WO2012108224A1 - エンジン冷却装置 - Google Patents
エンジン冷却装置 Download PDFInfo
- Publication number
- WO2012108224A1 WO2012108224A1 PCT/JP2012/050475 JP2012050475W WO2012108224A1 WO 2012108224 A1 WO2012108224 A1 WO 2012108224A1 JP 2012050475 W JP2012050475 W JP 2012050475W WO 2012108224 A1 WO2012108224 A1 WO 2012108224A1
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- WIPO (PCT)
- Prior art keywords
- engine
- solenoid
- coolant
- valve
- valve seat
- Prior art date
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Classifications
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- 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
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- 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
- F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
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- 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
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/08—Cabin heater
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- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
Definitions
- the present invention includes a vehicle traveling engine, a pump driven by the engine, a heat exchanger, and a circulation path for circulating a coolant across the engine and the heat exchanger by driving the pump,
- the present invention relates to an engine cooling device including a solenoid valve that can open and close the circulation path and a control device that controls the operation of the engine.
- the engine cooling device when the solenoid is not energized, the engine cooling device is switched to the valve closed state by the urging force of the urging member so that the valve body abuts the valve seat, and the urging member is energized by energizing the solenoid.
- a solenoid valve (see, for example, Patent Document 1) that can be switched to a valve open state by being moved against the urging force is provided. Therefore, in the conventional engine cooling device, in order to circulate the coolant over the engine and the heat exchanger, the valve body is moved against the urging force of the urging member by energizing the solenoid, and the It is necessary to maintain the energized state.
- JP-A-6-221461 (paragraph numbers [0012], [0013], FIG. 4)
- the conventional engine cooling device needs to be equipped with a large solenoid valve having a large driving force that can move the valve element to the valve opening position against the urging force of the urging member by energizing the solenoid. Yes, there is a risk that the device will become large.
- In order to circulate the coolant it is necessary to move the valve element to the valve open position against the urging force of the urging member by energizing the solenoid, and to maintain the energized state. May increase.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine cooling device in which the size of the device can be easily reduced and the power consumption is hardly increased.
- a first characteristic configuration of the present invention is an engine for driving a vehicle, a pump driven by the engine, a heat exchanger, and circulating coolant through the engine and the heat exchanger by driving the pump.
- a valve body movable and held so as to contact the valve seat; and a solenoid capable of maintaining contact between the valve body and the valve seat by energization, wherein the valve body includes the solenoid.
- the pump When the pump is driven in a non-energized state, the pump is movably provided at a position separated from the valve seat by the fluid pressure of the coolant, and the control device is arranged before the engine is started.
- Solenoy In that it controllably provided to start the energization of the.
- the solenoid valve is movable to a position separating from the valve seat and a position contacting the valve seat, and the valve body is held so as to contact the valve seat; And a solenoid capable of maintaining contact with the valve seat by energization.
- the solenoid valve can be switched to the closed state to stop the coolant circulation. it can.
- the control device that controls the operation of the engine starts energization of the solenoid before the engine is started. That is, since the valve body is adsorbed to the valve seat before the fluid pressure of the coolant acts on the solenoid valve, the closed state of the solenoid valve can be reliably obtained. On the other hand, when it is desired to circulate the coolant, the solenoid valve is immediately switched to an open state by stopping energization of the solenoid.
- the second characteristic configuration of the present invention is that the control device is provided so as to be controlled so that energization of the solenoid is started when an engine start operation is detected.
- the solenoid valve can be closed securely before the engine starts.
- the solenoid since the solenoid is energized only when the engine is actually started, the energization time for the solenoid can be shortened, and the power consumption can be further reduced.
- the third characteristic configuration of the present invention is that the control device is provided so as to be able to start energization of the solenoid when the engine is stopped.
- control device determines whether or not to circulate the coolant before starting the engine, and determines that the coolant is not circulated, It is in the point which can be controlled so that energization of may be started.
- a fifth characteristic configuration of the present invention is that the heat exchanger includes a heat exchanger for heating a passenger compartment.
- the solenoid valve can be kept closed before the engine is started to stop the circulation of the cooling liquid between the engine and the heat exchanger for heating the passenger compartment. Machine operation can be performed efficiently.
- FIG. 1 shows an engine cooling device according to the invention.
- the engine cooling device includes an internal combustion engine 1 for driving a vehicle, a water pump 2 driven by the engine 1, a radiator 3 as a heat exchanger for cooling the engine, and a heater core as a heat exchanger for heating the passenger compartment. 4, the first circulation path R1 that circulates the coolant across the engine 1 and the radiator 3 by driving the water pump 2, and the coolant that circulates across the engine 1 and the heater core 4 by driving the water pump 2.
- a second circulation path R2 a thermostat valve 5 connected to the first circulation path R1, a solenoid valve 6 capable of opening and closing the second circulation path R2, and a control device 7 for controlling the operation of the engine 1 are provided. . Therefore, the second circulation path R2 that circulates the coolant across the engine 1 and the heater core 4 corresponds to the circulation path in the present invention.
- the thermostat valve 5 is connected to a circulation path portion between the coolant outlet port 3b of the radiator 3 and the coolant inlet port 2a of the water pump 2 in the first circulation path R1.
- the solenoid valve 6 is connected to a circulation path portion between the heating coolant outlet port (not shown) of the engine 1 and the coolant inlet port 4a of the heater core 4 in the second circulation path R2.
- the coolant outlet port 4 b of the heater core 4 is connected to the coolant inlet port 2 a of the water pump 2 via a flow path (not shown) formed in the housing of the thermostat valve 5.
- the water pump 2 starts to be driven when the engine 1 is started, and is stopped when the engine 1 is stopped. Therefore, the water pump 2 is always driven while the engine 1 is driven.
- FIG. 2A shows the solenoid valve 6 in a closed state
- FIG. 2B shows the solenoid valve 6 in an open state
- the solenoid valve 6 includes a housing 8, a valve body 10 that is supported so as to be movable away from the valve seat 9, and a position that contacts the valve seat 9, and the valve body 10 that biases the valve body 10.
- the housing 8 includes a cooling liquid inflow path 13, a cooling liquid outflow path 14, an opening 15 that is concentrically opposed to the cooling liquid inflow path 13, and a cover 16 that seals the opening 15.
- the coolant outflow path 14 is provided along a direction orthogonal to the coolant inflow path 13.
- the solenoid 12 is electrically connected to a drive circuit by a connector (not shown), a body 19 formed in a double cylinder shape having an outer diameter portion 17 and an inner diameter portion 18 by a magnetic material such as iron, and the inside of the body 19 Are provided with a bobbin 20 made of an insulating material concentrically and an insulating copper wire 21 wound around the bobbin 20.
- the body 19 is attached to the housing 8 so that the cooling liquid inflow passage 13 is concentric inside the inner diameter portion 18.
- the valve seat 9 is formed by an end face of the body 19 facing the cover 16 side.
- the valve body 10 is supported by a cylindrical bearing portion 22 formed on the cover 16 so as to be movable between a position away from the valve seat 9 and a position in contact with the valve seat 9.
- the urging member 11 that holds the valve body 10 so as to abut against the valve seat 9 is constituted by a compression coil spring mounted between the cover 16 and the valve body 10.
- the valve body 10 is formed of a magnetic material such as iron.
- the solenoid 12 When the solenoid 12 is excited by energization, the valve body 10 is attracted to the valve seat 9 formed on the body 19, and the contact between the valve body 10 and the valve seat 9 is maintained. Switched to the closed state.
- the solenoid 12 When the solenoid 12 is in a non-energized state, the valve body 10 is in contact with the valve seat 9 by the biasing force of the biasing member 11. Therefore, when the water pump 2 is driven when the solenoid 12 is not energized, the valve body 10 resists the urging force of the urging member 11 due to the fluid pressure of the coolant flowing into the coolant inflow passage 13. 9, the coolant flows out of the coolant outflow passage 14 and flows into the coolant inflow port 4 a of the heater core 4.
- step # 3 When the starter is activated by the ignition key and the engine 1 is started (step # 3), the water pump 2 starts to be driven.
- an operation including an ignition ON operation and a starter activation operation may be detected as an engine start operation.
- the energization of the solenoid 12 is started and the engine 1 is started and the water pump 2 is started regardless of the starter start operation.
- step # 4 it is determined whether or not the coolant in the second circulation path R2 is circulated while the ignition is ON (steps # 4 and # 5), and it is determined that the coolant is not circulated.
- step # 6 the energization to the solenoid 12 is stopped.
- the valve body 10 is moved to a position away from the valve seat 9 by the liquid pressure of the coolant, and the coolant circulates in the second circulation path R2.
- Whether or not the coolant in the second circulation path R2 is circulated in step # 5 is determined based on the temperature of the coolant, the presence or absence of a heating request for the passenger compartment, and the engine speed. Specifically, when the temperature of the coolant is lower than the set temperature, there is no request for heating the passenger compartment, and the engine speed is less than the set speed, it is determined that the coolant is not circulated. Therefore, it is determined that the coolant is circulated when the temperature of the coolant is equal to or higher than the set temperature, when there is a request for heating the passenger compartment, or when the engine speed is equal to or higher than the set speed.
- the coolant temperature is set. It may be set to determine that the coolant is circulated when the temperature is higher than that, the vehicle compartment is requested to be heated, and the engine speed is equal to or higher than the set speed.
- steps # 7 to # 10 it is determined whether or not the engine 1 is restarted.
- the presence or absence of the restart operation is determined based on the operation state of the brake pedal or the accelerator pedal. Specifically, when an engine start operation is detected in which the depression of the brake pedal is released and the depression of the accelerator pedal is started, it is determined that there is a restart operation.
- step # 11 If it is determined that there is a restart operation, the flow returns to step # 2 and the energization of the solenoid 12 is resumed before the engine 1 is restarted, and the control operations of steps # 3 to # 10 are repeatedly executed. If it is determined in steps # 4, # 7, and # 9 that the ignition is turned OFF, an end process such as stopping energization of the solenoid 12 is executed (step # 11), and then the control operation is ended.
- step # 5 When it is determined in step # 5 that the coolant is not circulated, it is determined whether the engine 1 is stopped. When it is determined that the engine 1 is stopped, the energization to the solenoid 12 is stopped, In step # 10, it may be determined whether or not the engine 1 is restarted.
- FIG. 4 is a flowchart showing a control operation according to another embodiment of the present invention.
- the control device 7 determines whether or not to circulate the coolant, and determines that the coolant is not circulated. This is different from the first embodiment in that energization is started. Therefore, since the control operations in steps # 1 to # 10 are the same as those in the first embodiment, the control operations after step # 10 will be described.
- step # 12 it is determined whether or not the coolant is circulated. If it is determined that the coolant is circulated, the solenoid 12 is energized. After stopping the energization, the engine 1 is started (steps # 13 and # 15), and the process returns to step # 7.
- step # 12 When it is determined in step # 12 that the coolant is not circulated, if the solenoid 12 is not energized, energization is started, the engine 1 is started (steps # 14 and # 15), and the process returns to step # 7.
- the determination as to whether or not to circulate the coolant in step # 12 is performed based on the temperature of the coolant and the presence or absence of a heating request for the passenger compartment. Specifically, when the temperature of the coolant is lower than the set temperature and there is no request for heating the passenger compartment, it is determined that the coolant is not circulated. Therefore, it is determined that the coolant is circulated when the temperature of the coolant is equal to or higher than the set temperature or when there is a request for heating the passenger compartment.
- the coolant When the temperature of the coolant is lower than the set temperature or when there is no request for heating of the passenger compartment, it is determined that the coolant is not circulated, and when the temperature of the coolant is equal to or higher than the preset temperature and there is a request for heating of the passenger compartment. Alternatively, it may be set to determine that the coolant is circulated. Other configurations are the same as those of the first embodiment.
- FIG. 5 is a flowchart showing a control operation according to another embodiment of the present invention.
- the control device 7 determines whether or not to circulate the coolant, and when determining that the coolant is not circulated, to the solenoid 12 This is different from the first embodiment in that energization is started. Accordingly, since the control operations in steps # 1 to # 8 are the same as those in the first embodiment, the control operations after step # 8 will be described.
- step # 8 When it is detected in step # 8 that the drive of the engine 1 has been stopped, it is determined whether or not the coolant is circulated while the ignition is ON (steps # 20 and # 21), and the coolant is circulated.
- step # 21 When it is determined that the solenoid 12 is energized, the energization of the solenoid 12 is stopped, and then it is determined whether or not the engine 1 is restarted (steps # 22 and # 24). Note that the determination of whether or not to circulate the coolant in step # 21 is similar to the determination of whether or not to circulate the coolant in step # 12 of the second embodiment, It is executed based on the presence or absence of a heating request.
- step # 21 When it is determined in step # 21 that the coolant is not circulated, if the solenoid 12 is not energized, the energization is started, and then it is determined whether or not the engine 1 is restarted (steps # 23 and # 24).
- step # 24 If it is determined in step # 24 that the engine 1 is restarted, the engine 1 is started (step # 25), and then the process returns to step # 7. If it is determined in step # 20 that the ignition has been turned OFF, an end process such as stopping energization of the solenoid 12 is executed (step # 11), and then the control operation is ended.
- step # 11 An end process such as stopping energization of the solenoid 12 is executed (step # 11), and then the control operation is ended.
- Other configurations are the same as those of the first embodiment.
- the engine cooling device according to the present invention is applied to an engine cooling device in which a solenoid valve is provided in place of a conventional thermostat valve capable of opening and closing the circulation path in a circulation path that circulates coolant across the engine and the radiator. May be.
- the engine cooling device according to the present invention is provided so as to be controllable so that when the engine is stopped, the solenoid is immediately energized without determining whether or not to circulate the coolant. Also good. 3.
- the engine cooling device is a valve in which a solenoid valve is movable so as to be moved away from the valve seat and into a position where the solenoid valve is in contact with the valve seat, and is held so as to contact the valve seat by gravity (self-weight). You may have a body.
- the engine cooling device according to the present invention can be used as a cooling device for various internal combustion engines.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
- Magnetically Actuated Valves (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
Description
上記エンジン冷却装置には、従来、ソレノイドへの非通電時には、付勢部材の付勢力で弁体が弁座に当接して閉弁状態に切り換えられ、ソレノイドへの通電で弁体を付勢部材の付勢力に抗して移動させることにより、開弁状態に切り換えることができるソレノイド弁(例えば、特許文献1参照)が装備されている。
したがって、従来のエンジン冷却装置では、エンジンと熱交換器とに亘って冷却液を循環させるために、ソレノイドへの通電で弁体を付勢部材の付勢力に抗して移動させ、かつ、その通電状態を維持する必要がある。
また、冷却液を循環させるために、ソレノイドへの通電で弁体を付勢部材の付勢力に抗して開弁位置に移動させ、かつ、その通電状態を維持する必要があるので、電力消費が増大するおそれがある。
本発明は上記実情に鑑みてなされたものであって、装置の小型化を図り易く、電力消費も増大し難いエンジン冷却装置を提供することを目的とする。
つまり、ソレノイド弁に冷却液の流体圧が作用する前に弁体を弁座に吸着させるから、ソレノイド弁の閉じ状態を確実に得ることができる。
一方、冷却液を循環させたい場合には、ソレノイドへの通電を停止することでソレノイド弁は直ちに開き状態に切り換わる。
また、エンジンの暖機運転が早期に行えるから、燃費の向上を図ることができる。
このため、冷却液を循環させたいときには、ソレノイドに一旦通電した後、その通電を停止するといった不要な動作をなくすことができ、エネルギー効率の良いエンジン冷却装置を得ることができる。
〔第1実施形態〕
図1は、本発明によるエンジン冷却装置を示す。
エンジン冷却装置は、車両走行用の内燃機関式エンジン1と、エンジン1により駆動されるウォータポンプ2と、エンジン冷却用の熱交換器としてのラジエータ3及び車室暖房用の熱交換器としてのヒータコア4と、ウォータポンプ2の駆動によりエンジン1とラジエータ3とに亘って冷却液を循環させる第1循環路R1と、ウォータポンプ2の駆動によりエンジン1とヒータコア4とに亘って冷却液を循環させる第2循環路R2と、第1循環路R1に接続されたサーモスタットバルブ5と、第2循環路R2を開閉可能なソレノイド弁6と、エンジン1の作動を制御する制御装置7とを備えている。
したがって、エンジン1とヒータコア4とに亘って冷却液を循環させる第2循環路R2が本発明における循環路に相当している。
ソレノイド弁6は、第2循環路R2のうちの、エンジン1の暖房用冷却液流出ポート(図示せず)とヒータコア4の冷却液流入ポート4aとの間の循環路部分に接続されている。
ヒータコア4の冷却液流出ポート4bは、サーモスタットバルブ5のハウジングに形成された流路(図示せず)を介して、ウォータポンプ2の冷却液流入ポート2aに接続されている。
尚、ウォータポンプ2は、エンジン1の起動により駆動が開始され、エンジン1の停止により駆動が停止される。したがって、ウォータポンプ2は、エンジン1の駆動中は常に駆動されている。
ソレノイド弁6は、ハウジング8と、弁座9から離間する位置と当該弁座9に当接する位置とに移動可能に支持された弁体10と、弁体10を付勢して当該弁体10が弁座9に当接するように保持する付勢部材11と、弁体10と弁座9との当接を通電により維持可能なソレノイド12とを備えている。
ボディ19は、内径部18の内側に冷却液流入路13が同芯状に入り込むようにハウジング8に装着されている。
弁体10は、カバー16に形成された筒状の軸受け部22によって、弁座9から離間する位置と当該弁座9に当接する位置とに亘って移動可能に支持されている。
弁体10が弁座9に当接するように保持する付勢部材11は、カバー16と弁体10との間に装着された圧縮コイルスプリングで構成されている。
ソレノイド12が非通電状態にあるときは、付勢部材11の付勢力で弁体10が弁座9に当接している。
したがって、ソレノイド12が非通電状態にあるときのウォータポンプ2の駆動時に、冷却液流入路13に流入する冷却液の流体圧により弁体10が付勢部材11の付勢力に抗して弁座9から離間する位置に移動し、冷却液が冷却液流出路14から流出して、ヒータコア4の冷却液流入ポート4aに流入する。
イグニッションキーがキーシリンダに差し込まれてイグニッションがON操作(図中では“IG-ON”と表示)されることによりエンジン始動動作が検知され、エンジン1が始動される前に、ソレノイド12への通電を開始する(ステップ#1,#2)。
ソレノイド12への通電により、弁体10が弁座9に吸着されて、ソレノイド弁6は弁体10と弁座9との当接が維持された閉じ状態に切り換えられる。
この場合は、スタータの起動操作にかかわらず、ソレノイド12への通電を開始した後、エンジン1が始動されてウォータポンプ2の駆動が開始される。
ソレノイド12への通電を停止すると、冷却液の液体圧により弁体10が弁座9から離間する位置に移動して、冷却液が第2循環路R2を循環する。
具体的には、冷却液の温度が設定温度未満であり、かつ、車室の暖房要求が無い、かつ、エンジン回転数が設定回転数未満であるときには、冷却液を循環させないと判定される。
したがって、冷却液の温度が設定温度以上、又は、車室の暖房要求が有る、又は、エンジン回転数が設定回転数以上のときには、冷却液を循環させると判定される。
再始動動作の有無は、ブレーキペダルやアクセルペダルの操作状態に基づいて判定される。
具体的には、ブレーキペダルの踏み込みが解除され、かつ、アクセルペダルペダルの踏み込みが開始されるエンジン始動動作を検知すると、再始動動作有りと判定される。
ステップ#4,#7,#9においてイグニッションのOFF操作有りが判定されると、ソレノイド12への通電を停止するなどの終了処理を実行した後(ステップ#11)、制御動作が終了される。
図4は、本発明の別実施形態による制御動作を示すフローチャートである。
本実施形態では、制御装置7が、ステップ#10においてエンジン再始動動作有りと判定した後、冷却液を循環させるか否かを判定し、冷却液を循環させないと判定したときに、ソレノイド12への通電を開始する点で第1実施形態と異なっている。
したがって、ステップ#1~#10の制御動作は第1実施形態と同じであるので、ステップ#10以降の制御動作を説明する。
具体的には、冷却液の温度が設定温度未満であり、かつ、車室の暖房要求が無いときには、冷却液を循環させないと判定される。
したがって、冷却液の温度が設定温度以上、又は、車室の暖房要求が有るときには、冷却液を循環させると判定される。
その他の構成は第1実施形態と同様である。
図5は、本発明の別実施形態による制御動作を示すフローチャートである。
本実施形態では、制御装置7が、ステップ#8においてエンジン1の駆動が停止されると、冷却液を循環させるか否かを判定し、冷却液を循環させないと判定したときに、ソレノイド12への通電を開始する点で第1実施形態と異なっている。
したがって、ステップ#1~#8の制御動作は第1実施形態と同じであるので、ステップ#8以降の制御動作を説明する。
尚、ステップ#21における冷却液を循環させるか否かの判定は、第2実施形態のステップ#12における冷却液を循環させるか否かの判定と同様に、冷却液の温度と、車室の暖房要求の有無とに基づいて実行される。
ステップ#20においてイグニッションのOFF操作有りが判定されると、ソレノイド12への通電を停止するなどの終了処理を実行した後(ステップ#11)、制御動作が終了される。
その他の構成は第1実施形態と同様である。
1.本発明によるエンジン冷却装置は、エンジンとラジエータとに亘って冷却液を循環させる循環路に、循環路を開閉可能な従来のサーモスタットバルブに代えて、ソレノイド弁が設けられているエンジン冷却装置に適用してもよい。
2.本発明によるエンジン冷却装置は、制御装置が、エンジンが停止されると、冷却液を循環させるか否かを判定せずに、ソレノイドへの通電を直ちに開始するように制御可能に設けられていてもよい。
3.本発明によるエンジン冷却装置は、ソレノイド弁が、弁座から離間する位置と当該弁座に当接する位置とに移動可能で、かつ、重力(自重)により弁座に当接するように保持された弁体を備えていてもよい。
2 ウォータポンプ
4 ヒータコア(熱交換器、車室暖房用の熱交換器)
6 ソレノイド弁
7 制御装置
9 弁座
10 弁体
12 ソレノイド
R2 第2循環路(循環路)
Claims (5)
- 車両走行用のエンジンと、
前記エンジンにより駆動されるポンプと、
熱交換器と、
前記ポンプの駆動により前記エンジンと前記熱交換器とに亘って冷却液を循環させる循環路と、
前記循環路を開閉可能なソレノイド弁と、
前記エンジンの作動を制御する制御装置とを備え、
前記ソレノイド弁が、弁座から離間する位置と当該弁座に当接する位置とに移動可能で、かつ、前記弁座に当接するように保持された弁体と、前記弁体と前記弁座との当接を通電により維持可能なソレノイドとを備え、
前記弁体が、前記ソレノイドが非通電状態にあるときの前記ポンプの駆動時に、前記冷却液の流体圧により前記弁座から離間する位置に移動可能に設けられ、
前記制御装置が、前記エンジンが始動される前に、前記ソレノイドへの通電を開始するように制御可能に設けられているエンジン冷却装置。 - 前記制御装置が、エンジン始動動作を検知すると、前記ソレノイドへの通電を開始するように制御可能に設けられている請求項1記載のエンジン冷却装置。
- 前記制御装置が、前記エンジンが停止されると、前記ソレノイドへの通電を開始するように制御可能に設けられている請求項1記載のエンジン冷却装置。
- 前記制御装置が、前記エンジンが始動される前に前記冷却液を循環させるか否かを判定し、前記冷却液を循環させないと判定したときに、前記ソレノイドへの通電を開始するように制御可能に設けられている請求項1~3のいずれか1項記載のエンジン冷却装置。
- 前記熱交換器が、車室暖房用の熱交換器で構成されている請求項1~4のいずれか1項記載のエンジン冷却装置。
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CN201280007910.1A CN103415681B (zh) | 2011-02-10 | 2012-01-12 | 发动机冷却装置 |
US13/883,144 US8967095B2 (en) | 2011-02-10 | 2012-01-12 | Engine cooling apparatus |
EP12744737.3A EP2674588B1 (en) | 2011-02-10 | 2012-01-12 | Engine cooling apparatus |
BR112013020218-1A BR112013020218B1 (pt) | 2011-02-10 | 2012-01-12 | aparelho para resfriar motor |
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JP2011027570A JP5257712B2 (ja) | 2011-02-10 | 2011-02-10 | エンジン冷却装置 |
JP2011-027570 | 2011-02-10 |
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EP (1) | EP2674588B1 (ja) |
JP (1) | JP5257712B2 (ja) |
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EP2561197B1 (en) | 2010-04-19 | 2014-04-23 | Aisin Seiki Kabushiki Kaisha | Vehicle coolant control valve |
JP5257713B2 (ja) * | 2011-02-10 | 2013-08-07 | アイシン精機株式会社 | 車両用冷却装置 |
JP5578373B2 (ja) * | 2011-11-04 | 2014-08-27 | アイシン精機株式会社 | 車両用冷却液制御弁 |
JP6079766B2 (ja) * | 2014-12-12 | 2017-02-15 | トヨタ自動車株式会社 | エンジン冷却システム及びその運転方法 |
JP6181119B2 (ja) * | 2015-08-04 | 2017-08-16 | アイシン精機株式会社 | エンジン冷却装置 |
CN207394082U (zh) * | 2017-02-14 | 2018-05-22 | 爱信精机株式会社 | 流体控制阀 |
JP7000262B2 (ja) * | 2018-06-19 | 2022-01-19 | トヨタ自動車株式会社 | 冷却制御装置 |
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EP2674588A4 (en) | 2014-04-23 |
US20130220243A1 (en) | 2013-08-29 |
EP2674588A1 (en) | 2013-12-18 |
EP2674588B1 (en) | 2015-10-07 |
JP5257712B2 (ja) | 2013-08-07 |
BR112013020218A2 (pt) | 2016-10-18 |
US8967095B2 (en) | 2015-03-03 |
JP2012167572A (ja) | 2012-09-06 |
BR112013020218B1 (pt) | 2021-03-16 |
CN103415681A (zh) | 2013-11-27 |
CN103415681B (zh) | 2015-12-02 |
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