U.S. patent application number 14/395974 was filed with the patent office on 2015-05-21 for heat transport device.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is Takashi Hotta, Takayuki Iwakawa, Kenichi Yamada. Invention is credited to Takashi Hotta, Takayuki Iwakawa, Kenichi Yamada.
Application Number | 20150136381 14/395974 |
Document ID | / |
Family ID | 49482364 |
Filed Date | 2015-05-21 |
United States Patent
Application |
20150136381 |
Kind Code |
A1 |
Hotta; Takashi ; et
al. |
May 21, 2015 |
HEAT TRANSPORT DEVICE
Abstract
A heat transport device (1A) is provided with: a circulation
path unit (10) in which a heat recovery unit (11) that vaporizing a
heat transport medium and a condensation unit (12) that condenses
the heat transport medium vaporized in the heat recovery unit (11)
are incorporated, and which has a vacuum state; a branch path unit
(20) which branches from the circulation path unit (10), and in
which a valve (22) capable of controlling flow is incorporated; and
an ECU (40A) which implements a first control unit and is
configured to, when it is recognized that there is an increase in
the pressure within the circulation path unit (10) under the same
operating condition, open and close the valve (22) in the state in
which the pressure within the circulation path unit (10) is higher
than a predetermined pressure (.alpha.).
Inventors: |
Hotta; Takashi; (Susono-shi,
JP) ; Yamada; Kenichi; (Yaizu-shi, JP) ;
Iwakawa; Takayuki; (Numazu-shi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hotta; Takashi
Yamada; Kenichi
Iwakawa; Takayuki |
Susono-shi
Yaizu-shi
Numazu-shi |
|
JP
JP
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi, Aichi-ken
JP
|
Family ID: |
49482364 |
Appl. No.: |
14/395974 |
Filed: |
April 23, 2012 |
PCT Filed: |
April 23, 2012 |
PCT NO: |
PCT/JP2012/060885 |
371 Date: |
October 21, 2014 |
Current U.S.
Class: |
165/281 |
Current CPC
Class: |
F01K 23/065 20130101;
F28F 27/02 20130101; Y02T 10/166 20130101; Y02T 10/12 20130101;
F02G 5/02 20130101; F01K 13/02 20130101 |
Class at
Publication: |
165/281 |
International
Class: |
F28F 27/02 20060101
F28F027/02 |
Claims
1. A heat transport device comprising: a circulation path unit in
which a heat recovery unit that vaporizing a heat transport medium
and a condensation unit that condenses the heat transport medium
vaporized in the heat recovery unit are incorporated, and which has
a vacuum state; a branch path unit which branches from the
circulation path unit, and in which a valve capable of controlling
flow is incorporated; and a first control unit configured to open
and close the valve in a state in which pressure in the circulation
path unit is higher than a predetermined pressure when it is
detected or estimated that the circulation path unit sucks air,
wherein: the heat transport device further comprises a reserve tank
that stores, in a liquid phase, heat transport medium with which
the circulation path unit is to be replenished, the branch path
unit being connected to the reserve tank so as to have an opening
located in a position lower than a height of a liquid level that is
to be at least ensured in the serve tank; and wherein the heat
transport device further comprises a replenishment quantity
calculation unit that calculates a quantity of heat transport
medium with which the circulation path unit should be replenished
from the reserve tank, and a second control unit configured to open
and close the valve in accordance with the quantity of heat
transport medium calculated by the replenishment quantity
calculation unit in a state in which the pressure in the
circulation path unit is lower than the predetermined pressure
after the first control unit opens and closes the valve.
2. (canceled)
3. The heat transport device according to claim 1, further
comprising: a freezing determination unit that determines whether
the heat transport medium circulating in the circulation path unit
has a possibility of freezing; and a reduction-in-quantity
correction unit that performs a reduction-in-quantity correction in
which the quantity of heat transport medium is reduced when an
operation start condition is met from an operation stop state if
the freezing determination unit determines that the heat transport
medium that circulates in the circulation path unit has a
possibility of freezing.
4. The heat transport device according to claim 1, wherein the heat
transport medium naturally circulates in the circulation path unit
while a sequence of receiving heat in a condensed state in the heat
recovery unit and radiating heat in a vaporized state in the
condensation unit is repeatedly carried out.
5. The heat transport device according to claim 1, wherein the heat
transport unit is mounted in a vehicle with an internal combustion
engine, and the heat recovery unit recovers exhaust heat of the
internal combustion engine.
Description
TECHNICAL FIELD
[0001] The present invention relates to heat transport devices.
BACKGROUND ART
[0002] As a heat transport device, there is known a vapor loop
structure in which a heat transport medium circulates naturally
while a sequence of receiving heat in a condensed state and
radiating heat in a vaporized state is repeatedly carried out. In
this regard, an engine waste heat utilization device that utilizes
waste heat of an engine is disclosed in Patent Document 1 as an art
of recovering and utilizing heat by such a vapor loop
structure.
[0003] Besides, arts that are considered as being relative to the
present invention are disclosed in Patent Documents 2 through 5. In
Patent Document 2, there is disclosed a waste heat recovery device
in which, when an engine provided with a Rankine cycle is stopped,
negative pressure in a system due to condensation of vapor in
cooling is reduced and breakage of a pipe or the like is avoided.
In Patent Document 3, disclosed is an internal combustion engine
provided with a heat recovery device in which a coolant vapor in an
engine cooling system is heated by engine exhaust and a turbine is
thus driven. In paragraph 0037 of the specification of Patent
Document 3, there is a disclosure that the inside of a cooling path
is evacuated when the engine is stopped and air may be sucked
therein from the outside and that a vacuum pump is provided to
remove air in the cooling path.
[0004] In Patent Document 4, there is disclosed a warm-up apparatus
for internal combustion engines provided with a waste heat recovery
device having a loop type heat pipe structure, which is a kind of
the vapor loop structure. In paragraph 0055 of the specification of
Patent Document 4, there is a disclosure that the inside of the
waste heat recovery device of the loop type heat pipe structure is
set in the vacuum state. In Patent Document 5, disclosed is a
vehicle cooling apparatus capable of venting air from a cooling
water path.
PRIOR ART DOCUMENTS
Patent Documents
[0005] Patent Document 1: Japanese Patent Application Publication
No. 2010-156315
[0006] Patent Document 2: Japanese Patent Application Publication
No. 2008-185001
[0007] Patent Document 3: Japanese Patent Application Publication
No. 2000-345835
[0008] Patent Document 4: Japanese Patent Application Publication
No. 2010-281236
[0009] Patent Document 5: Japanese Patent Application Publication
No. 2008-121434
SUMMARY OF THE INVENTION
Problems to be Solved by the Invention
[0010] In the heat transport device, there is a possibility that
air is sucked in a circulation path unit in the vacuum state from
the outside. If the air suction takes place, air exists instead of
heat transport medium and the amount of receiving heat and the
amount of radiating heat decrease correspondingly, so that the
device performance may deteriorate.
[0011] In this regard, specifically, there is an exemplary heat
transport device equipped with the above-described vapor loop
structure. In this heat transport device, the heat transport medium
is vaporized in a heat recovery unit that receives heat and moves
diffusely to finally reach a condensation unit that radiates heat.
Thus, if the air suction takes place in the heat transport device,
the movement of the heat transport medium is impeded greatly. Thus,
heat is not transported at all or the heat transport performance
deteriorates considerably, so that the device performance may
deteriorate greatly.
[0012] It can be said that the air suction is not concerned
particularly if the inside of the circulation path unit is
hermetically sealed for example. However, it is difficult to
hermetically seal the inside of the circulation path unit and is
not always realistic. Therefore, it is generally conceivable that
various types of seal members, for example, are used to improve the
hermetic seal of the inside of the circulation path unit. However,
in this case, there is a possibility that more or less air suction
takes place and air may be gradually accumulated in the circulation
path unit. Further, in that case, the seal member has age
deterioration, which makes it difficult to maintain the highly
hermetic seal for a long time and to thus suppress the air suction
itself.
[0013] For the above reasons, a realistic way to cope with the
device performance deterioration should be considered on the
assumption that the air suction takes place. For this purpose, as
disclosed in Patent Document 3, for example, it is conceivable that
the vacuum pump is used to remove air from the circulation path
unit. However, this case may be disadvantageous in terms of cost
and downsizing, for example.
[0014] The present invention aims to provide a heat transport
device that has an advantageous structure in terms of, for example,
cost and is capable of recovering the device performance that
deteriorates due to air suction.
Means for Solving the Problems
[0015] The present invention is a heat transport device comprising:
a circulation path unit in which a heat recovery unit that
vaporizing a heat transport medium and a condensation unit that
condenses the heat transport medium vaporized in the heat recovery
unit are incorporated, and which has a vacuum state; a branch path
unit which branches from the circulation path unit, and in which a
valve capable of controlling flow is incorporated; and a first
control unit configured to open and close the valve in a state in
which pressure in the circulation path unit is higher than a
predetermined pressure when it is detected or estimated that the
circulation path unit sucks air.
[0016] The present invention may be configured so that the heat
transport device further comprises a reserve tank that stores, in a
liquid phase, heat transport medium with which the circulation path
unit is to be replenished, the branch path unit being connected to
the reserve tank so as to have an opening located in a position
lower than a height of a liquid level that is to be at least
ensured in the serve tank; and wherein the heat transport device
further comprises a replenishment quantity calculation unit that
calculates a quantity of heat transport medium with which the
circulation path unit should be replenished from the reserve tank,
and a second control unit configured to open and close the valve in
accordance with the quantity of heat transport medium calculated by
the replenishment quantity calculation unit in a state in which the
pressure in the circulation path unit is lower than the
predetermined pressure after the first control unit opens and
closes the valve.
[0017] The present invention may be configured to further comprise
a freezing determination unit that determines whether the heat
transport medium circulating in the circulation path unit has a
possibility of freezing; and a reduction-in-quantity correction
unit that performs a reduction-in-quantity correction in which the
quantity of heat transport medium is reduced when an operation
start condition is met from an operation stop state if the freezing
determination unit determines that the heat transport medium that
circulates in the circulation path unit has a possibility of
freezing.
[0018] The present invention may be configured so that wherein the
heat transport medium naturally circulates in the circulation path
unit while a sequence of receiving heat in a condensed state in the
heat recovery unit and radiating heat in a vaporized state in the
condensation unit is repeatedly carried out.
[0019] The present invention may be configured so that the heat
transport unit is mounted in a vehicle with an internal combustion
engine, and the heat recovery unit recovers exhaust heat of the
internal combustion engine.
Effects of the Invention
[0020] According to the present invention, it is possible to
recover the device performance that deteriorates due to air suction
with an advantageous structure in terms of cost, for example.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] FIG. 1 is a diagram of a schematic structure of a heat
transport device;
[0022] FIG. 2 is a flowchart of an exemplary control in accordance
with a first embodiment;
[0023] FIG. 3 is a flowchart of an exemplary control in accordance
with a second embodiment;
[0024] FIG. 4 is a flowchart of an exemplary control in accordance
with a third embodiment;
[0025] FIG. 5 is a flowchart of an exemplary control in accordance
with a fifth embodiment; and
[0026] FIG. 6 is a flowchart of an exemplary control in accordance
with a sixth embodiment.
EMBODIMENTS FOR CARRYING OUT THE INVENTION
[0027] A description will now be given of embodiments for carrying
out the invention with reference to the accompanying drawings.
First Embodiment
[0028] FIG. 1 is a diagram of a schematic structure of a heat
transport device 1A. In FIG. 1, there are illustrated, together
with the heat transport device 1A, an internal combustion engine
50, an exhaust pipe 51, a starter converter 52 and an underfloor
converter 53. The structural parts illustrated in FIG. 1 are
mounted in a vehicle. The heat transport device 1A is provided with
a circulation path unit 10, a branch path unit 20, a reserve tank
30, and an ECU 40A. The heat transport device 1A carries out a heat
transport with a heat transport medium utilizing a phenomenon such
that vaporization occurs due to heat reception and condensation
occurs due to heat radiation (hereinafter referred to simply as
transport medium).
[0029] The circulation path unit 10 is provided with a heat
recovery unit 11, a condensation unit 12, a feed pipe 13, and a
return pipe 14. The circulation path unit 10 with those structural
parts forms a circulation path in which the heat recovery unit 11
and the condensation unit 12 are incorporated. The circulation path
unit 10 is beforehand filled with the transport medium in a
depressurized state below the atmospheric pressure (for example,
-100 kPa). By this, the boiling point of the transport medium is
adjusted to match the operating environment in the heat transport
by the transport medium. In this regard, specifically, the
transport medium is H.sub.2O in the present embodiment.
[0030] The heat recovery unit 11 is a heat exchanger and vaporizes
the transport medium. In the present embodiment, the heat recovery
unit 11 is specifically a heat exchanger that performs a heat
exchange between the exhaust of the internal combustion engine 50
and the transport medium and thus recovers heat from the exhaust to
vaporize the transport medium. In this regard, the start of the
internal combustion engine 50 is a condition for starting the
operation of the heat transport device 1A, and the stop of the
internal combustion engine 50 is a condition for stopping the
operation of the heat transport device 1A. The cooling progresses
after the condition for stopping the operation is met and thus the
condensation of the transport medium progresses, whereby the
circulation path unit 10 has the vacuum state.
[0031] The exhaust of the internal combustion engine 50 is cleaned
by the starter converter 52 and the underfloor converter 53
provided in the exhaust pipe 51, and is expelled from the exhaust
pipe 51. The heat recovery unit 11 is provided specifically in a
part of the exhaust pipe 51 that is downstream from the underfloor
converter 53.
[0032] The condensation unit 12 is a unit in which vapor, which is
the vaporized transport medium, is condensed, and utilizes heat
transported by vapor. In the present embodiment, specifically, the
condensation unit 12 is a part of the internal combustion engine 50
that utilizes heat transported by the vapor for warming up. Thus,
the heat transport device 1A is provided with the condensation unit
12 so as to be shared with the internal combustion engine 50. The
condensation unit 12 may be a specific part of the internal
combustion engine 50 capable of reducing, by heat transported by
the vapor, the friction torque of the internal combustion engine 50
during cold conditions. Specifically, the condensation unit 12 may
be a bearing unit that supports a crankshaft of the internal
combustion engine 50.
[0033] The feed pipe 13 feeds vapor to the condensation unit 12
from the heat recovery unit 11. The feed pipe 13 is provided with a
pressure sensor 61 and a temperature sensor 62. The pressure sensor
61 senses pressure in the circulation path unit 10 by sensing
pressure in the feed pipe 13 (hereinafter referred to as system
internal pressure). The temperature sensor 62 senses the
temperature in the circulation path unit 10 by sensing the
temperature in the feed pipe 13 (hereinafter referred to as system
internal temperatures).
[0034] In this regard, the pressure sensor 61 is provided in a part
of the circulation path unit 10 having the highest position. The
temperature sensor 62 is provided so as to sense the temperature of
the part of the circulation path unit 10 in which the pressure
sensor 61 senses the system internal pressure. The return pipe 14
returns the condensed transport medium to the heat recovery unit 11
from the condensation unit 12. Specifically, the return pipe 14 is
provided so as to return the condensed transport medium to the heat
recovery unit 11 from the condensation unit 12 due to the function
of gravity together with the heat recovery unit 11.
[0035] The branch path unit 20 is provided with a branch pipe 21
and a valve 22. The branch path unit 20 with the above structural
parts forms a branch path in which the valve 22 is incorporated.
The branch pipe 21 branches from the circulation path unit 10. The
valve 22 controls the flow in the branch pipe 21. Specifically, the
valve 22 is a flow-rate adjustment valve. The valve 22 may be an
open/close valve, for example. The branch pipe 21 is connected to
the reserve tank 30 via the valve 22. The reserve tank 30 stores,
in the liquid phase, the transport medium with which the
circulation path unit 10 is replenished.
[0036] In this regard, specifically, the branch pipe 21 is
connected to a bottom portion of the reserve tank 30 via the valve
22 from beneath it. The branch pipe 21 has an opening located in a
position lower than a height of the liquid level that is to be at
least ensured in the reserve tank 30. More specifically, the branch
pipe 21 connected to the reserve tank 30 is provided as follows.
That is, the branch pipe 21 is provided so as to branch and extend
from the return pipe 14 upwards in the direction of gravity. The
branch pipe 21 is provided so as to branch from a part of the
return pipe 14 closer to the heat recovery unit 11.
[0037] The reserve tank 30 is specifically a type of tank that is
open to the atmosphere in which atmospheric pressure is exerted on
the transport medium stored in the liquid phase. The reserve tank
30 has a capacity that enables the transport medium circulating in
the circulation path unit 10 to be stored in the liquid phase in
addition to the transport medium stored in the liquid phase. For
example, the reserve tank 30 may be a tank with a breather valve
that opens with a given pressure and thus suppresses increase in
the internal pressure.
[0038] The ECU 40A is an electronic control device, to which
electrically connected are sensors and switches including the
pressure sensor 61, the temperature sensor 62, an atmospheric
pressure sensor 63 that senses atmospheric pressure, an atmospheric
temperature sensor 64 that senses atmospheric temperature, and a
group of sensors 65. The valve 22 is electrically connected as a
control object.
[0039] The sensor group 65 includes a crank angle sensor capable of
detecting an engine speed NE of the internal combustion engine 50,
an airflow meter capable of measuring the quantity of intake air of
the internal combustion engine 50, an acceleration position sensor
that senses the degree of depression of an accelerator pedal, which
makes a request the internal combustion engine 50 for acceleration,
a water temperature sensor that senses the temperature of cooling
water of the internal combustion engine 50, an exhaust temperature
sensor that senses the temperature of exhaust of the internal
combustion engine 50, and an ignition switch for starting up the
internal combustion engine 50. The outputs of the sensor group 65
and a variety of information based on the outputs of the sensor
group 65 may be acquired by an ECU for controlling the internal
combustion engine 50, for example. The ECU 40A may be an ECU for
controlling the internal combustion engine 50.
[0040] In the ECU 40A, a CPU performs a process in accordance with
a program stored in a ROM while using a temporary memory area in a
RAM as necessary. This implements various functional parts such as
a first control unit described below.
[0041] A first control unit opens and closes the valve 22 in a
state in which the system internal pressure is higher than a
predetermined pressure .alpha. in a case where it is recognized
that there is an increase in the system internal pressure in the
circulation path unit 10 under the same operating conditions. The
operating conditions are, for example, the quantity of the
transport medium in the circulation path unit 10, the atmospheric
temperature, the thermal state of the heat recovery unit 11, and
the thermal state of the condensation unit 12. Specifically, the
case where it is recognized that there is an increase in the system
internal pressure in the circulation path unit 10 under the same
operating conditions is a case where it is detected or estimated
that the circulation path part 10 sucks air. That is, in this case,
under the same operating conditions, the system internal pressure
increases due to air suction, as compared with a case where no air
is sucked.
[0042] Thus, the ECU further implements a suction determination
unit that determines whether the circulation path unit 10 has
sucked air. Therefore, specifically, if the suction determination
unit determines that the circulation path unit 10 has sucked air,
the first control unit opens and closes the valve 22 in a state in
which the system internal pressure is higher than the predetermined
pressure .alpha..
[0043] The predetermined pressure .alpha. may be exerted on the
valve 22 in the closed state from the side of the reserve tank 30
to which the branch path unit 20 is connected. The above pressure
may be detected by a pressure sensor, for example. In the present
embodiment, the reserve tank is a type of tank that is open to the
atmosphere. The liquid pressure of the transport medium stored in
the reserve tank 30 in the liquid phase is negligibly small as
compared with the atmospheric pressure. Thus, in the present
embodiment, the predetermined pressure .alpha. is the atmospheric
pressure. In this regard, the setting of the predetermined pressure
.alpha. to the atmospheric pressure includes a case where pressure
is exerted on the valve 22 in the closed state from the side of the
reserve tank 30.
[0044] In the present embodiment, specifically, the state in which
the system internal pressure is higher than the predetermined
pressure .alpha. corresponds to an exemplary case where the system
internal pressure is higher than a predetermined pressure .beta..
The predetermined pressure .beta. may be set higher than the
predetermined pressure .alpha.. Specifically, the first control
unit may open or close the valve 22 before the operation stop
condition is met (during operation of the internal combustion
engine 50) after the operation start condition is met.
[0045] Specifically, the suction determination unit acquires the
system internal pressure and the system internal temperature, and
calculates a saturated vapor pressure corresponding to the system
internal temperature. Then, the suction determination unit
calculates the difference between the calculated saturated vapor
pressure and the acquired system internal pressure, and determines
that air has been sucked when the difference thus calculated is
larger than a predetermined value. The system internal pressure may
be obtained on the basis of the output of the pressure sensor 61,
and the system internal temperature may be obtained on the basis of
the output of the temperature sensor 62. The system internal
pressure and the system internal temperature may be obtained by
estimation, for example.
[0046] The heat transport device 1A thus structured transports heat
so that the transport medium circulates naturally while the
sequence of receiving heat in the condensed state in the heat
recovery unit 11 and radiating heat in the vaporized state in the
condensation unit 12 is repeatedly carried out. Thus, heat is
recovered and utilized.
[0047] Next, a description is given of an exemplary control
operation of the ECU 40A with reference to a flowchart of FIG. 2.
The present flow may be performed during operation of the internal
combustion engine 50, for example. The present flow may be
performed while the internal combustion engine 50 is stopped. The
ECU 40A acquires the system internal pressure and the system
internal temperature (step S1). Next, the ECU 40A calculates the
saturated vapor pressure corresponding to the acquired system
internal temperature (step S2). Then, the ECU 40A calculates the
difference between the calculated saturated vapor pressure and the
acquired system internal pressure (step S3), and determines whether
the magnitude of the difference thus calculated is larger than a
predetermined value (step S4). If a negative determination is made,
the flowchart is once ended.
[0048] If an affirmative determination is made in step S4, the ECU
40A acquires the system internal pressure (step S5), and determines
whether the acquired system internal pressure is higher than the
predetermined pressure 3 (step S6). In this regard, the system
internal pressure rises as the heat reception of the transport
medium in the heat recovery unit 11 progresses, and exceeds the
predetermined pressure .alpha. and further the predetermined
pressure .beta.. Thus, in step S6, an affirmative determination is
made at the timing of performance of the present flowchart, which
timing may be a timing after the internal combustion engine 50 is
started under cold conditions, a timing after a certain period of
time passes and then the internal combustion engine 50 is stopped,
or a timing before a certain period of time passes.
[0049] If a negative determination is made in step S6, the ECU 40A
returns to step S5. In contrast, if an affirmative determination is
made in step S6, it is determined that the circulation path unit 10
has sucked air. Thus, in this case, the ECU 40A opens and closes
the valve 22 (step S7). For example, the valve 22 may be opened
until the system internal pressure becomes lower than the given
pressure higher than the predetermined pressure .alpha.. As another
way, the period of opening the valve 22 and the degree thereof may
be predetermined on the basis of the differential pressure between
the predetermined pressures .alpha. and .beta.. After step S7, the
flowchart is once ended.
[0050] A description is now given of functions and effects of the
heat transport device 1A. When it is recognized that an increase in
the system internal pressure occurs under the same operating
conditions, the valve 22 is opened and closed with the system
internal pressure being higher than the predetermined pressure
.alpha.. Thus, air is expelled from the circulation path unit 10
together with vapor while the condensed transport medium remains in
the circulation path unit 10, whereby the device performance can be
recovered in terms of the performance of transporting heat.
[0051] In this regard, after air is expelled from the circulation
path unit 10 together with vapor, the amount of the transport
medium in the circulation path unit 10 decreases. The system
internal pressure decreases as the cooling of the circulation path
unit 10 progresses after the operation stop condition is met, for
example. When the system internal pressure becomes lower than the
atmospheric pressure, it becomes possible to replenish the
circulation path unit 10 with the transport medium.
[0052] Therefore, the performance of the heat transport device 1A
may be recovered in terms of the transport amount by the time when
the next operation start condition is met after the operation stop
condition is met. The heat transport device 1A capable of
recovering the device performance that deteriorates due to the air
suction may have a structure that has an advantage in terms of cost
because the vacuum pump is no longer needed, for example. The
omission of the vacuum pump is advantageous in terms of downsizing
the structure.
[0053] Specifically, the heat transport device 1A opens and closes
the valve 22 in the state in which the system internal pressure is
higher than the predetermined pressure .alpha., when determining
that the circulation path unit 10 has sucked air. In this regard,
the heat transport device 1A may be configured so that only the
system internal pressure is used to determine whether the
circulation path unit 10 has sucked air instead of both the system
internal pressure and the system internal temperature.
[0054] However, in terms of the detection accuracy in this case, it
is realistic to understand a standard system internal pressure for
comparison when the operating conditions are stabilized (for
example, when a certain period has elapsed after the internal
combustion engine 50 is stopped). Therefore, the occasion for
detecting the air suction may be limited.
[0055] In contrast, the heat transport device 1A acquires the
system internal pressure and the system internal temperature, and
calculates the saturated vapor pressure corresponding to the system
internal temperature. The heat transport device 1A calculates the
difference between the calculated saturated vapor pressure and the
acquired system internal pressure, and determines that the
circulation path unit 10 has sucked air when the difference thus
calculated is larger than the predetermined value. Therefore, the
heat transport device 1A is capable of detecting the air suction
regardless of the operating state of the heat transport device 1A.
As a result, it is additionally possible to quickly detect the
suction of air.
[0056] In the heat transport, the heat transport device 1A
transports heat so that the transport medium circulates naturally
while the sequence of receiving heat in the condensed state in the
heat recovery unit 11 and radiating heat in the vaporized state in
the condensation unit 12 is repeatedly carried out. The heat
transport device 1A thus configured is capable of preventing the
vapor from moving diffusely due to the air suction. Thus, the heat
transport device 1A thus configured has a possibility that the heat
transport performance deteriorates greatly due to the air suction
and the device performance thus deteriorates greatly. Thus,
particularly, the heat transport device 1A thus configured is
capable of suitably recovering the device performance.
[0057] In a vehicle with the internal combustion engine 50, the
mounting of the heat transport device 1A makes it possible to
recover and utilize the exhaust heat of the internal combustion
engine 50. The vehicle has a limited space for mounting the heat
transport device 1A. In the vehicle, an attempt to hermetically
seal the circulation path unit 10 completely is not realistic when
the possibility of the occurrence of age deterioration and cost are
considered. Thus, the heat transport device 1A is suitable
particularly for the case where the heat transport device 1A is
mounted in the vehicle with the internal combustion engine 50 and
the heat recovery unit 11 recovers the exhaust heat of the internal
combustion engine 50. In this case, the recovery of the heat
transport performance improves fuel efficiency due to improvements
in the warm-up performance of the internal combustion engine
50.
[0058] The heat transport device 1A is provided with the reserve
tank 30 to which the branch path unit 20 is connected. With this
structure, there is no need to further provide a branch path unit
for connecting the circulation path unit 10 and the reserve tank 30
together. The heat transport device 1A thus configured is
advantageous in terms of cost and downsizing.
[0059] The connection destination of the branch path unit 20 may be
the atmosphere. Even in this case, the device performance may be
recovered by further providing a branch path unit similar to the
branch path unit 20 and connecting the branch path unit to the
reserve tank 30. In this case, the branch path unit 20 may be a
first branch path unit, and the branch path unit configured to have
the reserve tank 30 as the connection destination may be a second
branch unit.
[0060] In the heat transport device 1A, the quantity of the
transport medium with which the circulation path unit 10 is to be
replenished may be calculated timely, and the replenishment with
the transport medium may be performed timely. The heat transport
device 1A may be provided with a replenishment quantity calculation
unit and a second control unit, which will be described later in
association with a third embodiment, in order to calculate the
replenishment quantity and perform the replenishment with the
transport medium. This may be applied to a heat transport device
1B, which will be described next.
Second Embodiment
[0061] Heat transport device 1B of the present embodiment is
substantially the same as the heat transport device 1A except that
the heat transport device 1B is equipped with an ECU 40B instead of
the ECU 40A. Therefore, the heat transport device 1B is omitted for
convenience of illustration.
[0062] In the determination of whether the circulation path unit 10
has sucked air in the ECU 40B, the suction determination unit makes
a determination as follows. That is, the suction determination unit
of the ECU 40B determines that the circulation path unit 10 has
sucked air when the magnitude of the difference between the real
quantity of change of the system internal pressure corresponding to
the quantity of heat recovered by the heat recovery unit 11 and a
predicted quantity of change is larger than a predetermined
value.
[0063] The quantity of heat recovered is the quantity of heat
recovered by the heat recovery unit 11 during a predetermined
recovery period. The quantity of heat recovered may be calculated
(estimated) on the basis of the quantity and temperature of the
exhaust output from the internal combustion engine 50 at that time.
The recovery period may be defined as a period until a
predetermined time passes after the operation start condition is
met from the operation stop state (in the present embodiment, after
the internal combustion engine 50 is started under cold
conditions). Thus, the thermal states of the heat recovery unit 11
and the condensation unit 12 out of the operating conditions can be
stabilized.
[0064] The real quantity of change may be calculated on the basis
of the system internal pressure at the start of the recovery period
and that at the end thereof. The predicted quantity of change may
be preset in accordance with the quantity of heat recovered within
a predicted range during the recovery period, for example. The
predicted quantity of change may be corrected on the basis of the
atmospheric temperature when the operation start condition is met,
for example.
[0065] A description is now given of an exemplary control operation
of the ECU 40B with reference to a flowchart of FIG. 3. The present
flowchart may be started when the internal combustion engine 50 is
started under cold conditions, for example. The ECU 40B acquires
the system internal pressure (step S11). In step S11, the system
internal pressure at the start of the recovery period is acquired.
Next, the ECU 40B starts to calculate the quantity of heat
recovered (step S12), and determines whether the recovery period
has passed (step S13). If a negative determination is made, the ECU
40B returns to step S12. If an affirmative determination is made,
the ECU 40B acquires the system internal pressure (step S14). In
step S14, the system internal pressure at the end of the recovery
period is acquired.
[0066] Then, the ECU 40B calculates the real quantity of change in
the system internal pressure on the basis of the system internal
pressure at the start of the recovery period and that at the end
thereof (step S15). Subsequently, the ECU 40B acquires the
predicted quantity of change corresponding to the calculated
quantity of heat recovered (step S16). Then, the ECU 40B calculates
the difference between the real quantity of change and the
predicted quantity of change (step S17), and determines whether the
magnitude of the difference is larger than the predetermined value
(step S18). If an affirmative determination is made, the ECU 40B
opens and closes the valve 22 (step S19), and ends the flowchart.
If a negative determination is made in step S18, the flowchart is
ended.
[0067] A description is now given of functions and effects of the
heat transport device 1B. In the aforementioned heat transport
device 1A, air suction can be detected even when the thermal states
of the heat recovery unit 11 and the condensation unit 12 change
transiently. However, the detection accuracy may be degraded more
greatly as the change is quicker. Further, in the heat transport
device 1A, the system internal temperature may be estimated on the
basis of the temperature of the cooling water of the internal
combustion engine 50. However, in this case, there are some cases
where the system internal temperature and the temperature of the
cooling water do not have a high correlation between the system
internal temperature and the temperature of the cooling water under
a certain operating condition of the internal combustion engine 50.
Thus, in such a case, the detection accuracy may be degraded.
[0068] In contrast, the heat transport device 1B determines that
the circulation path unit 10 has sucked air when the magnitude of
the difference between the real quantity of change in the system
internal pressure corresponding to the quantity of heat recovered
in the heat recovery unit 11 and the predicted quantity of change
is larger than the predetermined value. Thus, the heat transport
device 1A is capable of detecting the air suction in a situation
having a difficulty in detecting the air suction with a high
accuracy. In this regard, the heat transport device 1B is capable
of suitably increasing the detection accuracy by providing it with
the suction determination unit previously described in the first
embodiment. In this case, the aforementioned suction determination
unit of the first embodiment may be a first suction determination
unit, and the suction determination unit may be a second suction
determination unit.
Third Embodiment
[0069] A heat transport device 1C of the present embodiment is
substantially the same as the heat transport device 1A except that
the heat transport device 1C is provided with an ECU 40C instead of
the ECU 40A. The ECU 40C is substantially the same as the ECU 40A
except the following. Therefore, the heat transport device 1C is
omitted for convenience of illustration. A similar change may be
applied to the heat transport device 1B.
[0070] In the ECU 40C, an replenishment quantity calculation unit
and a second control unit are further implemented. The
replenishment quantity calculation unit calculates the quantity of
transport medium with which the circulation path unit 10 should be
replenished from the reserve tank 30. The second control unit opens
and closes the valve 22 in accordance with the quantity of
transport medium for replenishment calculated by the replenishment
quantity in a state in which the system internal pressure is lower
than the predetermined pressure .alpha. after the first control
unit opens and closes the valve 22. In the present embodiment,
specifically, the state in which the system internal pressure is
lower than the predetermined pressure .alpha. is a case where the
system internal pressure is lower than a predetermined pressure
.gamma.. The predetermined pressure .gamma. is lower than the
predetermined pressure .alpha..
[0071] The replenishment quantity calculation unit calculates the
quantity of transport medium for replenishment that corresponds to
the quantity of transport medium discharged when the first control
unit opens and closes the valve 22 specifically in the case where
the first control unit opens and closes the valve 22 before the
operation stop condition is met after the operation start condition
is met (in the embodiment, while the internal combustion engine 50
is operating). Specifically, the quantity of transport medium for
replenishment may be calculated between the differential pressure
between the system internal pressure and the predetermined pressure
.alpha. and the opening period defined by opening and closing the
valve 22 by the first control unit (in the present embodiment,
further, in accordance with the degree of opening).
[0072] Specifically, the second control unit opens and closes the
valve 22 in accordance with the quantity of transport medium for
replenishment calculated by the replenishment quantity calculation
unit in the state in which the system internal pressure is lower
than the predetermined pressure .alpha. before the operation stop
condition is met after the first control unit opens and closes the
valve 22 before the above operation stop condition is met after the
operation start condition is met.
[0073] A description is now given of an exemplary control operation
of the ECU 40C with reference to a flowchart of FIG. 4. When the
flowchart of FIG. 2 is carried out while the internal combustion
engine 50 is operating, the flowchart of FIG. 4 may be carried out
subsequent to step S6 during operation of the internal combustion
engine 50. The ECU 40C calculates the replenishment quantity (step
S21). Next, the ECU 40C acquires the system internal pressure (step
S22), and determines whether the acquired system internal pressure
is lower than the predetermined pressure .gamma. (step S23). If a
negative determination is made, the ECU 40C returns to step S22. If
an affirmative determination is made, the ECU 40C opens and closes
the valve 22 in accordance with the replenishment quantity (step
S24). After step S24, the flowchart is ended.
[0074] A description is now of functions and effects of the heat
transport device 1C. The heat transport device 1C calculates the
replenishment quantity, and opens and closes the valve in
accordance with the calculated replenishment quantity in the state
in which the system internal pressure becomes lower than the
predetermined pressure .alpha. after the first control unit opens
and closes the valve 22. It is thus possible to recover the device
performance in terms of the amount of heat transported. That is,
after air is expelled from the circulation path unit 10 together
with the vapor, the device performance can be recovered in terms of
the amount of heat transported as described above.
[0075] After the first control unit opens and closes the valve 22,
the air that raises the system internal pressure is expelled and
the quantity of transport medium in the circulation path unit 10
decreases. Thus, in this case, even before the operation stop
condition is met, the system internal pressure may become lower
than the predetermined pressure .alpha. under a certain heat
reception condition in the heat recovery unit 11 and a certain heat
radiation condition in the condensation unit 12.
[0076] In this regard, specifically, the first control unit opens
and closes the valve 22 before the operation stop condition is met
after the operation start condition is met, and then, the heat
transport device 1C calculates the replenishment quantity in
accordance with the quantity of transport medium that is discharged
while the valve 22 is continuously open by the first control unit.
Further, the heat transport device 1C opens and closes the valve 22
in accordance with the replenishment quantity calculated in the
state in which the system internal pressure is lower than the
predetermined pressure .alpha. until the operation stop condition
is met. Thus, the heat transport device 1C is capable of quickly
recovering the device performance in terms of the heat reception
amount without waiting for the progress of cooling the circulation
path unit 10 after the operation stop condition is met.
Fourth Embodiment
[0077] A heat transport device 1D of the present embodiment is
substantially the same as the heat transport device 1C except that
the heat transport device 1D is provided with an ECU 40D. The ECU
40D is substantially the same as the ECU 40A except the following.
Therefore, the heat transport device 1D is omitted for convenience
of illustration. In the ECU 40D, a replenishment quantity
calculation unit and a second control unit are implemented as
follows.
[0078] That is, in the ECU 40D, specifically, the replenishment
quantity calculation unit calculates a residual quantity of
transport medium that remains in the circulation path unit 10 and
the quantity of transport medium that is needed in the circulation
path unit 10 when the operation start condition is met from the
operation stop state. Specifically, the second control unit opens
and closes the valve 22 in accordance with the replenishment
quantity calculated by the replenishment quantity calculation unit
in the state in which the system internal pressure is lower than
the predetermined pressure .alpha. after the operation stop
condition is met.
[0079] Specifically, the residual quantity of transport medium may
be calculated. That is, the first step is to calculate an
integrated discharged quantity of transport medium that is
discharged from the circulation path unit 10 when the valve 22
opens and closes, and an integrated replenishment quantity of
transport medium with which the circulation path unit 10 is
replenished when the valve 22 is opened and closed. Then, the
residual quantity may be calculated by subtracting the integrated
discharged quantity from the quantity of transport medium that is
beforehand input in the circulation path unit 10, and adding the
integrated replenishment quantity to the resultant quantity of
transport medium. It is possible to preset the quantity of
transport medium that is needed in the circulation path unit 10
when the operation start condition is met from the operation stop
state.
[0080] A control operation of the ECU 40D may be performed by
starting a control operation similar to the flowchart depicted in
FIG. 4 subsequent to step S6 after the internal combustion engine
50 is stopped in a case where the flowchart of FIG. 2 is performed
while the internal combustion engine 50 is working, for example.
Thus, a flowchart that describes the control operation of the ECU
40D is omitted for convenience of illustration. In the calculation
of the replenishment quantity, the residual quantity may be timely
calculated independently of the flowchart of FIG. 4. In this
regard, the residual quantity is not limited to the time when the
operation stop condition is met but may be calculated timely
together with the residual quantity, for example.
[0081] A description is now given of functions and effects of the
heat transport device 1D. The heat transport device 1D calculates
the replenishment quantity as described above. The valve 22 is
opened and closed in accordance with the calculated replenishment
quantity as described above. It is thus possible to ensure an
appropriate quantity of transport medium in the circulation path
unit 10 after the operation stop condition is met in order to make
ready for the next time when the operation start condition is met
from the operation stop state. The device performance can be
recovered as described above in terms of the transport amount.
Fifth Embodiment
[0082] A heat transport device 1E of the present embodiment is
substantially the same as the heat transport device 1A except that
the heat transport device 1E is provided with an ECU 40E instead of
the ECU 40A. The ECU 40E is substantially the same as the ECU 40A
except the following. Therefore, the heat transport device 1E is
omitted for convenience of illustration. A similar change may be
applied to any of the heat transport devices 1B, 1C and 1D.
[0083] The ECU 40E further implements a freezing determination unit
and a reduction-in-quantity correction unit. The freezing
determination unit determines whether the transport medium that
circulates through the circulation path unit 10 has a possibility
of freezing. If the freezing determination unit determines whether
the transport medium that circulates through the circulation path
unit 10 has a possibility of freezing, the reduction-in-quantity
correction unit corrects the quantity of transport medium needed in
the circulation path unit 10 by reducing the same when the
operation start condition is met from the operation stop state.
[0084] For example, the freezing determination unit is capable of
determining, on the basis of the atmospheric temperature, whether
the transport medium has a possibility of freezing. In this case,
the freezing determination unit always detects or estimates the
atmospheric temperature and determines that the transport medium
has a possibility of freezing when the atmospheric temperature is
lower than a predetermined temperature. The predetermined
temperature may be equal to or higher than a temperature at which
the transport medium in the circulation path unit 10 is frozen. The
freezing determination unit may be configured not to always detect
or estimate the atmospheric temperature. The freezing determination
unit may be configured to have another appropriate method for
determining whether the transport medium has a possibility of
freezing.
[0085] Specifically, the reduction-in-quantity correction unit
corrects the replenishment quantity by reducing the same. This
makes a correction to reduce the quantity of transport medium
needed in the circulation path unit 10 when the operation start
condition is met from the operation stop state. The reduction in
quantity for correction used at the time of reducing the quantity
for correction may be preset. For example, the
reduction-in-quantity correction unit may stop making a correction
to reduce the quantity of transport medium when the freezing
determination unit determines that there is no longer any
possibility of freezing of the transport medium during a given
period of time.
[0086] A description is now given of an exemplary control operation
of the ECU 40E with reference to a flowchart of FIG. 5. The present
flowchart indicates an exemplary case where the atmospheric
temperature is always detected. The ECU 40E detects the atmospheric
temperature (step S31), and determines whether the detected
atmospheric temperature is lower than the predetermined temperature
(step S32). If an affirmative determination is made, it is
determined that the transport medium has a possibility of freezing.
Thus, the ECU 40E reduces the replenishment quantity for correction
(step S33).
[0087] In contrast, if a negative determination is made in step
S32, it is determined that the transport medium does not have the
possibility of freezing. In this case, the ECU 40E determines
whether a determination of a zero possibility of freezing is always
made for a predetermined period of time (the negative determination
is continuously made in step S32 for the predetermined period of
time) (step S34). If an affirmative determination is made, the ECU
40E stops reducing the replenishment quantity for correction (step
S35). After step S33, the negative determination in step S34 or
step S35, the present flowchart is once ended.
[0088] A description is now given of functions and effects of the
heat transport device 1E. As described above, the heat transport
device 1E determines whether the transport medium has a possibility
of freezing and reduces the quantity for correction when it is
determined that the transport medium has a possibility of freezing.
It is thus possible to reduce the amount of heat that the transport
medium receives in the circulation path unit 10 when the operation
start condition is met from the operation stop state. As a result,
it is possible to improve the operability from the low-temperature
conditions.
[0089] The heat transport device 1E reduces the quantity of
transport medium in the circulation path unit 10 in accordance with
the reduction in quantity for correction, and is thus capable of
preventing or suppressing freezing of the transport medium in the
heat recovery unit 11 and outside of the periphery of the heat
recovery unit 11. This makes it possible to prevent path blocking
by freezing and to quickly change the frozen transport medium to
the liquid phase, whereby the operability from the low-temperature
conditions can be improved. Thus, the heat transport device 1E is
capable of further improving the operability from the
low-temperature conditions in recovery of the heat transport
performance in terms of the transport amount.
Sixth Embodiment
[0090] A heat transport device 1F of the present embodiment is
substantially the same as the heat transport device 1E except that
the heat transport device 1F is provided with an ECU 40F instead of
the ECU 40E. The ECU 40F is substantially the same as the ECU 40A
except the following. Therefore, the heat transport device 1E is
omitted for convenience of illustration.
[0091] The ECU 40F further implements a third control unit. The
third control unit opens and closes the valve 22 in a state in
which the system internal pressure in the circulation path unit 10
does not exceed a predetermined pressure .delta. after the
operation start condition is met. The predetermined pressure
.delta. is a pressure that the system internal pressure should
reach.
[0092] In this regard, specifically, the predetermined pressure
.delta. may be a pressure that the system internal pressure should
reach within a predetermined period of time after the operation
start condition is met. In this case, the third control unit opens
and closes the valves 22 when the system internal pressure is lower
than the predetermined pressure .delta. when the predetermined
period of time passes after the operation start condition is met,
for example. The third control unit may open and close the valve 22
in accordance with the differential pressure between the system
internal pressure available when the predetermined time passes and
the predetermined pressure .delta.. Instead of the system internal
pressure and the predetermined pressure .delta., it is possible to
use the amount of variation in the system internal pressure and the
amount of variation when the system internal pressure changes to
the pressure that the system internal pressure should reach.
[0093] A description is now of an exemplary control operation of
the ECU 40F with reference to a flowchart of FIG. 6. The present
flowchart may be applied to cold starting of the internal
combustion engine 50. The ECU 40F determines whether the
predetermined time has passed after the internal combustion engine
is started (step S41). If a negative determination is made, the ECU
40F acquires the system internal pressure (step S42), and
determines whether the acquired system internal pressure is lower
than the predetermined pressure .delta. (step S43). If a negative
determination is made, the ECU 40F ends the flowchart. If an
affirmative determination is made, the ECU 40F opens and closes the
valve 22 (step S44). After step S44, the ECU 40F ends the
flowchart.
[0094] A description is now given of functions and effects of the
heat transport device 1F. In the heat transport device 1F, when the
quantity is decreased for correction, the quantity of transport
medium in the circulation path unit 10 decreases. Thus, the
quantity of transport medium may be short in view of the thermal
conditions of the heat recovery unit 11 and the condensation unit
12 when some time passes after the operation start condition is
met. Thus, the heat transport performance may be given
insufficiently in terms of the transport amount.
[0095] In this case, the quantity of transport medium in the
circulation path unit 10 decreases, and the system internal
pressure decreases accordingly. With the above in mind, the heat
transport device 1F opens and closes the valve 22 as described
above to increase the amount of transport medium in the circulation
path unit 10. It is thus possible to appropriately improve the heat
transport performance that deteriorates because of the reduction in
quantity for correction.
[0096] The quantity of transport medium of heat needed in the
circulation path unit 10 when the operation start condition is met
from the operation stop state may be increased after the operation
start condition is met in terms of improvement in the operability.
In this case, the quantity of transport medium may be preset to a
reduced value as compared with the case with an increased quantity.
A similar change may be applied to any of the heat transport
devices 1A, 1B, 1C and 1D.
[0097] In this case, for example, the valve 22 is opened and closed
in a state in which the system internal pressure is higher than the
predetermined pressure .alpha. after the operation stop condition
is met, whereby the quantity of transport medium in the circulation
path unit 10 can be reduced again. This may be applied to the heat
transport device 1F that increases the quantity of transport medium
in the circulation path unit 10 if the correction directed to
decreasing the quantity is not terminated.
[0098] Although some embodiments of the present invention have been
described, the present invention is not limited to these
embodiments, but various variations and changes may be made within
the scope of the claimed invention.
[0099] For example, in the above-described embodiments, a
description is given of the transport medium that is H.sub.2O.
However, the present invention is not limited to this, but an
appropriate transport medium such as alcohol may be used. There is
no need to put the transport medium into the circulation path unit
under a depressed condition. Even in this case, cooling progresses
when the operation stops, and the condensation of the transport
medium progresses, whereby the inside of the circulation path unit
is brought into the vacuum state and suction of air takes place.
For example, the heat transport device may be a heat transport
medium with a Rankine cycle.
DESCRIPTION OF REFERENCE NUMERALS
TABLE-US-00001 [0100] Heat transport device 1A, 1B, 1C, 1D, 1E, 1F
Circulation path unit 10 Heat recovery unit 11 Condensation unit 12
Branch path unit 20 Valve 22 ECU 40A, 40B, 40C, 40D, 40E, 40F
* * * * *