WO2013065549A1 - 車両用冷却液制御弁 - Google Patents
車両用冷却液制御弁 Download PDFInfo
- Publication number
- WO2013065549A1 WO2013065549A1 PCT/JP2012/077488 JP2012077488W WO2013065549A1 WO 2013065549 A1 WO2013065549 A1 WO 2013065549A1 JP 2012077488 W JP2012077488 W JP 2012077488W WO 2013065549 A1 WO2013065549 A1 WO 2013065549A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- valve body
- valve
- solenoid
- fluid
- state
- Prior art date
Links
Images
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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
- F16K1/32—Details
- F16K1/34—Cutting-off parts, e.g. valve members, seats
- F16K1/44—Details of seats or valve members of double-seat valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
- F16K1/32—Details
- F16K1/52—Means for additional adjustment of the rate of flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0644—One-way valve
- F16K31/0655—Lift valves
- F16K31/0658—Armature and valve member being one single element
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0682—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid with an articulated or pivot armature
-
- 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
- F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
-
- 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
- F01P2025/00—Measuring
- F01P2025/04—Pressure
-
- 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
Definitions
- the present invention relates to a vehicle coolant control valve used for a cooling system of an engine or the like.
- the vehicle engine performs warm-up operation when the engine temperature is low and controls the temperature to be substantially constant after the engine temperature rises.
- a cooling system for the engine when the cooling water temperature is low by opening and closing the thermostat valve, the valve is closed and the cooling water is circulated through the bypass passage without passing through the radiator, so that the cooling water temperature is high.
- the cooling water when the cooling water is in a low temperature state, the engine temperature can be quickly raised to the optimum temperature by warm-up operation, and then the combustion can be stabilized by making the engine temperature substantially constant to improve fuel efficiency. .
- Patent Document 1 discloses a thermostat that can be operated in consideration of a radiator outlet side liquid temperature by providing a passage with a radiator outlet channel in an independent thermo-element sensing greenhouse on the engine outlet side. A thermo-expanding thermo wax is enclosed in the thermo element of this thermostat, and the valve body is opened and closed by the cooling water temperature. Further, a thermoelement and a heating element such as a nichrome heater are combined to open and close the valve body to electronically control the cooling water temperature.
- Patent Document 2 discloses a solenoid valve having a movable portion urged in a closing direction by a spring. Since the solenoid valve is configured to be in a closed state when the coil is not excited and to be opened when the coil is excited, switching between the open and closed states can be performed quickly. As a result, when the solenoid valve is provided on the engine outlet side in the engine cooling system described above, the cooling water temperature becomes high, and the cooling water temperature becomes high, in which the cooling water circulates through the bypass passage without passing through the radiator. In this case, it is possible to immediately switch to a valve open state in which cooling water circulates through the radiator, and the valve response is good.
- a first characteristic configuration of a vehicle coolant control valve includes a valve body that has a magnetic body and controls the flow of fluid, a fluid flow path, and abuts on the valve body to contact the flow path.
- a valve seat that can close the valve body, a solenoid that maintains a contact state between the valve body and the valve seat by magnetic force, and a biasing mechanism that biases the valve body in a direction opposite to the flow direction of the fluid.
- a first valve body that maintains contact with the valve seat when the solenoid is operating, and the fluid in a state in which the first valve body is in contact with the valve seat.
- a second valve body capable of distributing a small amount.
- a valve body that has a magnetic body and controls the flow of fluid, a fluid flow path, a valve seat that can contact the valve body and close the flow path
- a solenoid that moves to a contact side with the valve seat and a biasing mechanism that biases the valve body in a direction opposite to the fluid flow direction
- the valve body and the valve are magnetically activated when the solenoid is energized.
- the valve body maintains a contact state with the valve seat when the solenoid is operating, and a small amount of fluid is maintained in a state where the first valve body maintains the contact state. Since the second valve body fluid that can be circulated is provided, the valve body is in a state where the first valve body is opened and normal fluid is circulated, and the second valve body is opened and a small amount of fluid is circulated. It is possible to switch to the state to be performed. As a result, when it is detected that the temperature in the engine has reached a predetermined temperature and the coolant control valve is opened, the second valve body is initially opened to allow a small amount of coolant to flow into the engine. be able to. As a result, the temperature in the engine can be prevented from rapidly decreasing, and combustion in the engine can be stably performed.
- the fluid circulation hole is formed in the first valve body, and the second valve body is in a closed state in which the circulation hole is closed and
- the open state can be switched to an open state in which the flow hole is opened, and is maintained in the closed state by the leakage magnetic flux of the solenoid from the first valve body, and the open state is achieved by reducing the current flowing to the solenoid. It is in the point where it was configured to be changeable.
- the second valve body When the fluid circulation hole is formed in the first valve body as in this configuration and the second valve body can be switched between the closed state in which the circulation hole is closed and the open state in which the circulation hole is opened, the second valve body When the is opened, the flow hole formed in the first valve body is opened, and a small amount of fluid can be circulated by flowing the fluid through the flow hole. Further, the second valve body is maintained in the closed state by the leakage magnetic flux of the solenoid from the first valve body, and can be changed to the open state by reducing the energization current to the solenoid.
- the valve body and the second valve body are kept closed by a common magnetic flux of the solenoid, and the second valve body can be changed to the open state only by reducing the energization current to the solenoid.
- the structure of the coolant control valve is simplified by using the flow hole formed in the first valve body as a small-volume flow path for the fluid and sharing the solenoid between the first valve body and the second valve body.
- the coolant control valve itself can be made compact.
- the second valve body is in the open state by the fluid pressure of the fluid passing through the flow hole when the energization current to the solenoid is reduced. It is in the point.
- a fourth characteristic configuration of the vehicle coolant control valve according to the present invention is that the biasing mechanism is configured to bias the first valve body in the closing direction via the second valve body. .
- the biasing mechanism is configured to bias the first valve body in the closing direction via the second valve body, so that the first valve body and the second valve body can be moved by one biasing mechanism. Both can be biased in the closing direction. Thereby, the urging mechanism of the first valve body and the second valve body can be simplified.
- a fifth characteristic configuration of the vehicle coolant control valve according to the present invention is that an energization current value to the solenoid is set according to an engine speed.
- the mechanical water pump also increases the discharge pressure of cooling water (coolant) in proportion to the engine speed. For this reason, when the mechanical water pump is connected to the inflow port of the vehicle coolant control valve, even when the energization current to the solenoid is reduced to open the second valve body, the engine speed is high. Then, there is a possibility that the first valve body is opened under the influence of an increase in the discharge pressure. Then, the small flow rate mode is not realized in the vehicle coolant control valve.
- the energization current value to the solenoid is set according to the engine speed as in this configuration, for example, the energization to the solenoid for opening the second valve body as the engine speed increases is achieved.
- the current value can be set higher. As a result, even in a region where the engine speed is high, the first valve body is prevented from being immediately opened, and the second valve body is opened to allow a small amount of fluid to flow.
- a sixth characteristic configuration of the vehicle coolant control valve according to the present invention is such that the valve body shifts from a closed state to an open state in which the first valve body is opened without passing through a small amount flow state by the second valve body. It is in a point that is configured to be possible.
- the control of the fluid supply with high urgency is given priority over the coolant control valve rather than performing the small amount flow control of the fluid that suppresses the temperature change of the engine. If the valve body is configured to be able to shift from the closed state to the open state in which the first valve body is opened without passing through the small-volume flow state by the second valve body as in this configuration, the engine may be As a result, fluid can be quickly supplied to the valve, and the operability of the coolant control valve is improved.
- a seventh characteristic configuration of the vehicle coolant control valve according to the present invention includes a winding number changing unit that controls the solenoid by changing the effective number of turns of the coil, wherein the solenoid has at least one coil. In the point.
- the electromagnetic force of the solenoid is proportional to the product (ampere turn) of the current flowing in the coil and the number of coil turns. That is, the electromagnetic force of the solenoid can be controlled by changing either the current value flowing through the coil or the number of coil turns of the solenoid.
- a current sensor for controlling the current value is required.
- the solenoid has at least one coil, and includes a winding number changing unit that controls the solenoid by changing the effective number of turns of the coil, and the effective number of turns of the coil is changed by the winding number changing unit.
- the magnitude of the electromagnetic force on the valve body can be switched with. This eliminates the need for a current sensor and simplifies the configuration for controlling the electromagnetic force of the solenoid. As a result, the cost of the coolant control valve can be further reduced.
- the first valve body and the second valve body are provided in parallel between an inflow port and an outflow port, and the first valve body is provided.
- a first valve passage and a second valve passage that bypasses the solenoid while having the second valve body, and the second valve body is formed in the second valve passage.
- the valve hole can be switched between a closed state and an open state, and when the solenoid is energized by energization, the first valve body and the second valve body are maintained in a closed state, and the solenoid is energized. It is a point that the second valve body can be changed to an open state by the fluid pressure of the flow path in the second valve by reducing the current.
- the fluid flowing in from the inflow port is discharged from the outflow port via either the first valve flow path provided with the first valve body or the second valve flow path provided with the second valve body. Leaked. Accordingly, a small amount of fluid can be circulated by closing the first valve body and opening the second valve body.
- the solenoid when the solenoid is energized by energization, the first valve body and the second valve body are maintained in a closed state, and when the energization current to the solenoid is reduced, the fluid pressure in the second valve flow path causes the first valve body to be closed.
- the two-valve element is changed to the open state.
- the first valve body and the second valve body are maintained in the closed state by the magnetic flux of the common solenoid, and the second valve body can be changed to the open state only by reducing the energization current to the solenoid. .
- the structure of the coolant control valve can be simplified by sharing the solenoid between the first valve body and the second valve body.
- FIG. 2 is a schematic diagram showing an overall configuration of an engine cooling system. These are sectional drawings when the 1st valve body and the 2nd valve body of a coolant control valve for vehicles are in a closed state. These are sectional drawings when the 2nd valve body of the coolant control valve for vehicles is an open state. These are sectional drawings when the 1st valve body of the coolant control valve for vehicles is an open state. These are figures which show the relationship between engine internal temperature, control valve flow volume, current ratio, and the open / close state of a control valve. These are sectional drawings when the 1st valve body and the 2nd valve body of the coolant control valve for vehicles of a 2nd embodiment are in a closed state.
- FIG. 1 is an illustration showing the overall configuration of an engine cooling system 20 in a vehicle.
- An inflow port 24 of the radiator 23 is connected to a cooling water (coolant) outflow port 22 of the engine 21, and an outflow port 25 of the radiator 23 is connected to an inflow port 27 of a thermostat valve 26.
- An outflow port 28 of the thermostat valve 26 is connected to a suction port 32 of the water pump 31, and a discharge port (not shown) of the water pump 31 is connected to a cooling water (coolant) inflow port (not shown) of the engine 21.
- a heating outflow port (not shown) of the engine 21 is connected to the inflow port 6 (see FIG. 2) of the vehicle coolant control valve 1.
- the outflow port 7 of the vehicle coolant control valve 1 is connected to the inflow port 34 of the heater core 33, and the outflow port 35 of the heater core 33 is connected to the bypass inflow port 29 of the thermostat valve 26.
- the bypass inflow port 29 communicates with the outflow port 28.
- the vehicle coolant control valve (hereinafter referred to as coolant control valve) 1 includes a housing 8, a valve seat 14, a position spaced from the valve seat 14, and a position in contact with the valve seat 14. And a solenoid 2 capable of maintaining contact between the valve seat 14 and the valve body 11 by energization.
- the valve body 11 includes a first valve body 12 located on the upstream side of the inflow port 6 and a second valve body 13 located on the downstream side of the inflow port 6.
- the first valve body 12 is a valve body that opens and closes by contacting and separating from the valve seat 14, and a fluid circulation hole 12 a is formed in the first valve body 12. This flow hole 12a becomes a flow path of a small flow rate fluid which will be described later.
- the housing 8 includes an inflow port 6, an outflow port 7, an opening 15 that is concentrically opposed to the inflow port 6, and a cover body 16 that seals the opening 15. Are provided along a direction orthogonal to the inflow port 6.
- the solenoid 2 is electrically connected to a drive circuit by a connector (not shown), wound around the inner diameter part 4 of the bobbin 3 formed of a magnetic material such as iron, and is enclosed in the inner diameter part 4 and the outer diameter part 5. Consists of copper wire.
- the bobbin 3 is installed in a housing having an inflow port 6 and an outflow port 7.
- An in-valve channel 9 is formed inside the inner diameter portion 4 of the bobbin 3, and the in-valve channel 9 communicates with the inflow port 6.
- the first valve body 12 and the second valve body 13 are formed of a magnetic material such as iron, and the second valve body 13 is supported by the cover body 16 so as to be slidable by the bearing portion 17.
- the first valve body 12 is also slidably supported by a cover body 16 by a guide portion (not shown).
- the cover body 16 is hermetically installed in the opening 15 of the housing 8 formed on the side opposite to the inflow port 6.
- the valve seat 14 that comes into contact with the first valve body 12 is formed on the flange surface of the bobbin 3 opposite to the inflow port 6.
- a coil spring 18 is installed as an urging mechanism between the second valve body 13 and the cover body 16, and the coil spring 18 urges the second valve body 13 toward the valve seat 14, so that the second The first valve body 12 is also urged in the direction of the valve seat 14 via the valve body 13.
- the first valve body 12 is attracted to the valve seat 14 when the solenoid 2 is excited by energization, and the contact state between the first valve body 12 and the valve seat 14 is maintained. This state is a closed state of the first valve body 12.
- the solenoid 2 is excited by energization, the second valve body 13 is maintained in a closed state in which the flow hole 12a of the first valve body 12 is closed by the leakage magnetic flux of the solenoid 2.
- the water pump 31 When the engine 21 is stopped, the water pump 31 is also stopped, so that no fluid pressure is generated at the inflow port 6. Therefore, the closed state where the first valve body 12 is urged by the urging force of the coil spring 18 and is in contact with the valve seat 14 is maintained (see FIG. 2).
- the water pump 31 of this embodiment is comprised with the mechanical pump, the water pump connected to the inflow port 6 of the coolant control valve 1 may be an electric pump.
- the solenoid 2 When the engine 21 is started, the solenoid 2 is excited by energization, and an attractive force acts on the first valve body 12 formed of a magnetic material.
- the valve body 11 of the coolant control valve 1 receives the suction force of the solenoid 2 and the urging force of the coil spring 18, contacts the valve seat 14, and the fluid pressure generated by the discharge of the water pump 31 acts on the first valve body 12. Even in this state, the valve seat 14 is held in a closed state (closed state). At this time, since the second valve body 13 is maintained in the closed state in which the flow hole 12a of the first valve body 12 is closed, the valve body 11 (the first valve body 12 and the second valve body 13) is in the closed state. (See FIG. 2).
- the energizing current value of the solenoid 2 is weakened to, for example, about 50%.
- the state in which the first valve body 12 abuts on the valve seat 14 is maintained, but the second valve body 13 moves in the opening direction by the fluid pressure passing through the flow hole 12a formed in the first valve body 12. (See FIG. 3).
- the flow hole 12a formed in the first valve body 12 is opened, and a small amount of fluid can be circulated by flowing the fluid through the flow hole 12a.
- the second valve body 13 is maintained in the closed state by the leakage magnetic flux of the solenoid 2 from the first valve body 12, and is configured to be able to be changed to the open state by reducing the energization current to the solenoid 2.
- the closed state of the first valve body 12 and the second valve body 13 is maintained by the magnetic flux of the common solenoid 2, and the second valve body 13 can be changed to the open state only by reducing the energization current to the solenoid 2. It becomes possible.
- the second valve body 13 is initially opened to supply a small amount of cooling water. It can be made to flow into the engine 21. Thereby, as shown in FIG. 5, the temperature in the engine 21 gradually decreases immediately after the cooling water is supplied to the engine 21. As a result, a sudden temperature drop in the engine 21 can be prevented, and combustion in the engine 21 can be performed stably.
- the cooling water is heated inside the engine 21, cooled by the radiator 23, and circulated by the water pump 31 via the thermostat valve 26.
- the thermostat valve 26 When the engine 21 is at a low temperature, the thermostat valve 26 is closed.
- the cooling water heated inside the engine 21 is supplied to the heater core 33 via the coolant control valve 1 held open by the fluid pressure, and the room is warmed.
- the cooling water cooled by the heater core 33 is circulated by the water pump 31 via the thermostat valve 26.
- the coolant control valve 1 is not opened by thermal expansion such as thermowax, but is opened by the solenoid 2 that has excellent response and can be freely controlled by electric current. Will improve. Further, in the closed state, the first valve body 12 and the valve seat 14 come into contact with each other and the distance between the magnetic bodies approaches, so that the attractive force per current increases and the urging force of the coil spring 18 causes the valve body 11. By energizing the first valve body 12 and the second valve body 13 in the closed state, the power consumption of the solenoid 2 can be reduced. Further, the second valve body 13 is always urged by the coil spring 18, so that the vibration of the valve body 11 (first valve body 12, second valve body 13) due to hydraulic pulsation can be suppressed.
- the flow hole 12a formed in the first valve body 12 is used as a small-volume flow path of the fluid, and the solenoid 2 is shared by the first valve body 12 and the second valve body 13, so that the coolant control valve 1
- the structure is simplified, and the coolant control valve 1 itself can be made compact.
- the coolant control valve 1 has a first valve body 12 and a second valve body 13 arranged in parallel between the inflow port 6 and the outflow port 7,
- the first valve body passage 9 that passes through the first valve body 12 and the second valve passage 19 that bypasses the solenoid 2 and passes through the second valve body 13 are separately provided.
- the second in-valve flow path 19 passing through the second valve body 13 is formed at the outer peripheral position of the solenoid 2 from the inflow port 6, and a valve hole 19 a is formed.
- the second valve body 13 is pivotally supported at one end and biased in a closed state by a not-shown winding spring or the like.
- a communication hole 8 a communicating with the outflow port 7 is formed in the housing 8 on the downstream side of the second valve body 13.
- the first valve body 12 and the second valve body 13 are in a closed state, and when the pump is started, the solenoid 2 is excited by energization, and the first valve body 12 and the second valve body A suction force acts on the body 13.
- the coolant control valve 1 shown in FIG. 7 shows a small flow rate mode in which the second valve body 13 is opened while the first valve body 12 is maintained in the closed state.
- the solenoid 2 is weakened in the energization current value, and the second valve body 13 is opened by receiving the fluid pressure in the second valve passage 19.
- the coolant control valve 1 shown in FIG. 8 shows a normal open mode in which both the first valve body 12 and the second valve body 13 are open.
- the solenoid 2 is not energized, and the first valve body 12 is also opened by receiving the fluid pressure in the first valve passage 9.
- the mechanical water pump 31 also increases the discharge pressure of the cooling water (coolant) in proportion to the engine speed. For this reason, even if the energization current to the solenoid is decreased in order to open the second valve body 13, in the region where the engine speed is high, the first valve body 12 is opened due to the influence of the increase in the discharge pressure. There is a possibility. Then, the small flow rate mode is not realized in the coolant control valve 1.
- the energization current value to the solenoid 2 is configured to be set according to the engine speed. Specifically, for example, as shown in the graph of FIG. 9, the value of the current that is energized to open the second valve body 13 as the engine speed increases is set higher. By doing so, even in a region where the engine speed is high, the first valve body 12 is not opened, and only the second valve body 13 is opened, and the small flow rate mode can be set.
- the valve body 11 is configured to be able to shift from the closed state to the open state in which the first valve body 12 is opened while the state in which the second valve body 13 is closed is maintained.
- a small flow rate control request # 01
- the presence / absence of a defroster request is confirmed (# 02).
- the energization is turned off (# 03), and it is confirmed whether or not the first valve body 12 is opened due to the fluid pressure (# 04).
- the valve body 11 is configured to be able to shift from the closed state to the open state in which the first valve body 12 is opened while the state in which the second valve body 13 is closed is maintained. Then, fluid supply to the engine 21 as soon as necessary becomes possible, and the operability of the coolant control valve 1 is improved.
- operator is not limited to a defroster request
- the electromagnetic force of the solenoid is proportional to the product (ampere turn) of the current flowing in the coil and the number of coil turns. Therefore, the electromagnetic force of the solenoid can be controlled by changing either the current value flowing through the coil or the number of coil turns of the solenoid.
- a configuration for controlling the electromagnetic force of the solenoid either a configuration controlled by a current flowing in the coil or a configuration controlled by the effective number of turns of the coil may be adopted as a configuration for controlling the electromagnetic force of the solenoid.
- the effective number of turns of the coil means the number of turns of the coil that is actually energized among the total number of turns of the coil provided in the solenoid.
- the current sensor 50 and the ECU are arranged in the power supply circuit, and the current is detected by the ECU based on the value of the current sensor 50. Change and control.
- the solenoid is configured to include at least one coil and a turn number changing unit that can change the effective number of turns of the coil.
- a coil 41 (number of turns N1) and a coil 42 (number of turns N2) are provided as coil windings of the solenoid 2, and the effective number of turns of the coil 41 is set by the changeover switch SW (setting unit).
- the number of turns of the coil to be energized is changed by switching between the number of turns (N1) and the number of turns of the coil 41 and the coil 42 (N1 + N2).
- the effective number of turns of a coil will be changed by changing with changeover switch SW (turn number change part), and the size of the electromagnetic force to valve body 11 (the 1st valve body 12 and the 2nd valve body 13) can be changed. .
- the current sensor 50 becomes unnecessary, and the configuration for controlling the electromagnetic force of the solenoid 2 is simplified. As a result, the cost of the coolant control valve 1 can be further reduced.
- the effective winding number of the coil may be changed by moving the position of the contact point with respect to one coil.
- the number of contacts of the changeover switch SW for a plurality of coils may be three or more, and the number of solenoid coils may be three or more.
- a plurality of coils (for example, six) that can stably adsorb the valve element 11 in the circumferential direction of the solenoid 2 are dispersedly arranged, and the entire coil is energized or only a part of the coils (for example, three at equal intervals). The effective number of turns may be changed depending on whether or not the current is energized.
- the solenoid 2 of the coolant control valve 1 is kept in contact with the first valve body 12 (second valve body 13) in a state of being excited when the engine 21 is started.
- the solenoid 2 is energized again after the first valve body 12 is in the open state (the first valve body 12 and the valve seat 14 are separated).
- a powerful solenoid that moves the first valve body 12 against the fluid pressure and contacts the valve seat 14 may be used.
- the solenoid 2 of the coolant control valve 1 is installed around the in-valve channel 9 but is installed at a position away from the coolant channel for reasons such as mounting. Also good.
- the example in which the solenoid 2 is shared by the first valve body 12 and the second valve body 13 has been described.
- the solenoid that maintains the suction of the second valve body 13 is the solenoid of the first valve body 12.
- the structure provided separately from 2 may be sufficient.
- the coil spring 18 is used as an urging mechanism for the valve body 11.
- the valve body 11 is urged in the closing direction by other moving means such as an air spring, a magnetic force, and gravity acting on the mass of the valve body 11. May be.
- the means for circulating the cooling water may use not only the water pump 31 but also an accumulator or the like.
- the coolant control valve 1 is used for the cooling system of the engine 21 main body.
- the coolant control valve 1 may be applied to a catalyst cooling system or a liquid-cooled oil cooler installed in the exhaust pipe.
- the present invention may be applied as a cooling liquid control valve for a heat source cooling system or exhaust heat recovery system for motors, inverters, secondary batteries, fuel cells and the like used in electric vehicles.
- the vehicle coolant control valve according to the present invention can be used for a wide range of objects to be cooled in various vehicles.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Magnetically Actuated Valves (AREA)
Abstract
Description
本実施形態は、図6~図8に示すように、冷却液制御弁1が、流入ポート6と流出ポート7との間に第1弁体12と第2弁体13とが並設され、第1弁体12を通過する第1弁内流路9と、前記ソレノイド2を迂回して第2弁体13を通過する第2弁内流路19とを別々に備える構成である。第2弁体13を通過する第2弁内流路19は、流入ポート6からソレノイド2の外周位置に形成されており、弁孔19aが形成されている。第2弁体13は、一端が枢支され図示しない巻きバネ等によって閉状態に付勢されている。第2弁体13の下流側のハウジング8には流出ポート7に連通する連通孔8aが形成されている。
機械式のウォータポンプ31は、エンジン回転数に比例して冷却水(冷却液)の吐出圧も上昇する。このため、第2弁体13を開くためにソレノイドへの通電電流を減少させても、エンジン回転数が高い領域においては、吐出圧の上昇の影響を受けて第1弁体12が開状態となる可能性がある。そうなると、冷却液制御弁1において小流量モードが実現されなくなる。
車両走行時等において、例えば運転者によるデフロスタ要求が操作される場合は、窓ガラスが曇った場合等であって視界確保のため、緊急性を高い状況といえる。こうした状況下では、エンジン21内の冷却水温度の変化を抑制する流体の少量流通制御よりも、緊急性の高い流体供給に応える制御を優先させる方が好ましい。
(1)上記の実施形態では、冷却液制御弁1をヒータコア33への流路を開閉する冷却液制御弁に適用した例を示したが、ラジエータ23への流路を開閉するサーモスタットバルブ26に適用してもよい。
Claims (8)
- 磁性体を有し流体の流通を制御する弁体と、
流体の流路を構成し、前記弁体と当接して前記流路を閉塞可能な弁座と、
磁力によって前記弁体と前記弁座との当接状態を維持させるソレノイドと、
前記弁体を前記流体の流通方向とは反対側に付勢する付勢機構とを備え、
前記弁体が、前記ソレノイドが作用しているときに前記弁座との当接状態を維持する第1弁体と、当該第1弁体が前記弁座に当接した状態において前記流体を小量流通させることができる第2弁体とを備えている車両用冷却液制御弁。 - 前記第1弁体に前記流体の流通孔が形成されており、前記第2弁体は、前記流通孔を閉じる閉状態と前記流通孔を開く開状態とに切換可能であり、前記第1弁体からの前記ソレノイドの漏れ磁束によって前記閉状態に維持されるとともに、前記ソレノイドへの通電電流が減少することで前記開状態に変更可能に構成された請求項1記載の車両用冷却液制御弁。
- 前記第2弁体は、前記ソレノイドへの通電電流が減少することで、前記流通孔を通過する流体の流体圧によって前記開状態となる請求項2記載の車両用冷却液制御弁。
- 前記付勢機構が、前記第2弁体を介して前記第1弁体を閉方向に付勢するよう構成された請求項1~3のいずれか一項に記載の車両用冷却液制御弁。
- 前記ソレノイドへの通電電流値がエンジン回転数に応じて設定される請求項1~4のいずれか一項に記載の車両用冷却液制御弁。
- 前記弁体が、閉状態から前記第2弁体による小量流通状態を経ることなく前記第1弁体を開く開状態に移行可能に構成された請求項1~5のいずれか一項に記載の車両用冷却液制御弁。
- 前記ソレノイドが、少なくとも1つのコイルを有し、前記コイルの有効巻数を変更して前記ソレノイドの制御を行う巻数変更部を備えた請求項1~6のいずれか一項に記載の車両用冷却液制御弁。
- 流入ポートと流出ポートとの間に前記第1弁体と前記第2弁体とが並設され、
前記第1弁体を設けた第1弁内流路と、前記第2弁体を備えつつ前記ソレノイドを迂回する第2弁内流路と、を備え、
前記第2弁体は、前記第2弁内流路に形成された弁孔を閉状態と開状態とに切換可能であり、
前記ソレノイドが通電により励磁されることで、前記第1弁体及び前記第2弁体は閉状態に維持され、前記ソレノイドへの通電電流が減少することで、前記第2弁内流路の流体圧により前記第2弁体を開状態に変更可能に構成された請求項1記載の車両用冷却液制御弁。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201280040508.3A CN103748333B (zh) | 2011-11-04 | 2012-10-24 | 车辆用冷却液控制阀 |
EP12845279.4A EP2775116B1 (en) | 2011-11-04 | 2012-10-24 | Vehicular coolant control valve |
US14/238,101 US9163553B2 (en) | 2011-11-04 | 2012-10-24 | Vehicular coolant control valve |
BR112014003381-1A BR112014003381B1 (pt) | 2011-11-04 | 2012-10-24 | Válvula de controle de refrigerante para veículo |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011242691 | 2011-11-04 | ||
JP2011-242691 | 2011-11-04 | ||
JP2011277333A JP5578373B2 (ja) | 2011-11-04 | 2011-12-19 | 車両用冷却液制御弁 |
JP2011-277333 | 2011-12-19 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013065549A1 true WO2013065549A1 (ja) | 2013-05-10 |
Family
ID=48191901
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/077488 WO2013065549A1 (ja) | 2011-11-04 | 2012-10-24 | 車両用冷却液制御弁 |
Country Status (6)
Country | Link |
---|---|
US (1) | US9163553B2 (ja) |
EP (1) | EP2775116B1 (ja) |
JP (1) | JP5578373B2 (ja) |
CN (1) | CN103748333B (ja) |
BR (1) | BR112014003381B1 (ja) |
WO (1) | WO2013065549A1 (ja) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9458922B2 (en) * | 2012-10-26 | 2016-10-04 | Dana Automotive Systems Group, Llc | Lubricant management system |
JP6459342B2 (ja) * | 2014-09-25 | 2019-01-30 | アイシン精機株式会社 | 冷却液制御弁 |
JP6401123B2 (ja) * | 2015-08-04 | 2018-10-03 | トヨタ自動車株式会社 | 冷却水循環装置 |
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 |
KR101807124B1 (ko) * | 2015-12-02 | 2017-12-07 | 현대자동차 주식회사 | 연료전지차량의 비상 운전 제어 방법 |
CN107477239B (zh) * | 2016-06-08 | 2023-03-07 | 浙江盾安禾田金属有限公司 | 一种电磁水阀 |
GB201615280D0 (en) * | 2016-09-08 | 2016-10-26 | Rolls Royce Plc | Oil cooling system |
DE102017200874A1 (de) * | 2016-11-14 | 2018-05-17 | Mahle International Gmbh | Elektrische Kühlmittelpumpe |
US10190673B2 (en) | 2016-11-30 | 2019-01-29 | Dana Heavy Vehicle Systems, Llc | Active oil management system for axles |
JP7185413B2 (ja) * | 2018-03-26 | 2022-12-07 | 株式会社Subaru | 車両用冷却システム |
JP6815367B2 (ja) * | 2018-11-19 | 2021-01-20 | アイシン精機株式会社 | 流路装置およびエンジン冷却システム |
DE102019215285A1 (de) * | 2019-10-04 | 2021-04-08 | Robert Bosch Gmbh | Brennstoffzellenschließsystem |
US11060601B2 (en) * | 2019-12-17 | 2021-07-13 | Ford Global Technologies, Llc | Differential with passive thermal-management system |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH07332085A (ja) * | 1994-06-07 | 1995-12-19 | Nippon Thermostat Kk | サーモスタット |
JP2002340219A (ja) | 2001-05-16 | 2002-11-27 | Aisin Seiki Co Ltd | 電磁弁 |
JP2003328753A (ja) | 2002-05-10 | 2003-11-19 | Nippon Thermostat Co Ltd | 電子制御サーモスタット |
JP2006528311A (ja) * | 2003-09-23 | 2006-12-14 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 騒音を減衰する減衰円板を有する電磁弁 |
JP2009085130A (ja) * | 2007-10-01 | 2009-04-23 | Fuji Heavy Ind Ltd | 車両用エンジンの冷却装置 |
JP2011111962A (ja) * | 2009-11-26 | 2011-06-09 | Aisin Seiki Co Ltd | 内燃機関冷却システム |
WO2011132530A2 (en) * | 2010-04-19 | 2011-10-27 | Aisin Seiki Kabushiki Kaisha | Vehicle coolant control valve |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3020759A1 (de) * | 1980-05-31 | 1981-12-10 | Süddeutsche Kühlerfabrik Julius Fr. Behr GmbH & Co KG, 7000 Stuttgart | Verfahren zur regelung der temperatur eines raumes und vorrichtung zur durchfuehrung des verfahrens |
DE10354230A1 (de) * | 2003-11-20 | 2005-06-23 | Robert Bosch Gmbh | Elektrisch ansteuerbares Mehrwegeventil |
DE102006033315A1 (de) * | 2006-07-17 | 2008-01-24 | Behr Gmbh & Co. Kg | Ventil zur Steuerung eines Kühlmittelstroms für einen Heizkörper eines Kraftfahrzeuges, System mit zumindest einem Ventil |
JP4930428B2 (ja) * | 2008-03-28 | 2012-05-16 | アイシン・エィ・ダブリュ株式会社 | ブリード型電磁弁 |
DE102008056247B4 (de) | 2008-11-06 | 2010-09-09 | Itw Automotive Products Gmbh | Thermostatventilanordnung und Kühlsystem für ein Kraftfahrzeug |
DE102009007695A1 (de) | 2009-02-05 | 2010-08-12 | Mahle International Gmbh | Kühlsystem in einem Kraftfahrzeug |
JP5626606B2 (ja) * | 2010-11-12 | 2014-11-19 | アイシン精機株式会社 | 制御弁 |
JP5257712B2 (ja) * | 2011-02-10 | 2013-08-07 | アイシン精機株式会社 | エンジン冷却装置 |
JP6086201B2 (ja) * | 2012-11-20 | 2017-03-01 | アイシン精機株式会社 | 流体制御弁 |
-
2011
- 2011-12-19 JP JP2011277333A patent/JP5578373B2/ja active Active
-
2012
- 2012-10-24 CN CN201280040508.3A patent/CN103748333B/zh active Active
- 2012-10-24 WO PCT/JP2012/077488 patent/WO2013065549A1/ja active Application Filing
- 2012-10-24 BR BR112014003381-1A patent/BR112014003381B1/pt active IP Right Grant
- 2012-10-24 EP EP12845279.4A patent/EP2775116B1/en active Active
- 2012-10-24 US US14/238,101 patent/US9163553B2/en active Active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH07332085A (ja) * | 1994-06-07 | 1995-12-19 | Nippon Thermostat Kk | サーモスタット |
JP2002340219A (ja) | 2001-05-16 | 2002-11-27 | Aisin Seiki Co Ltd | 電磁弁 |
JP2003328753A (ja) | 2002-05-10 | 2003-11-19 | Nippon Thermostat Co Ltd | 電子制御サーモスタット |
JP2006528311A (ja) * | 2003-09-23 | 2006-12-14 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 騒音を減衰する減衰円板を有する電磁弁 |
JP2009085130A (ja) * | 2007-10-01 | 2009-04-23 | Fuji Heavy Ind Ltd | 車両用エンジンの冷却装置 |
JP2011111962A (ja) * | 2009-11-26 | 2011-06-09 | Aisin Seiki Co Ltd | 内燃機関冷却システム |
WO2011132530A2 (en) * | 2010-04-19 | 2011-10-27 | Aisin Seiki Kabushiki Kaisha | Vehicle coolant control valve |
Non-Patent Citations (1)
Title |
---|
See also references of EP2775116A4 * |
Also Published As
Publication number | Publication date |
---|---|
BR112014003381A2 (pt) | 2017-03-01 |
JP5578373B2 (ja) | 2014-08-27 |
BR112014003381B1 (pt) | 2021-07-20 |
EP2775116A4 (en) | 2014-09-10 |
CN103748333B (zh) | 2016-05-25 |
US9163553B2 (en) | 2015-10-20 |
US20140224891A1 (en) | 2014-08-14 |
JP2013117297A (ja) | 2013-06-13 |
EP2775116A1 (en) | 2014-09-10 |
CN103748333A (zh) | 2014-04-23 |
EP2775116B1 (en) | 2016-01-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5578373B2 (ja) | 車両用冷却液制御弁 | |
JP2013117297A5 (ja) | ||
JP5257713B2 (ja) | 車両用冷却装置 | |
JP5626606B2 (ja) | 制御弁 | |
JP5299728B2 (ja) | 車両用冷却液制御弁 | |
JP5811797B2 (ja) | エンジン冷却システム | |
WO2012060188A1 (ja) | 流体制御弁 | |
WO2016047304A1 (ja) | 流体制御装置 | |
EP2674588B1 (en) | Engine cooling apparatus | |
JP5970779B2 (ja) | 車両用冷却液制御バルブ | |
JP6972776B2 (ja) | 流体制御弁 | |
JP6442880B2 (ja) | 制御弁 | |
JP5574180B2 (ja) | 流体制御弁 | |
JP5614585B2 (ja) | 流体制御弁 | |
JP5618141B2 (ja) | 流体制御弁 | |
JP2018031282A (ja) | 内燃機関の冷却装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12845279 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14238101 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012845279 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112014003381 Country of ref document: BR |
|
ENP | Entry into the national phase |
Ref document number: 112014003381 Country of ref document: BR Kind code of ref document: A2 Effective date: 20140213 |