CA2246462C

CA2246462C - Cooling system for an automotive engine

Info

Publication number: CA2246462C
Application number: CA002246462A
Authority: CA
Inventors: Yoshikazu Kuze
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-04-03
Filing date: 1998-09-03
Publication date: 2004-05-11
Anticipated expiration: 2018-09-03
Also published as: CN1231381A; TW394817B; EP0947676A3; CA2246462A1; EP0947676B1; AU748592B2; AU8311698A; DE69830896T2; CN1103862C; DE69830896D1; EP0947676A2; KR100350718B1; KR19990081755A

Abstract

A cooling system has a radiator for cooling coolant of an automotive engine, cooling fan for cooling the coolant in the radiator, and a thermostat for controlling coolant temperature. The thermostat has a housing having a flange, an actuating rod secured to the housing at a first end thereof, a guide member slidably mounted on the actuating rod, a resilient seal spool provided around a second end portion of the actuating rod and secured to the guide member, a heat sensitive cylinder housing the seal spool and secured to the guide member, wax pellets provided in the heat sensitive cylinder to enclose the seal spool. The flange has a hole so as to pass a coolant, and the thickness of the resilient seal spool being set between 25% and 5% of the diameter of the actuating rod, thereby reducing a spring constant of a return spring of the thermostat. A
cooling fan switch is provided for starting the cooling fan at a low coolant temperature.

Description

COOLING SYSTEM FOR AN AUTOMOTIVE ENGINE
BACKGROUND OF THE INVENTION:
Field of the Invention:
The present invention relates to a cooling system for controlling temperature of a coolant of an automotive engine.
Referring to Fig. 6 showing a conventional cooling system for an automotive engine, the system has a thermostat 1 which is disposed in an inlet side passage of water jacket: 20.
The cooling system comprises a first coolant passage 24 disposed between an upper outlet 21 of the water jackets 20 and an upper inlet 23 of a radiator 22, and a second coolant passage 30 provided between a lower outlet 25 of them radiator 22 and a lower inlet 29 of the water jackets 20, including a thermostat cap 26, a thermostat hous_Lng 27 and a water pump 28. A bypass passage 31 is provided between a junction J of the first passage 24 and i:he thermostat housing 27 so as to communicate the first passage 24 with the second passage without pass-~ng the radiator 22. The thermostat 1 is hermetically secured to the housing 27 by the thermostat cap 26. The thermostat 1 has a main valve 12 for closing the second passage 30 and a bypass valve 15 for 25 closing a bypas:~ port 32 of the bypass passage 31.
In Fig. 6, the reference A' designates a measuring point for measuring the temperature of the coolant in the housing 27, and B' designates a measuring point provided in the second passage 30 adjacent to the thermostat cap 26 and upstream of the thermostat 1 for measuring the temperature of the coolant in the second passage 30. The reference C designates a measuring point for measuring the flow rate of the coolant in the second passage 30. The reference numeral 33 designates a cooling fan.
The thermostat 1 is operated by a thermo-actuator.
The thermo-actuator comprises an actuating steel rod and a resilient seal spool which is slidably engaged with the rod. The seal spool is inserted in a heat sensitive cylinder filled with wax pellets.
As shown in Fig. 7, a perforation 19a is formed in a flange 16 of the thermostat 1, and a jiggle valve mechanism 17 having a jiggle valve 18 is movably engaged in the perforation 19a.
During the operation of the engine, the jiggle valve 18 is closed by the pressure of the coolant in the second coolant passage 30 as shown in Fig. 7. When the engine stops, the jiggle valve opens. Thus, the coolant can be supplemented in the direction of the arrow.
During the gold engine state, the main valve 12 of the thermostat 1 is closed as shown in Fig. 6, and the jiggle valve 18 is also closed by the coolant pressure, while the bypass valve 15 integrated with the main valve 12 is fully opened: Thus, the coolant drawn from the outlet 21 of the water jackets 20 does not pass through the radiator 22. The coolant is circulated by the water pump 28 through the junction J of the first passage 24, bypass passage ~~1, housing 27, and inlet 29 of the water jackets 20 as indicated by arrows. Thus, the temperature of the coolant in the housing 27 quickly rises.
However, since the coolant in the radiator 22 and the thermostat cap 26 is not circulated, the temperature rising rate of the coolant temperature B therein is slow. Therefore, as shown in a record of Fig. 8, after even i.f the temperature A at the point A' becomes 87°C which is an opening temperature of the main valve 12, the temperature B at the point B' is merely 45°C.
There is a difference of 42°C between the temperatures A
and B.
When the main valve 12 of the thermostat 1 opens, the coolant of a low temperature is drawn from the lower outlet 25 of the radiator 22 and fed to the thermostat housing 27 through the second passage 30. Consequently, the temperature B of the coolant at the point B' is further lowered by 13°C. As a result, the difference between the temperature B of the coolant in the passage and the temperature A of the coolant in the housing 27 increases to 55°C. The area cf the part shown by the 25 hatching indicate=s energy loss in the period. It will be understood th~3t the time of the abscissa indicates the elapse from the time at 60°C of the temperature A.
Since the h~=at sensitivity of the thermostat 1 is low, the response of the thermostat delays with respect to the change oj_ the coolant temperature. Therefore, the main valve 7_2 opens after the temperature has become considerably higher than the predetermined opening temperature 87°C:. When the main valve 12 opens, the temperature of t:he coolant is lowered. The main valve 12 closes after the coolant temperature has considerably decreased lower than a predetermined closing temperature. Tr.en, the coolant temperature rises.
Namely, there is a large heat overshoot in control of the coolant temperature, so that the main valve is repeatedly opened and closed. When the main valve 12 closes, a surge pressure occurs at the upstream of the main valve.
The heat overshoot causes cracks of the cylinder block and cylinder head of the engine, and the surge pressure causes breakdown of the thermostat 1 and the radiator 22.
Since, mentioned in above, the jiggle valve mechanism is sources of energy lass and engine troubles, the jiggle valve mechanism is removed from the present thermostat. And a small hole is formed in the flange of the thermostat. Therefore, pressures applied to the outer side and inner side of the main valve become equal to each other. 'rhe spring constant of the return spring is reduced. As ,s result, the lift up rate is increased in a low temper ature range. Furthermore, the thickness of the seal spool is extremely thin (thickness of between 25 % anc~ 5 0 of the diameter of the actuating rod), so that the pressure of the wax for the lift up of the valve is reduced.
Fig. 1 is ~~ diagram showing the lift with respect to the coolant temperature. A line X is the lift of the valve of the present invention and the line Y is the lift of the conventional valve. The range of the steep curve line :is the solid wax state.
The main valve of the conventional valve Y opens at 72°C, the l:i_ft at the end temperature 87°C of the solid wax state is merely 9.6 mm. Thereafter, the lift up rate reduces because of the liqu~_d wax state, and when the lift becomes 12 mm, the coolant temperature reaches such a high temperature as 123°C.
The main valve of the present invention also opens at 72°C, the lift becomes 6 mm by a small temperature increase of 9°C. When the lift reaches 12 mm, the coolant temperature is 85°C as shown by the line X, which is only increase of 4°C. The coolant temperature of 85°C is within the range of the solid wax state.
When the automobile mounting the thermostat of the present invention is driven at 80 Km/h, the coolant temperature increases to 77.5°C. However, when the speed reaches to 150 Km/h, the coolant temperature decreases to 70..'~°C, because the radiator is cooled by a strong wind. ThE~refore, the cooling system using the thermostat of the' present invention is provided such that the cooling fan switch is closed to start the cooling fan at an upper limit temperature of 81°C.
The line Z'-Z of Fig. 1 shows the upper limit of 81°C. The hatched area shows the difference between the flow rate of the' coolant passing the main valve of the present invention and the flow rate in the conventional valve. The lift: of the line X at 81°C is 6 mm and the lift of the line Y is 3 mm. Therefore, the flow rate of X is two times a.s much as the flow rate of Y.
The flow rate at the lift of 6 mm of X which is in the solid wax state corresponds t=o the flow rate at the lift of 12 mm of Y which is included i.n the liquid wax state. Thus, the thermostat of t:he present invention uses only 50 0 of the own power at the lift of 12 mm.
Therefore, even if an automobile mounting the thermostat of the present invention is driven at 150 Km/h, there remains the power of 50 $.
However, the conventional thermostat of the line Y
enters the liquid wax state range after 86°C (lift 9.3 mm), where the lift increasing rate largely decreases.
The coolant temperature of 37°C (123°C - 86°C) is consumed in vain in the period from the lift 9.3 to 12 mm. The thermostat of the present invention demonstrates a double power with half of source, remaining power of 50 0.
The coolant flowing through a small hole on the flange needs not worry about taking a ~_onger warm up period for a idling because the cold start fuel injector is provided in the throttle body controlled by a _ 6 _ computer compensate a time loss for idling.
In the coo7.ing system, the fan switch of the present invention is linked to the thermostat, when the coolant temperature reaches 81°C, the cooling fan operates. Since: the flow rate of the coolant at 81°C is the double of tr:at of the conventional thermostat, the coolant temperature quickly decreases. Therefore, the coolant temperature is kept 81°Cy The upper limit for the cooling fan is not limited to 81°C. It. is desirable to set the temperature to an effective value as low as possib~.e dependent on tests.
The high coolant temperature of the conventional thermostat causes various problems such as an increase of fuel consumption and aggravation of the emission.
SUMMARY OF THE INVENTION
An object of the present invention is to provide a cooling system halving a wax type thermostat a main valve of which has double flow rate of the conventional thermostat, thereby increasing the thermal efficiency of the automotive engine.
In addition, a cooling fan switch is provided to be closed at a coolant temperature below 81°C for starting a cooling fan, thereby largely lowering an upper limit temperature of the coolant to an extremely low temperature.
According to the present invention, there is provided a cooling system for an automotive engine comprising, a radiator for cooling a coolant of the engine, a caoli:~g fan for cooling the coolant in the radiator, a thermostat having a housing having a flange for attaching thereof to a conduit member, an actuating rod secured to the housing at a first end thereof, a guide member slidably mounted on the actuating rod, a resilient seal :pool provided around a second end portion of the actuating rod and hermetically secured to the guide member, a heat sensitive cylinder housing the seal spool and :secured to the guide member, wax pellets provided in the heat sensitive cylinder to enclose the seal spool, a lubricant oil provided in a space between the seal spool and the actuating rod, a main valve provided on the guide member, anti a return spring for urging the main valve to a valve seat formed on the flange, the _i_mprovement comprising, the flange having at least one hole so as to pass a cc>olant, resulting the spring constant of return spring is reduced and thickness of the resilient seal spool set between 25%
and 50 of the diameter of the actuating rod, and a cooling fan switch for starting the cooling fan at a coolant temperatures below 81°C.
These and other objects and features of the present invention will become more apparent from the following detailed description with reference to the accompanying drawings.

_ g _ Fig. 1 is ~~ graph showing changes of a lift of a valve in a therrnostat of the present invention and a lift of a conventional valve with respect to temperature;
Figs. 2 anti 3 are sectional side views of the thermostat of tree present invention;
Fig. 4 is ~~ side view of the thermostat of the present invention;
Fig. 5 shows a sectional view showing a test machine for a v~~lve lift;
Fig. 6 is a schematic diagram of a conventional cooling system for an automotive engine;
Fig. 7 is a side view of a conventional thermostat;
Fig. 8 is a graph showing changes of temperature and flow rate of the coolant of the conventional system with respect to time;
Fig. 9a is a sectional view of a cooling fan switch;
Fig. 9b shows a side view showing the cooling fan switch of Fig. 9a at full-size;
Fig. 10 is a graph showing the change of the coolant temperature with respect to the elapsed time;
Fig. lla is a sectional view of an IC cooling fan switch;
Fig, llb is a side view of the switch at full size;
and Fig. 12 is ~~ schematic diagram showing a cooling system according to the present invention _ g _ DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Fig. 2 shows a main valve closing state, and Fig. 3 shows a main valve opening state. A thermostat la of the present invention has a houss_ng 10 forming a valve seat 9 (Fig. 3), a frame 11 secured to a flange 16 of the housing 10.
A thermo-actuator 2 comprises an actuating steel rod 3, a guide member 4 slidably mounted on the rod 3, and a resilient seal spool 5 which is hermetically secured to t:he guide member 4 and slidably engaged with the rod 3. The thickness of a bag portion of the seal spool 5 is between 25 o and 5 s of the diameter of the rod 3. A lubric,sting oil 6 fills the space between the seal spool 5 and the rod 3.
The seal spool 5 is inserted in a heat sensitive cylinder 8 filled with wax pellets 7. An end of the cylinder 8 is securely engaged with the guide member 4, thereby forming the thermo-actuator 2.
The rod 3 o:E the thermo-actuator is secured to the housing 10 at a 'top portion 14, and the main valve 12 is secured to the guide member 4. A return coil spring 13 disposed surrounding the cylinder 8 is provided between the main valve 1:? and the bottom of the frame 11. A
bypass valve 15 is slidably mounted on a shaft 14A
secured to the c~rlinder 8 and resiliently held on the shaft 14A by a spiral spring 14a. The flange 16 has a hole 19a (Fig. 4;1 for communicating the space (A' of Fig. 12) in the thermostat housing with the passage (B' of Fig. 12)in the thermostat cap. The diameter of the hole 19a is determined to a value so that the pressure of the coolant in the outer side passage of the main valve 12 (second passage 30 of Fig. 12) becomes equal to the pressure to the coolant in the inner side passage, namely in the housing 10.
As a result, the spring constant of the return spring 13 can be reduced to a ha1_f of that of the conventional. spring.
Fig. 2 shows the main valve in the close state.
When the temperature of the coolant rises in excess of a predetermined value of the thermostat, the wax 7 in the heat conductive cylinder 8 expands. This forces the seal spool 5 against the rod 3. Since the rod 3 is secured to the housing 10, the cylinder 8 is downwardly moved against th~=_ force of the spring 13, thereby opening the main valve 12, and closing the bypass port 32 with the bypa:~s valve 15 (Fig. 3).
When the coolant temperature decreases, the wax contracts. Thus, the coil spring 13 causes the main valve 12 to move to the closed position.
The operating range of the thermostat with respect to the temperature of the wax 7 is divided into a large lift up range of the main valve and a small lift up range. In the Dirge lift up range, the wax is in the solid state where the volume of the wax largely changes.
In the small Lift: up range, the wax is in the liquid state where the volume of the liquid wax changes at a small rate.
In order- to increase the thermal efficiency of the automotive engine, it is necessary to increase the valve lift up rate with respect to the coolant temperature, thereby reducing an upper limit of the coolant temperature.
In the thermostat of the present invention, the thickness of the seal spool is extremely thin (thickness of between 25 ~ and 5 ~ of the diameter of the rod 3), so that the pressure of the wax for the lift up of the valve is reduced. Furthermore, a small hole (19a) is formed in the flange of the thermostat, so that pressures applied to the outer side and inner side of the main valve become equal to each other. Therefore, the spring const~snt of the return spring is reduced. As a result, the lift up rate is increased in a low temperature ranges.
As set forth above, the main valve of the present invention opens ~st 72°C. When the lift reaches 12 mm, the coolant temperature is 85°C as shown by the line X
in Fig. 1.
The flow rate at the lift of 6 mm of X which is in the solid wax st~3te corresponds to the flow rate at the lift of 12 mm of Y which is included in the liquid wax state. Thus, thf~ thermostat of the present invention uses only 50 0 0:_ the own power at the lift of 12 mm.
Therefore, even if an automobile mounting the thermostat of the present __nvention is driven at 150 Km/h, there remains the power of 50 0.
Since the f=low rate of the coolant at 81°C is the double of that of the conventional thermostat, the coolant temperature quickly decreases. Therefore, the coolant temperature is kept 81°C»
Fig. 5 shows a test machine for measuring the lift of the main valve with respect to the pressure applied to the seal spool. In the machine, oil pressure is used instead of wax pressure.
A therma-actuator 36 is attached in the test machine, cutting the heat sensitive cylinder so as to observe a resilient seal spool 39. The space between the seal spocal 39 and a rod 40, z.s fitted with a lubricating oil 41. The seal spool 39 can be observed through openings 37 and a transparent plastic pipe 38.
The test machine has a slidable rod 34 downwardly urged by a spring 42. The top of the rod 34 contacts with a rod 43 of a dial indicator (not shown). The oil is supplied from an inlet 35.
Table 1 sho~~as actually measured values for the relation between oil pressure and the lift of the main valve by the test machine of Fig. 5.

Table 1 PRESSURE-LIFT

PRESSURE
THERMO-THERMO-THERMO-ACTUATOR
ACTUATOR
ACTUATOR

(A) (B) (C) L I FT L
I FT L
I FT

Kg/cm2 mm mm mm 50 0 0.4 0.4 60 0 1.5 2.6 70 0 2.8 5.0 80 0.6 6.2 7.g 90 1.6 9.5 10.0 100 2.5 10.0 110 5.5 120 8.0 130 9.5 140 10.0 SPRING CONSTANT
OF RETURN
SPRING:

0.55 Kg/mm In the Table l, a thermo-actuator (A) has rod 3 of 3.8 mm diameter and seal spool 5 of 1.7 mm thickness (45 ~ of the diameter), a thermo-actuator (B) has the rod of 4.5 mm diameter and the seal spoc>1 of 1.25 mm (25 0), and a thermo-actuator (C) has the rod of 4.5 mm diameter, and the seal spool of 0.225 mm (5 a). The spring constant of the return spring 13 is 0.55 Kg/mm.
If the thickness of the seal spool 5 is extremely thin as the thermo-actuator (C), the pressure of the lubricant oil 6 in the seal spool becomes equal to the pressure of the lubricant oil 41. Since the resilient seal spool is in a floating state held by inner and outer equal pre:~sures, the frictional resistance between the seal spool and the rod becomes zero. The rod 3 is relatively :LLfted up by the pressure of lubricant oil 41 applied to the lower end face of the rod.
Since the thermo-actuator (A) has a large thickness of 1.7 mm, the lift is 0.6 mm at the starting pressure of 80 Kg/cm'~. In order to lift i:he rod 10 mm against the spring load 15.1 Kg, the pressure of 140 Kg/cm2 is necessary, which is out of the question.
Although the starting pressure for the rod 3 is 50 Kg/cm2 for both the thermo-actuators (B) and (C) and the lift is the same 0.4 mm, the rod of (C) is lifted up 10 mm by the pressure of 90 Kg/cm2 because of extremely small thickness 0.225 mm. But for (B), the large pressure of 700 Kg/cm2 is necessary.
If the thickness of the seal spool 5 exceeds the thickness of (B), the starting pressure becomes larger than 50 Kg/cn~2. Therefore, the upper limit of the thickness is 25 0 of the diameter of the rod 3.
The thickness of the seal spool of the thermo-actuator (C) is sufficient. If the thickness becomes smaller, it is difficult to manufacture such a thin seal spool, and the manufacturing cost increases. Therefore, the lower limit ~~f the thickness is 5 0 of the diameter of the rod 3.

Table 2 shows actually measured values.
Table 2 PRESSURE-LIFT

PRESSURE THERMO-ACTiJATOR

(D) L I F'T

Kg/cm2 mm 30 0.3 40 4.0 50 9. 5 60 13.5 SPRING
CONSTANT
OF

RETURN
SPRING:

0.27 Kg/mm A thermo-actuator (D) has the same rod diameter and seal spool thickness as the thermo-actuator (C), but the spring constant is reduced from the conventional value of 0.55 Kg/mm to 0.27 Kg/mm which is a half of the conventional value.
The rod is -Lifted up 0.3 mm at the starting pressure 30 Kg/crn2, and 13.5 mm at the pressure 60 Kg/cm2. By redu<:ing the thickness of the resilient.seal spool to an extremely small value and reducing the spring constant t:o a half of conventional value, liquefaction of t=he wax is promoted, so that the amount of the liquefied wax rapidly increases, thereby rapidly lifting up the main valve by the preeminent synergistic effect of the small thickness of the seal spool and the small spring constant.
Since 'the thermostat of the present invention operates at 50 f~ercent of own fu:l1 power, it operates calmly and quickly, so that the engine operates at small vibration and the life of the engine is extended.
Table 3 shows results of endurance tests of four thermostats of the present inven~~ion, and Table 4 shows results of endurance test of four conventional thermostats.

Table 3 CYCLE VALVE OPEN LIFT mm DIFFERENCE
FROM

TEMP. INITIAL
STAGE

No. 340 SEC;.C AT 98C VALVE
LIFT

OPEN

TEMP.

1 0 87.2 10.74 10,000 86.8 10.78 -0.4 +0.04 20,000 86.3 10.77 -0.9 +0.03 30,000 85.8 10.76 -1.4 +0.02 40,OOC~ 86.9 10.77 -0.3 +0.03 2 C 86.5 11.01 10,000 86.0 11.02 -0.5 +0.01 20.000 85.8 11.00 -0.7 -0.01 30,000 86.0 11.02 -0.5 +0.01 40,000 86.6 11.00 +0.1 -0.01 3 0 87.4 10.57 10,000 87.2 10.63 -0.2 +0.06 20,000 87.2 10.70 -0.2 +0.13 30,000 86.6 10.66 -0.8 +0.09 40,000 86.5 10.64 -0.9 +0.07 4 0 86.6 11.09 10,000 85.6 11.12 -1.0 +0.03 20,000 85.6 11.16 -1.0 +0.07 30,000 85.8 11.14 -0.8 +0.05 40,000 86.4 11.16 -0.2 +0.07 Table 4 CYCLE VALVE OPEN LIFT mm DIFFERENCE
FROM

TEMP. INITIAL
STAGE

No. 340 SEC,'.C AT 98C VALVE LIFT

OPEN

TEMP.

_ ' 1 0 80.6 8.05 10,000 81.0 8.27 +0.4 +0.22 20,000 80.9 8.26 +0.3 +0.21 30,000 80.3 8.29 -0.3 +0.24 40,000 79.8 8.46 -0.8 +0.41 2 0 81.0 8.13 10,000 82.0 8.13 +1.0 0 20,000 80.6 8.45 -0.4 +0.32 30,000 80.4 8.16 -0.6 +0.03 40,000 80.6 8.45 -0.4 +0.32 3 0 82.7 7.75 10,000 82.5 7.85 -0.2 +0.10 20,000 82.1 7.78 -0.6 +0.03 30,000 82.7 7.45 0 -0.30 40,000 81.5 7.80 -1.2 +0.05 4 0 76.8 9.00 10,000 78.3 8.93 +1.5 -0.07 20,000 78.5 8.60 +1.7 -0.40 30,000 81.5 7.95 +4.7 -1.05 40,000 82.6 8.07 +5.8 -0.93 Each of the test was performed 40,000 times by alternating a first test and a second. In the first test, a coolant of below 40°C flows 120 sec., and in the second test, coolant of over 98°C" flows 220 sec.
The most important factor for the durability of the thermostat i.s the variation value of the lift. The variation of the present invention is much smaller than the conventional variation over one figure. The difference between the lift at the initial stage and that of the finial stage is almost zero.
By app.lyinq the following improvement to the thermostat of the present invention, it is possible to further increase the effect of the thermostat.
If the thickness of the resilient seal spool is reduced to an e~:tremely small va:Lue, the inner capacity of the heat sen~;itive cylinder increases, so that the wax pressure decreases. Consequently, it is possible to reduce the thickness of the cylinder, which causes the inner capac_i_t:y to be further increased. Therefore, the wax pressure can be reduced in the inverse proportion to the square of the diameter of the rod by increasing the diameter. Thus, it is possible t:o further reduce the upper limit temperature 81°C of the coolant temperature.
Furthermore, if a thermostat: having wax X line (Fig. 1) which is melted at 69°C is used, the upper limit temperature decreases to 7F°C.
In acct>rdance with the present invention, the cooling fan 33 is provided to be started at a coolant temperature of 81°C or less. To this end, a cooling fan switch is provided in the cooling system of the engine.
Fig. 9a is a sectional view of a cooling fan switch, and fig, 9b shows a side view showing the cooling fan swi.t~h of Fig. 9a at full-scale.
The cooling fan switch 44 is attached to a thermo-actuator 45 of a small size. The thermo-actuator 45 comprises a rod 46, a guide member 47 slidably mounted on the rod 46. A seal spool 48 is slidably engaged with the rod 46, and secured to the guide member 47. A
lubricant oil 4~3 fills in the space between the seal spool 48 and the' rod 46. These three parts are assembled and inserted in a heat sensitive cylinder 51 filled with wax pellets 50. An end of the cylinder 51 is securely and hermetically engaged with the guide member 47 and inserted in a body 52 and secured thereto, thereby forming the thermo-actuator 45.
A stopper ring 53 is engaged in an annular groove formed in the rod 46 at an upper portion thereof. A
push rod 55 i_s engaged with the ~~od 46 at a lower end portion thereof, and a return spring 54 is provided between a flange of the push rod 55 and an inside wall of the body 52, thereby abutting the underside of the flange against the stopper ring 53.
The push rod 55 is slidably engaged in a center hole of the body 52, and an upper portion of the push rod is projected from the body 52.
The cooling fan switch 44 comprises an insulation body 63 prodded with a plus terminal 62 securely mounted in a case 57. A U-shaped conductive plate 60 made of phosphor bronze, electrically connected to the plus terminal 62 and elastically held by a chin of a stopper 61. A fixed contact 59 is fixed to the conductive plate 60. A movable contact 58 is fixed to a snap disk 64 made of phosphor bronze so as to confront the fixed contact 59. The snap disk 64 is curved so as to snap act. A peripheral portion of the snap disk 64 is secured to the case 57 by a stop ring 65 and a spring 66. An upper portion of the case 57 is pressed against the insulation t~ody 63, thereby forming the snap action switch 44.
When the temperature of the coolant rises, the wax 50 in the heat sensitive cylinder 51 expands. This forces the seal spool 48 against the rod 46, so that the rod is upwardly moved. Thus, the push rod 55 is raised against the spring 54, and hence the top 56 of the push rod 55 pushes the movable contact 58 to contact with the fixed contact: 59, thereby closing the snap switch.
When the coolant temperature decreases, the wax 50 in the heat sensitive cylinder 51 contracts. Thus, the coil spring 54 causes the push rod 55 to downwardly move. Thus, the movable contact 58 is detached from the fixed contact 59 to open the switch.
The cooling fan switch 44 is attached to a wall of a coolant passage at a proper position by a screw thread 52a, so that the heat sensitive cylinder 51 is immersed in the coolant. Thus, the movable contact 58 is grounded. The plus terminal 62 is connected to a plus terminal of the drooling fan motor 76 (Fig. 12).
Therefore, when the coolant temperature reaches 75.5°C, the cooling fan :is started.
Fig. 10 is ~~ diagram showing the change of the coolant temperature with respect to the elapsed time.
When the coolant temperature A (at A' of Fig. 12) reaches 75.5°C, the cooling fan switch is closed so that the cooling fan is started. Therefore the coolant temperature reduces and rises, and hence, the temperature cyc_Lically changes at a constant amplitude between 75.5°C and a lower temperature as shown in the diagram. The tE:mperature does not exceed 75.5°C. The temperature B is held at about 75.5°C.
At the time when the cooling fan switch 44 is closed, the cooling fan continues to rotate by the inertia thereof. Therefore, the torque for starting the motor is very small, which results in reduction of vibration and noises.
Fig. lla is a sectional view of an IC cooling fan switch 67 with a thermo sensor 72, and Fig. llb is a side view of the switch at full-scale. 'the IC cooling fan switch 67 comprises a body 7~, case 69 and plus terminal 70 secured to the insulation body 71a. In the body 71, an IC thermo sensor 72 is provided. A plus terminal 73 of t:he sensor 72 is connected to the plus terminal 70, and a minus terminal 74 is connected to the case 69. Insulation resin such as epoxy resin is poured into the inside of the switch 67 from an opening 75 to solidify the inside parts. The cooling fan switch is also closed at 71.5°C for example.
Fig. 12 is a cooling system according to the present invention. The same parts as fig. 6 are identified as the. same reference numerals as those of Fig. 12.

A thermoste~t cap 26a is made into a structure so as to mount the IC cooling fan switch 67. The switch 67 is securely mounted on the cap 26a by screw thread 68, so that the sensing portion of the switch is located in the cap 26a. The plus terminal 70 is connected to a relay 75. A contact of a relay switch 77 is connected to a drive motor ?6 cf the cooling fan 33. Thus, when the coolant temperature reaches 75.5"C, the relay switch 77 is closed. Hence the cooling fare 33 is started, and the coolant temperature is held at 7'_x.5°C.
The parts enclosed by a dot-dash line of Fig. 12, such as the water pump 28, fan motor 76, cooling fan 33, thermostat 1 and radiator 22 are assembled into one-set.
The starting temperature of the cooling fan switch is set by such a manner that the starting temperature is lowered by 1°C step by step, confirming the operation of the cooling system and the engine, and is determined to a temperature in a preferable operating condition.
In accordance with the present invention, by the synergistic effect dependent on the very thin thickness of the seal spool, the small spring constant of the return spring, the thermostat linked to the fan switch, the upper limit of the coolant of the present invention is reduced to 81'C or lower from 123°C of the conventional thermostat, so that the fuel consumption of the engine is reduced, the life of the engine is extended, em_i.ssion of Nox and C02 is decreased, thereby contributing t=o the prevention of the global warming.

While the invention has been described in conjunction with preferred specific embodiment thereof, it will be understood that this description is intended to illustrate arid not limit the scope of the invention, which is defined by the following claims.

Claims

1. A cooling system for an automotive engine comprising:
a radiator for cooling a coolant of the engine;
a cooling fan for cooling the coolant in the radiator;
a thermostat having a housing having a flange for attaching thereof to a conduit member, an actuating rod secured to the housing at a first end thereof, a guide member slidably mounted on the actuating rod, a resilient seal spool provided around a second end portion of the actuating rod, a treat sensitive cylinder housing the seal spool, wax pellets provided in the heat sensitive cylinder to enclose the seal spool, a lubricant oil provided in a space between the seal spool and the actuating rod, a main valve provided on the guide member, and a return spring for urging the main valve to a valve seat formed on the flange, the improvement comprising;
the flange having at least one hole so as to pass the coolant, resulting the spring constant of return spring is reduced and thickness of the resilient seal spool set between 25% and 5% of the diameter of the actuating rod; and further a cooling fan switch linked to the thermostat for smarting the cooling fan at a coolant temperature below 81°C, thereby largely lowering an upper limit temperature of the coolant to an extremely low temperature.

2. The system according to claim 1 wherein the cooling fan switch comprises a fixed contact, a movable contact, and a thermo-actuator operated by the coolant temperature to close the switch.

3. The system according to claim 1 wherein the cooling fan switch is assembled into one-piece with the thermostat.

4. The system according to claim 1 wherein the cooling fan switch comprises an IC thermo sensor.