 40 connected to the downstream portion of the intercooler 42 in the intake pipe 41. It is. Further, the EGR cooler bypass valve 24A is provided on the downstream side of the EGR bypass pipe 40a that branches on the upstream side of the EGR cooler 22 and is connected in the vicinity of the connection portion of the EGR pipe 40 with the intake pipe 41. The EGR cooler bypass valve 24A is opened when the engine body 1 is under a low load. The turbocharger 23A includes a turbine that receives exhaust from the engine main body 1 and a compressor that is provided coaxially with the turbine and compresses intake air, and is disposed upstream of the intercooler 42. The electronic throttle valve 25 </ b> A is provided downstream of the intercooler 42 in the intake pipe 41. Here, as described above, in the actual machine, the turbocharger 23A is mounted, for example, above the hot zone H of the engine body 1.

  FIG. 6 shows, in tabular form, an example of the presence or absence of coolant flow from the cold start to the completion of warm-up in each device according to the present embodiment. In FIG. 6, a column with an arrow (→) indicates a state in which the coolant flows, and a column with an oblique line (/) indicates a state in which the coolant does not flow.

  As shown in FIG. 1 (a), in the engine main body 1, at the time of cold start, it is not desired that the coolant flow through the first path 12a provided in the water jacket 12. However, the group A devices shown in FIG. 2, that is, the electronic throttle valve temperature controller 25, the turbocharger cooler 23, the EGR cooler bypass valve cooler 24, and the vehicle air conditioner heater 26 in the ON state, Even during cold start, it is preferable to circulate the coolant. This is because, as shown in FIG. 3, the turbocharger 23A and the EGR cooler bypass valve 24A directly receive exhaust immediately after the engine main body 1 is started, so that the temperature rises rapidly, and the electronic throttle valve 25A This is because the temperature is adjusted by flowing cooling water to prevent freezing. Moreover, if the vehicle air conditioning heater 26 is turned on manually or automatically, it is necessary to flow the coolant.

  Thus, at the time of cold start, although the first path 12a passing through the hot zone H in the water jacket 12 of the engine body 1 is closed by the distribution adjusting valve 30, the second path 12b passing through the cold zone C is closed. By appropriately opening the device, as shown in FIG. 6, it is possible to circulate a predetermined flow rate of coolant through the devices in group A. As shown in FIG. 2, the devices in group A can adjust the flow rate of the coolant by adjusting the opening of the valve 20c in the flow rate control valve 20B. Similarly, the radiator 21 and the EGR cooler 22 adjust the flow rate of the coolant by adjusting the opening of the valve 20b, and the water-cooled oil cooler 27 and the cooler 28 for the automatic transmission warmer adjust the flow rate of the coolant by adjusting the opening of the valve 20d. can do.

  Further explaining FIG. 6, in the warm-up determination, when it is determined that the temperature of the coolant has reached a predetermined temperature, in addition to the cold zone C by adjusting the opening of the distribution adjustment valve 30, The coolant starts to flow also to the zone H, that is, to the first path 12a of the water jacket 12. Furthermore, the coolant is caused to flow through the radiator 21 and the EGR cooler 22 by opening the valve 20b of the flow control valve 20B in an appropriate open state. In the “semi-warm-up” state when the temperature of the coolant is determined to be lower than the predetermined temperature in the warm-up determination, the water cooling oil cooler 27 and the flow control valve 20B are opened by appropriately opening the valve 20d. Coolant flows through the automatic transmission warmer cooler 28.

  The flow rate control by the valves 20b to 20d in the flow rate control valve 20B can be adjusted as appropriate. For example, the flow rate during cold start and low load may be small, and during high load operation after completion of warm-up, The flow rate may be increased.

  As described above, when the engine main body 1 is cold-started, the coolant is not supplied to the hot zone H in the water jacket 12 of the engine main body 1, and the coolant is supplied only to the cold zone C. Thereby, not only the improvement effect of a fuel consumption but generation | occurrence | production of the malfunction with respect to the structural member of the engine main-body part 1 can be prevented. Specifically, during operation of the engine main body 1, the hot zone H has a higher combustion gas temperature, so that the higher the temperature of the wall surface of the housing of the engine main body 1, the greater the effect of reducing combustion loss. In addition, since the pressure of the combustion gas is high in the hot zone H, the higher the temperature of the sliding surface of the rotor, the more appropriate the viscosity of the oil film interposed between the rotor and the sliding surface, and the thickness of the oil film. Is also appropriate. Thereby, the effect of reducing the friction loss of the gas seal including the apex seal, the side seal, and the corner seal is increased.

  On the other hand, since the combustion heat is not easily transmitted to the cold zone C, the loss is small even when the coolant is supplied from the cold start.

  FIG. 7A to FIG. 7C show the evaluation results by the actual machine after the cold start in the cooling device for the rotary piston engine according to this embodiment, and FIG. 7A shows the temperature of the wall surface in the hot zone H. FIG. 7B shows the time dependency of the temperature of the wall surface in the cold zone C by the presence / absence of the coolant flow, and FIG. 7C shows the time dependency in the hot zone H. It represents the relationship between the presence or absence of coolant flow and the fuel consumption rate.

  From FIG. 7 (a), when flowing the cooling liquid to the hot zone H (with water flow), the temperature of the wall surface after a predetermined time from the cold start is about 70 ° C., and the cooling liquid flows into the hot zone H. If not (water flow is stopped), it can be seen that the temperature of the wall surface has risen to about 130 ° C. after a predetermined time from the start.

  On the other hand, from FIG. 7B, when the coolant is circulated in the cold zone C (with water flow), the temperature of the wall surface after a predetermined time from the cold start is about 45 ° C. When not flowing through the hot zone H (water flow is stopped), the temperature of the wall surface after a predetermined time from the start is about 62 ° C.

  For these reasons, when the coolant is supplied to the hot zone H from the cold start, the warm-up is delayed. On the other hand, the warm-up is faster by not supplying the coolant to the hot zone H during the cold start. I understand that Therefore, it is demonstrated that the higher the wall surface temperature, the greater the effect of reducing the combustion loss, and the higher the wall surface temperature, the greater the effect of reducing the gas seal friction loss. Is done.

  Moreover, from FIG.7 (c), it turns out that a fuel consumption rate has fallen by not distribute | circulating a cooling fluid to the hot zone H during cold start.

  In the above-described embodiment, an example is shown in which the rotary piston engine 1 shown in FIG. 1A is applied. However, in the conventional engine 1 shown in FIG. The water jacket 12 may be divided into two paths, a first path passing through the hot zone H and a second path passing through the cold zone C, so that the present invention can be applied. .

-Effect-
As described above, according to the present embodiment, the engine body 1 of the rotary piston engine is selectively cooled as the two systems of the hot zone H and the cold zone C, thereby promoting the warm-up and the cooling effect. Can be increased. In addition, the distribution adjustment valve 30 that appropriately distributes the coolant to the hot zone H and the cold zone C, and the flow rate control valve 20B that controls the flow rate of the coolant for each of a plurality of circulation paths can be arranged in a compact manner. it can.

  The cooling device for a rotary piston engine according to the present invention can be applied to an application or the like that can realize a compact configuration that enhances the warm-up and the cooling effect.

1 Rotary piston engine (engine body)
11 Rotor housing (engine housing)
11a Exhaust port 11b Inlet port Outline 12 Water jacket 12a First path 12b Second path 13 Circulation path 20A Mechanical water pump (water pump)
20B Flow control valve (Flow control valve)
20b, 20c, 20d Valve 21 Radiator 22 EGR cooler 23 Turbocharger cooler 23A Turbocharger 24 EGR cooler bypass valve cooler 24A EGR cooler bypass valve 25 Electronic throttle valve temperature controller 25A Electronic throttle valve 26 Vehicle air conditioning heater 27 Water-cooled oil cooler 28 Automatic transmission cooler for warmer 30 Distribution adjustment valve (distribution adjustment valve)

Claims (3)

In the rotary piston engine cooling device provided with a circulation path for circulating the coolant through the introduction portion from the water pump to the water jacket of the engine housing constituting the engine main body,
The water jacket is divided into a hot zone corresponding to the combustion stroke and the exhaust stroke, and a cold zone corresponding to the intake stroke,
In the engine body, a coolant discharge path in the hot zone and the cold zone is provided between the intake system path and the exhaust system path as viewed from the rotational axis direction of the engine,
A cooling device for a rotary piston engine, wherein a distribution adjusting valve for adjusting distribution of each coolant to the hot zone and the cold zone is disposed in the discharge path. In claim 1,
The introduction portion of the coolant is provided in the vicinity of the spark plug hole in the hot zone,
The cold zone is a cooling device for a rotary piston engine formed in a path for circulating a coolant from the compression stroke side to the intake stroke side. In claim 2,
The water pump is disposed on one side of the engine body where the spark plug hole is disposed,
The one side part of the engine main body part is disposed in an inflow path through which cooling liquid flows into the water jacket from a plurality of circulation paths including a radiator via the distribution regulating valve, and cooling in each circulation path A cooling device for a rotary piston engine, further comprising a flow rate control valve for controlling a flow rate of liquid.

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