JPS6347886B2 - - Google Patents
Info
- Publication number
- JPS6347886B2 JPS6347886B2 JP21359982A JP21359982A JPS6347886B2 JP S6347886 B2 JPS6347886 B2 JP S6347886B2 JP 21359982 A JP21359982 A JP 21359982A JP 21359982 A JP21359982 A JP 21359982A JP S6347886 B2 JPS6347886 B2 JP S6347886B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- load
- thermostat device
- control piece
- coolant
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000002826 coolant Substances 0.000 claims description 24
- 238000002485 combustion reaction Methods 0.000 claims description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 29
- 239000000446 fuel Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D23/00—Control of temperature
- G05D23/01—Control of temperature without auxiliary power
- G05D23/02—Control of temperature without auxiliary power with sensing element expanding and contracting in response to changes of temperature
- G05D23/021—Control of temperature without auxiliary power with sensing element expanding and contracting in response to changes of temperature the sensing element being a non-metallic solid, e.g. elastomer, paste
- G05D23/022—Control of temperature without auxiliary power with sensing element expanding and contracting in response to changes of temperature the sensing element being a non-metallic solid, e.g. elastomer, paste the sensing element being placed within a regulating fluid flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2070/00—Details
- F01P2070/06—Using intake pressure as actuating fluid
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Temperature-Responsive Valves (AREA)
Description
【発明の詳細な説明】
この発明は、内燃機関の冷却液温度制御装置に
関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a coolant temperature control device for an internal combustion engine.
一般に、自動車用内燃機関等においては、燃費
の向上やHCを低減する排気浄化及び出力向上の
ために、機関の冷却液温度を負荷状態に応じて制
御し、低負荷時には高冷却液温度、高負荷時には
低冷却液温度に設定されることが望ましいとされ
ている。 In general, in internal combustion engines for automobiles, the engine coolant temperature is controlled according to the load condition in order to improve fuel efficiency, purify exhaust gas to reduce HC, and increase output. It is said that it is desirable to set the coolant temperature to a low level during load.
従来、この種の冷却液温度制御装置としては、
例えば第１図に示すようなものがある（実開昭54
−142722号公報参照）。 Conventionally, this type of coolant temperature control device is
For example, there is something like the one shown in Figure 1.
-Refer to Publication No. 142722).
これは、まず機関本体に設けられた機関冷却液
通路の一部であるラジエータ入口通路１の途中
に、ワツクスタイプのサーモスタツト装置２が介
装され、冷却液温度に応じて作動する熱応動部材
に固定した弁体の弁座から離れる量を変えてラジ
エータ（図示せず）に流れる冷却液量をコントロ
ールしている。 First, a wax-type thermostat device 2 is installed in the middle of a radiator inlet passage 1, which is a part of the engine coolant passage provided in the engine body, and is a thermally responsive member that operates according to the coolant temperature. The amount of coolant flowing to the radiator (not shown) is controlled by changing the amount by which the fixed valve body moves away from the valve seat.
そして、上記サーモスタツト装置２の熱応動部
材３（特にワークスケース３Ａ内のワツクスと一
体動するシヤフト３Ｂ）に対向するようにして制
御片４が設けられる。 A control piece 4 is provided so as to face the thermally responsive member 3 of the thermostat device 2 (particularly the shaft 3B that moves integrally with the wax in the work case 3A).
この制御片４は、サーモスタツト装置２の開弁
温度を決定する上記シヤフト３Ｂの最大上昇位置
を規制するもので、外設の機関の負荷に応動する
ダイヤフラム装置５に連動されて、その規制位置
つまり上記シヤフト３Ｂとの当接位置が可変とな
るようになつている。 This control piece 4 regulates the maximum lifting position of the shaft 3B that determines the valve opening temperature of the thermostat device 2, and is linked to a diaphragm device 5 that responds to the load of an external engine to adjust the regulating position. In other words, the position of contact with the shaft 3B is variable.
上記ダイヤフラム装置５は、上述した制御片４
が連結されたダイヤフラム６により負圧室７と大
気室８とに分割され、大気室８は開孔９を介して
常時大気圧に保持される一方、負圧室７には負圧
通路１０を介して機関の吸入負圧が導入されると
共にダイヤフラム（リターン）スプリング１１が
介装される。 The diaphragm device 5 includes the control piece 4 described above.
is divided into a negative pressure chamber 7 and an atmospheric chamber 8 by a connected diaphragm 6, and the atmospheric chamber 8 is always maintained at atmospheric pressure through an opening 9, while a negative pressure passage 10 is connected to the negative pressure chamber 7. A diaphragm (return) spring 11 is interposed through which engine suction negative pressure is introduced.
尚、上記負圧通路１０の途中には負圧遅延弁１
２が設けられる。 Note that a negative pressure delay valve 1 is installed in the middle of the negative pressure passage 10.
2 is provided.
このように構成されるため、機関の高負荷時に
は、負圧室７に導入される吸入負圧が小さいため
に、ダイヤフラム６がダイヤフラムスプリング１
１力により第１図中下方に移動され、これと一体
の制御片４が丁度第１図に示したような位置にお
かれる。この時の制御片４と上述したシヤフト３
Ｂとの位置関係は第２図に示すように間隙ａを有
している。 With this structure, when the engine is under high load, the suction negative pressure introduced into the negative pressure chamber 7 is small, so the diaphragm 6
The control piece 4 is moved downward in FIG. 1 by one force, and the control piece 4 integrated therewith is placed in the position exactly as shown in FIG. At this time, the control piece 4 and the shaft 3 mentioned above
The positional relationship with B has a gap a as shown in FIG.
今この状態で冷却液温が上昇すると熱応動部材
３のワツクスケース３Ａ内のワツクスが膨脹しシ
ヤフト３Ｂを押し上げる。 When the coolant temperature rises in this state, the wax in the wax case 3A of the thermally responsive member 3 expands and pushes the shaft 3B up.
そして、シヤフト３Ｂが第２図で示す寸法ａだ
け上昇すると、シヤフト３Ｂは制御片４に当接
し、これ以上シヤフト３Ｂが上昇できず弁バネ１
３に抗して弁体１４を弁座１５から引き離してサ
ーモスタツト装置２を開弁する。 Then, when the shaft 3B rises by the dimension a shown in FIG.
3, the valve body 14 is pulled away from the valve seat 15 to open the thermostat device 2.
この際、上記間隙ａは機関の特性に応じて、例
えば高負荷時はサーモスタツト装置２が70℃で開
弁するとした場合は、冷却液温が70℃となつたと
きにシヤフト３Ｂが制御片４に接するように設定
すれば良い。 At this time, the gap a is determined according to the characteristics of the engine. For example, if the thermostat device 2 opens at 70°C under high load, the shaft 3B will open the control valve when the coolant temperature reaches 70°C. It is sufficient to set it so that it is close to 4.
一方、低負荷時には、逆に吸入負圧が増大する
ために、ダイヤフラム６がダイヤフラムスプリン
グ１１力に抗して第１図中上方に移動され、これ
と一体の制御片４もシヤフト３Ｂとの間で第３図
に示したような間隙ｂを形成する位置まで上方へ
引き上げられる。勿論、上記間隙寸法ｂはｂ＞ａ
の関係にある。 On the other hand, when the load is low, the suction negative pressure increases, so the diaphragm 6 is moved upward in FIG. 1 against the force of the diaphragm spring 11, and the control piece 4 integrated therewith also moves between the shaft 3B Then, it is pulled upward to a position where a gap b as shown in FIG. 3 is formed. Of course, the above gap dimension b is b>a
There is a relationship between
従つて、サーモスタツト装置２が開弁するには
高負荷時よりもシヤフト３Ｂがさらに上動せねば
ならず、その開弁温度が高くなる。 Therefore, in order for the thermostat device 2 to open the valve, the shaft 3B must move further upward than when the load is high, and the valve opening temperature becomes higher.
その際、上記間隙ｂも低負荷時の開弁温度を例
えば95℃とした場合は、その温度に達したとき
に、シヤフト３Ｂが制御片４に接するように機関
に応じて任意に設定すれば良い。 In this case, if the valve opening temperature at low load is set to 95°C, the gap b can be arbitrarily set according to the engine so that the shaft 3B comes into contact with the control piece 4 when that temperature is reached. good.
尚、以上のサーモスタツト装置２のリフト特性
を示したのが第４図で、図中実線は高負荷時のリ
フト特性、破線は低負荷時のリフト特性を示し、
Ａ、Ｅ点はそれぞれ高負荷、低負荷時にシヤフト
３Ｂが制御片４に当接する点を示し、Ｂ、Ｄ点は
ダイヤフラムスプリング１１が完全に縮みきつた
状態を示し、Ｂ〜Ｃ間、Ｃ〜Ｄ間はワツクスの膨
脹力のみで弁体１４が動くことを示す。 Incidentally, FIG. 4 shows the lift characteristics of the thermostat device 2 described above. In the figure, the solid line shows the lift characteristics at high loads, and the broken line shows the lift characteristics at low loads.
Points A and E indicate the points where the shaft 3B comes into contact with the control piece 4 during high load and low load, respectively, points B and D indicate the state where the diaphragm spring 11 is completely compressed, and between B and C, and between C and C. D shows that the valve body 14 moves only by the expansion force of the wax.
このようにして、冷却液の最大設定温度が機関
の負荷状態に応じて可変制御されるのである。 In this way, the maximum set temperature of the coolant is variably controlled depending on the load condition of the engine.
ところが、このような従来の冷却液温度制御装
置にあつては、上述したラジエータ内へ流す冷却
液流量を制御するサーモスタツト装置２がラジエ
ータ入口通路１の途中に設けられ、ウオータポン
プの吐出圧がサーモスタツト装置２に対してその
弁体１４を閉じる方向に作用するようになつてい
たため、機関の回転数が高くなるに伴つてウオー
タポンプの回転数も高くなりその吐出圧が上昇す
ると、第４図に示したＢ、Ｄ点（ダイヤフラムス
プリング１１が完全に縮みきつた状態になる時
期）がより高温側に移動することになる。 However, in such a conventional coolant temperature control device, the thermostat device 2 that controls the flow rate of the coolant flowing into the radiator is provided in the middle of the radiator inlet passage 1, so that the discharge pressure of the water pump is controlled. Since the valve body 14 of the thermostat device 2 is actuated in the direction of closing, as the rotation speed of the engine increases, the rotation speed of the water pump also increases and its discharge pressure increases. Points B and D shown in the figure (the time when the diaphragm spring 11 becomes completely compressed) move to a higher temperature side.
従つて、同一負荷でも機関高回転域ほど冷却液
温が高めに制御される。 Therefore, even under the same load, the higher the engine speed range, the higher the coolant temperature is controlled.
ところで、冷却液温度を高めることによる燃費
向上や排気浄化の効果は、低回転域ほど大きく高
回転域になるとほとんど無くなつてしまうことが
本発明者等の実験により判明した。また高回転域
ほど機関の耐熱性が悪化することは自明である。 By the way, the inventors' experiments have revealed that the effect of improving fuel efficiency and purifying exhaust gas by increasing the coolant temperature is greater in the lower rotation range and almost disappears in the higher rotation range. Furthermore, it is obvious that the heat resistance of the engine deteriorates as the rotation speed increases.
これらを考え合わせると、従来例の場合には、
回転数の高い運転領域では燃費向上が排気浄化の
効果がないのに耐熱性を悪化させていたという問
題点があつた。 Considering these things together, in the case of the conventional example,
There was a problem in that in the operating range where the rotational speed was high, improving fuel efficiency had no effect on purifying exhaust gas, but instead worsened heat resistance.
そこで、この発明は上述したような冷却液温度
制御装置において、ウオータポンプの吐出圧を感
知してサーモスタツト装置を開弁方向に付勢する
手段を設け、機関の高回転域では低冷却液温度に
制御することにより、上記問題点を解決すること
を目的とする。 Therefore, the present invention provides the above-mentioned coolant temperature control device with means for sensing the discharge pressure of the water pump and biasing the thermostat device in the valve opening direction. The purpose of the present invention is to solve the above-mentioned problems by controlling the
以下、この発明の実施例を図面に基づいて説明
する。 Embodiments of the present invention will be described below based on the drawings.
第５図に示すように、まず機関本体のウオータ
アウトレツト１６とウオータアウトレツトハウジ
ング１７とでラジエータ入口通路１が形成され、
この通路１の途中にサーモスタツト２が介装され
ると共に、該サーモスタツト装置２の熱応動部材
３（シヤフト３Ｂ）に対向するようにして、機関
の負荷状態に応動するダイヤフラム装置５により
駆動される制御片４が設けられる。 As shown in FIG. 5, first, a radiator inlet passage 1 is formed by a water outlet 16 of the engine body and a water outlet housing 17.
A thermostat 2 is interposed in the middle of this passage 1, and is driven by a diaphragm device 5 that responds to the load condition of the engine so as to face the thermally responsive member 3 (shaft 3B) of the thermostat device 2. A control piece 4 is provided.
ここまでの構成は従前と同様であるが、本実施
例では更に上述した制御片４に、ウオータポンプ
の吐出圧を感知してサーモスタツト装置を開弁方
向に付勢する手段としてのもう一つのダイヤフラ
ム１８が固定され、大気室８の下方に位置して水
圧室１９が形成される。 The configuration up to this point is the same as before, but in this embodiment, the above-mentioned control piece 4 is further provided with another means for sensing the discharge pressure of the water pump and biasing the thermostat device in the valve opening direction. A diaphragm 18 is fixed and located below the atmospheric chamber 8 to form a water pressure chamber 19.
上記大気室８と水圧室１９とは、制御片４の上
端部に接続した、ダイヤフラム１８より小径のベ
ロフラム２０を介して隔絶される。 The atmospheric chamber 8 and the water pressure chamber 19 are separated from each other by a bellows 20 connected to the upper end of the control piece 4 and having a smaller diameter than the diaphragm 18 .
そして、上記水圧室１９は、大気室８、ウオー
タアウトレツトハウジング１７及びウオータアウ
トレツト１６等の壁面内部を貫通する通路２１Ａ
〜２１Ｃを介して、サーモスタツト装置２上流の
ラジエータ入口通路１に連通され、該ラジエータ
入口通路１に作用するウオータポンプの吐出圧が
導かれるようになつている。 The water pressure chamber 19 has a passage 21A penetrating inside the walls of the atmospheric chamber 8, the water outlet housing 17, the water outlet 16, etc.
-21C, it communicates with the radiator inlet passage 1 upstream of the thermostat device 2, so that the discharge pressure of the water pump acting on the radiator inlet passage 1 is guided.
尚、図中２２はウオータアウトレツト１６から
分岐し、ラジエータ（図示せず）をバイパスして
ウオータポンプの吸込側に連通されるバイパス通
路である。 In the figure, reference numeral 22 denotes a bypass passage that branches off from the water outlet 16, bypasses a radiator (not shown), and communicates with the suction side of the water pump.
その他の構成は第１図と同様なので第１図と同
一部材には同一符号を付して詳しい説明は省略す
る。 The rest of the configuration is the same as in FIG. 1, so the same members as in FIG. 1 are given the same reference numerals and detailed explanations will be omitted.
このような構成のため、今機関が低回転域でウ
オータポンプの吐出圧もさほど高くない時は、該
吐出圧が通路２１Ａ〜２１Ｃを介して作用する水
圧室１９の圧力も小さいので、制御片４はダイヤ
フラム装置５により機関の負荷に応動し、従来例
と同様に低負荷時の高吸入負圧時に高温制御、高
負荷時の低吸入負圧時に低温制御となるように切
換制御される。 Because of this configuration, when the engine is in a low rotation range and the discharge pressure of the water pump is not very high, the pressure in the water pressure chamber 19 to which the discharge pressure acts via the passages 21A to 21C is also small, so the control piece 4 is controlled by a diaphragm device 5 in response to the engine load, and similarly to the conventional example, switching control is performed such that high temperature control is performed when the suction negative pressure is high at low load, and low temperature control is performed when the suction negative pressure is low at high load.
一方、機関が高回転域に移行し、これに伴なつ
てウオータポンプの吐出圧が上昇すると、該吐出
圧が導かれる水圧室１９の圧力も上昇し、該圧力
が作用するダイヤフラム１８の力によつて制御片
４は図中下方に強く付勢されることになる。 On the other hand, when the engine shifts to a high rotation range and the discharge pressure of the water pump increases accordingly, the pressure in the water pressure chamber 19 to which this discharge pressure is introduced also increases, and the force of the diaphragm 18 on which this pressure acts increases. Therefore, the control piece 4 is strongly urged downward in the figure.
従つて、今水圧室１９に作用するウオータポン
プの吐出圧が所定値を越えると、機関低負荷時に
おいて負圧室７に大きな負圧が作用したとして
も、該負圧力に打ち勝つて制御片４を図中下方に
引き下げられるように、上述した各ダイヤフラム
６及び１８の受圧面積等を設定すれば、機関低負
荷時ではあつても高回転域になるとサーモスタツ
ト装置２の開弁温度が下げられ、冷却液温を低温
側に制御できる。 Therefore, if the discharge pressure of the water pump currently acting on the water pressure chamber 19 exceeds a predetermined value, even if a large negative pressure acts on the negative pressure chamber 7 during low engine load, the control piece 4 will overcome the negative pressure. If the pressure-receiving area of each diaphragm 6 and 18 described above is set so that the pressure can be lowered downward in the figure, the valve opening temperature of the thermostat device 2 can be lowered even when the engine load is low but in the high rotation range. , the coolant temperature can be controlled to the low temperature side.
この結果、機関の耐熱性を悪化することなく効
果的に燃費向上や排気浄化がはかれる。 As a result, fuel efficiency and exhaust purification can be effectively achieved without deteriorating the heat resistance of the engine.
次に、第６図はこの発明の他の実施例を示すも
のである。 Next, FIG. 6 shows another embodiment of the present invention.
これは、第５図と同様の技術思想から水圧室１
９を設ける代わりに、サーモスタツト装置２及び
制御片４をラジエータ入口通路１からウオータポ
ンプ２３上流のラジエータ出口通路２４に変更し
て設置すると共に、サーモスタツト装置２の弁体
１４に対してウオータポンプ２３の吐出圧（厳密
にはウオータポンプ２３の吐出側と吸込側の差圧
からウオータポンプ２３の吐出部からラジエータ
２７を経てサーモスタツト装置２の弁体１４に至
るまでの抵抗を差し引いた圧力）が開弁方向に作
用するように弁体１４の向きを設定するようにし
た例である。また、弁体１４が閉じている場合で
も、機関本体２５内の冷却液温をサーモスタツト
装置２の熱応動部材３に正しく伝えるために、バ
イパス通路２６がラジエータ入口通路１と熱応動
部材３近くのラジエータ出口通路２４間に設けら
れる。 This is based on the same technical concept as shown in Figure 5.
9, the thermostat device 2 and the control piece 4 are installed from the radiator inlet passage 1 to the radiator outlet passage 24 upstream of the water pump 23, and the water pump is connected to the valve body 14 of the thermostat device 2. 23 discharge pressure (strictly speaking, the pressure obtained by subtracting the resistance from the discharge part of the water pump 23 to the valve body 14 of the thermostat device 2 via the radiator 27 from the differential pressure between the discharge side and the suction side of the water pump 23) This is an example in which the orientation of the valve body 14 is set so that it acts in the valve opening direction. Furthermore, even when the valve body 14 is closed, the bypass passage 26 is located close to the radiator inlet passage 1 and the thermally responsive member 3 in order to correctly transmit the temperature of the coolant in the engine body 25 to the thermally responsive member 3 of the thermostat device 2. is provided between the radiator outlet passages 24 of the radiator.
これによれば、低負荷時にダイヤフラム装置５
の負圧室７に作用する負圧が大きくなつて制御片
４が図中下方（高温側）に引き下げられても、当
該負圧だけでダイヤフラムスプリング１１が完全
に縮みきらない範囲では、機関回転が上昇する
と、これに伴なつてウオータポンプ２３の吐出圧
も上昇し、該吐出圧がサーモスタツト装置２の弁
体１４に作用するため弁体１４の開度が大きくな
り、結局、第５図と同様に低負荷時ではあつても
高回転域になると冷却液温は低温側に制御され
る。 According to this, the diaphragm device 5
Even if the negative pressure acting on the negative pressure chamber 7 becomes large and the control piece 4 is pulled down in the figure (toward the high temperature side), the engine rotation will continue until the diaphragm spring 11 is not completely compressed by the negative pressure alone. When the water pump 23 increases, the discharge pressure of the water pump 23 also increases, and this discharge pressure acts on the valve body 14 of the thermostat device 2, so that the opening degree of the valve body 14 increases, and as a result, as shown in FIG. Similarly, even when the load is low, the coolant temperature is controlled to be low in the high rotation range.
以上説明したようにこの発明によれば、サーモ
スタツト装置の開弁温度を、負荷状態に応動する
制御片を介して、低負荷時ほど高めるようにした
冷却液温度制御装置において、ウオータポンプの
吐出圧をサーモスタツト装置に対してその開弁温
度を低める方向に作用させ、機関の高回転領域で
は低冷却液温度に制御するようにしたので、高回
転域で機関の耐熱性を悪化させることなく低中回
転域で効果的に燃費向上や排気浄化がはかれると
いう効果が得られる。 As explained above, according to the present invention, in the coolant temperature control device in which the valve opening temperature of the thermostat device is increased as the load becomes lower through the control piece that responds to the load condition, the discharge temperature of the water pump is increased. The pressure is applied to the thermostat device in a direction that lowers its valve opening temperature, and the coolant temperature is controlled to be low in the engine's high speed range, so the heat resistance of the engine is not deteriorated in the high speed range. The effect is to effectively improve fuel efficiency and purify exhaust gas in the low and medium rotation range.
第１図は従来例の断面図、第２図及び第３図は
その異なつた作動状態を示す各々の要部拡大断面
図、第４図は同じくそのリフト特性図、第５図は
この発明の実施例の断面図、第６図はこの発明の
他の実施例の一部切欠き側面図である。
１……ラジエータ入口通路、２……サーモスタ
ツト装置、３……熱応動部材、４……制御片、５
……ダイヤフラム装置、１０……負圧通路、１４
……弁体、１８……ダイヤフラム、１９……水圧
室、２１Ａ〜２１Ｃ……通路、２３……ウオータ
ポンプ、２４……ラジエータ出口通路。
Fig. 1 is a sectional view of the conventional example, Figs. 2 and 3 are enlarged sectional views of the main parts showing different operating states, Fig. 4 is a lift characteristic diagram thereof, and Fig. 5 is a diagram of the present invention. FIG. 6 is a partially cutaway side view of another embodiment of the present invention. DESCRIPTION OF SYMBOLS 1...Radiator inlet passage, 2...Thermostat device, 3...Thermal response member, 4...Control piece, 5
...Diaphragm device, 10...Negative pressure passage, 14
... Valve body, 18 ... Diaphragm, 19 ... Water pressure chamber, 21A to 21C ... Passage, 23 ... Water pump, 24 ... Radiator outlet passage.
Claims (1)
流す冷却液流量を制御するサーモスタツト装置の
弁体に固定した熱応動部材に、機関の負荷状態に
応じて位置決めされる制御片を対設し、該制御片
と該熱応動部材の当接時期を変えてサーモスタツ
ト装置の開弁温度を低負荷時には高く、高負荷時
には低くなるように切換制御する冷却液温度制御
装置において、ウオータポンプの吐出圧の上昇に
応じてサーモスタツト装置を開弁方向に付勢する
手段を設けたことを特徴とする内燃機関の冷却液
温度制御装置。1. A control piece that is positioned according to the load condition of the engine is installed in opposition to a thermally responsive member fixed to the valve body of a thermostat device that is installed in the coolant passage of the engine and controls the flow rate of coolant flowing into the radiator. , in a coolant temperature control device that switches and controls the valve opening temperature of a thermostat device so that it is high at low load and low at high load by changing the contact timing of the control piece and the thermally responsive member; A coolant temperature control device for an internal combustion engine, comprising means for biasing a thermostat device in a valve opening direction in response to a rise in pressure.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21359982A JPS59103921A (en) | 1982-12-06 | 1982-12-06 | Temperature controller of cooling fluid in internal- combustion engine |
| US06/557,884 US4560104A (en) | 1982-12-06 | 1983-12-05 | Coolant temperature control system of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21359982A JPS59103921A (en) | 1982-12-06 | 1982-12-06 | Temperature controller of cooling fluid in internal- combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59103921A JPS59103921A (en) | 1984-06-15 |
| JPS6347886B2 true JPS6347886B2 (en) | 1988-09-26 |
Family
ID=16641853
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21359982A Granted JPS59103921A (en) | 1982-12-06 | 1982-12-06 | Temperature controller of cooling fluid in internal- combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59103921A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020095999A1 (en) | 2018-11-09 | 2020-05-14 | 株式会社セイネン | Water treating agent, method for producing water treating agent, method for treating water of interest using water treating agent, and kit for production of water treating agent |
| US11447405B2 (en) | 2019-05-15 | 2022-09-20 | University Of Kentucky Research Foundation | Apparatus to remove harmful chemical species from industrial wastewater using iron-based products |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4097118B2 (en) | 2001-10-29 | 2008-06-11 | 武蔵精密工業株式会社 | Ball joint |
-
1982
- 1982-12-06 JP JP21359982A patent/JPS59103921A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020095999A1 (en) | 2018-11-09 | 2020-05-14 | 株式会社セイネン | Water treating agent, method for producing water treating agent, method for treating water of interest using water treating agent, and kit for production of water treating agent |
| US11447405B2 (en) | 2019-05-15 | 2022-09-20 | University Of Kentucky Research Foundation | Apparatus to remove harmful chemical species from industrial wastewater using iron-based products |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59103921A (en) | 1984-06-15 |
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