EP3150822A1 - Dispositif de commande de refroidissement - Google Patents

Dispositif de commande de refroidissement Download PDF

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Publication number
EP3150822A1
EP3150822A1 EP16190424.8A EP16190424A EP3150822A1 EP 3150822 A1 EP3150822 A1 EP 3150822A1 EP 16190424 A EP16190424 A EP 16190424A EP 3150822 A1 EP3150822 A1 EP 3150822A1
Authority
EP
European Patent Office
Prior art keywords
valve
flow rate
opening degree
engine
cooling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16190424.8A
Other languages
German (de)
English (en)
Inventor
Kazuyoshi SHIMATANI
Masahiro Yoshida
Hirotaka Watanabe
Tatsuya Masuhisa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Publication of EP3150822A1 publication Critical patent/EP3150822A1/fr
Withdrawn legal-status Critical Current

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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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • 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
    • 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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • 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
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • 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
    • F01P2025/08—Temperature
    • 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
    • F01P2025/08—Temperature
    • F01P2025/30—Engine incoming fluid temperature
    • 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
    • F01P2025/60—Operating parameters
    • F01P2025/64—Number of revolutions

Definitions

  • This disclosure relates to a cooling control device, more specifically, to a technology which manages the temperature of an engine using a cooling liquid.
  • JP 2014-156828A discloses a cooling device of an engine in which a cooling flow path which circulates cooling water between the engine and a radiator is formed, and which interposes a flow rate control valve and a cooling liquid pump in the cooling flow path.
  • a control aspect in which an electronic control unit (ECU) sets a target water temperature based on operating conditions or driving conditions of the engine, changes an opening degree of the flow rate control valve after comparing the target water temperature with an actual water temperature, and sets an amount of cooling water which flows to a radiator, is illustrated.
  • ECU electronice control unit
  • an operation amount of feedback control of the flow rate control valve is corrected. Specifically, the operation amount is calculated based on the feedback control in an operation amount calculation portion, it is determined whether the flow rate control valve is in a normal state where an amount of change is small or in an excessive state where the amount of change is large in a state determination portion, and a control amount is corrected when it is determined that the flow rate control valve is in a normal state.
  • an operation amount of a flow rate adjusting unit is corrected based on a deviation between a target water temperature and an actual water temperature and a rate of change of the actual water temperature. For example, since there is a possibility of overshooting the target temperature in a case where the deviation is small and the change speed is high, the operation amount may be decreased.
  • the rotational speed of the cooling liquid pump is set in accordance with the rotational speed of the engine. Therefore, the rotational speed of the cooling liquid pump increases as the rotational speed of the engine increases, the flow rate of the cooling flow path increases, and fluid pressure increases.
  • the flow rate control valve receives a high fluid pressure, there is a case where a valve body is pressed to a valve main body and opening and closing becomes difficult.
  • the control responsiveness of the flow rate control valve becomes excellent when the fluid pressure is high, but when the fluid pressure is low, the opening degree of the flow rate control valve substantially varies vertically from the target opening degree, and hunting is caused. Meanwhile, when the control gain decreases, it is possible to avoid hunting of the flow rate control valve when the fluid pressure is low, but the response of the flow rate control valve becomes slow when the fluid pressure is high. In this manner, in the cooling device of the engine, there is a case where the control responsiveness of the flow rate control valve deteriorates as the fluid pressure of the cooling flow path varies.
  • a feature of a cooling control device resides in that the cooling control device includes: a cooling liquid pump whose rotational speed is set in accordance with a rotational speed of an engine; a cooling flow path and a heat exchanger which cool cooling liquid discharged from the engine; a flow rate control valve which is provided in the cooling flow path, changes an opening degree by driving a motor, and adjusts a flow rate of the cooling liquid; and a control portion which feedback-controls the opening degree of the flow rate control valve based on a difference between a temperature of the cooling liquid and a target temperature of the cooling liquid, and corrects a gain of the feedback control in accordance with the rotational speed of the engine.
  • the cooling liquid pump whose rotational speed is set in accordance with the rotational speed of the engine, is provided. Therefore, the rotational speed of the cooling liquid pump increases as the rotational speed of the engine increases. According to a change in the rotational speed of the cooling liquid pump, the fluid pressure of the cooling flow path increases and decreases. When the fluid pressure of the cooling flow path increases, there is a case where a valve body of the flow rate control valve is held by the fluid pressure and the opening and closing becomes difficult.
  • the gain of the feedback control is corrected in accordance with the rotational speed of the engine.
  • the correction of lowering the gain of the feedback control is performed, and when the rotational speed of the engine is high and the fluid pressure is high, the correction of increasing the gain of the feedback control is performed. Accordingly, it is possible to suppress hunting or delay of responsiveness in the flow rate control valve. As a result, it is possible to stably perform temperature control of the cooling liquid, and to maintain the temperature of the engine to be within an appropriate range.
  • the fluid pressure acts as a propulsive force with respect to the opening and closing operation without becoming a resistance force.
  • the correction may be performed for decreasing the gain as the rotational speed of the engine increases.
  • Another feature of the cooling control device resides in that the gain becomes different in accordance with an opening operation or a closing operation of the flow rate control valve.
  • the acting fluid pressure also becomes different according to the operation direction of the opening operation or the closing operation.
  • the opening operation is performed with respect to the flow rate control valve
  • a flow rate of a communication portion which is an open region of the flow rate control valve increases, and the fluid pressure of an inflow portion which is on an upstream side of the valve body deteriorates. Therefore, the resistance force when the opening operation is performed decreases.
  • the closing operation is performed, the flow rate of the communication portion decreases, and the fluid pressure of the inflow portion increases. Therefore, the resistance force when the closing operation is performed increases.
  • the gain becomes different in accordance with the opening operation or the closing operation of the flow rate control valve.
  • the correction is performed so that the gain when the closing operation is performed becomes greater than the gain when the opening operation is performed. Accordingly, it is possible to appropriately set the gain of the feedback control when the opening operation and the closing operation are performed with respect to the flow rate control valve, and to suppress variation of the control responsiveness of the flow rate control valve.
  • Another feature of the cooling control device resides in that the gain becomes different in accordance with the opening degree of the flow rate control valve.
  • the acting fluid pressure also becomes different according to the opening degree.
  • the fluid pressure of the inflow portion of the flow rate control valve increases.
  • the frictional force with respect to the valve main body becomes the resistance force when the opening operation or the closing operation is performed with respect to the valve body.
  • the flow rate control valve has a high opening degree, compared to the lower opening degree, the fluid pressure of the inflow portion is lower. Therefore, in the flow rate control valve having a high opening degree, the resistance force generated based on the fluid pressure of the inflow portion is smaller than that in the flow rate control valve having a low opening degree.
  • the gain becomes different in accordance with the opening degree of the flow rate control valve. Similar to the above-described case, in a case where the resistance force decreases as the opening degree of the flow rate control valve increases, the correction is performed so that the gain decreases as the opening degree of the flow rate control valve increases. Accordingly, it is possible to appropriately set the gain of the feedback control of the flow rate control valve even in different opening degrees, and to suppress variation of the control responsiveness of the flow rate control valve.
  • cooling liquid pump is a mechanical pump which is driven by the engine.
  • a cooling control device which is provided with a water pump WP (an example of a cooling liquid pump) which sends cooling water (an example of cooling liquid) of an engine E that serves as an internal combustion engine; a plurality of flow paths F which are formed to be aligned; heat exchangers which are provided in each of the plurality of flow paths F; a cooling circuit which controls a flow of the cooling water (an example of the cooling liquid) and is configured of a flow rate control valve V; and a control unit (an example of a control portion) 10 which sets an opening degree of the flow rate control valve V.
  • WP an example of a cooling liquid pump
  • a water temperature of the cooling water is detected by a water temperature sensor S (an example of a liquid temperature sensor), the control unit 10 controls the flow rate control valve V based on the detection result, and thus, the heat exchange is managed by the heat exchanger.
  • an EGR cooler 1, an oil cooler 2, and a radiator 3 which will be described later are provided in the corresponding flow path F.
  • the water pump WP is disposed in a return flow path FR (a part of the flow path F) between the flow rate control valve V and the engine E.
  • the cooling control device is configured to manage the temperature of the engine E (internal combustion engine) of a vehicle, such as a passenger car.
  • the engine E has a water jacket which is formed in a region across a cylinder head from a cylinder block.
  • the cooling control device sends out the cooling water of the water jacket to the flow path F, and allows the cooling water to return to the water jacket by the water pump WP after supplying the cooling water to the heat exchanger and performing the heat exchange.
  • the engine E transmits a driving power from a crank shaft which serves as an output shaft to a transmission.
  • the engine E can be used generally in the internal combustion engine not being limited to a reciprocating engine.
  • the engine E may transmit the driving power to an electric motor similar to a hybrid type vehicle.
  • the water temperature sensor S is provided in the engine E, and the plurality of flow paths F through which the cooling water discharged from the engine E is sent and which branches from a main flow path FM, are formed.
  • the plurality of flow paths F an example of a cooling flow path
  • the EGR cooler 1 is provided in the first flow path F1
  • the oil cooler 2 is provided in the second flow path F2
  • the radiator 3 is provided in the third flow path F3.
  • EGR exhaust gas recirculation
  • the oil cooler 2 has a configuration in which lubricating oil stored in an oil pan 5 of the engine E is supplied by an oil pump 6, and performs the heat exchange between the lubricating oil and the cooling water.
  • the lubricating oil to which the heat exchange is performed by the oil cooler 2 is supplied to a hydraulic operating device, such as a valve opening and closing timing control device, or to a lubricating part of each portion of the engine.
  • the oil pump 6 is a variable hydraulic mechanical oil pump which can control a liquid pressure level by 2 steps or more, and is driven by the engine E.
  • the radiator 3 has a function of managing the temperature of the engine E by releasing the heat of the cooling water, and cooling wind is supplied by a radiator fan 7.
  • the radiator fan 7 is driven by a fan motor 7M configured of an electric motor.
  • the flow rate control valve V is configured to be a rotary operating type in which a valve body is freely rotatably accommodated on the inside of a valve case.
  • a valve motor VM an example of a motor
  • a valve sensor VS an example of an opening degree sensor
  • the flow rate control valve V may also use a sliding operation type in which the valve body that performs a sliding operation is accommodated on the inside of the valve case.
  • the flow rate control valve V includes a first valve portion V1 which opens and closes the first flow path F1, a second valve portion V2 which opens and closes the second flow path F2, and a third valve portion V3 which opens and closes the third flow path F3.
  • the opening degree in the first valve portion V1, the second valve portion V2, and the third valve portion V3 with respect to an operation amount of the valve body by the flow rate control valve V having this configuration, is illustrated in Fig. 2 .
  • the first valve portion V1, the second valve portion V2, and the third valve portion V3 are generally referred to as a valve portion.
  • a longitudinal axis illustrates the opening degree of the first valve portion V1, the second valve portion V2, and the third valve portion V3 (the opening degree is illustrated by a percentage), and a horizontal axis illustrates the operation amount (rotation amount) of the valve body.
  • a second supply mode M2 in which the opening degree of the second valve portion V2 can be adjusted is achieved.
  • a third supply mode M3 in which the opening degree of the third valve portion V3 can be adjusted, is achieved.
  • the supply of the cooling water is not performed in the second valve portion V2 before the opening degree of the first valve portion V1 reaches the fully opened state. Similar to this, the supply of the cooling water is not performed in the third valve portion V3 before the opening degree of the second valve portion V2 reaches the fully opened state.
  • the flow rate control valve V may be provided with four or more valve portions, or may perform the opening operation at the same time in association with the opening degrees of the plurality of valve portions.
  • the control unit 10 illustrated in Fig. 3 manages the entire engine, controls a water amount of the cooling water which flows to the flow path F by the flow rate control valve V when operating the engine E, and manages an amount of heat exchanged by the heat exchanger.
  • the temperature of the engine E it is possible to appropriately set the flow rate of the cooling water supplied to the radiator 3 by the control of the flow rate control valve V.
  • a target flow rate is set based on a difference between the temperature of the cooling water detected by the water temperature sensor S and the target temperature, and a target valve opening degree of the flow rate control valve V is set in accordance with the rotational speed (the rotational speed per unit time) of the engine E to obtain the target flow rate.
  • signals from the water temperature sensor S liquid temperature sensor
  • a revolution number sensor 21 and the valve sensor VS (opening degree sensor) are input to the control unit 10.
  • the control unit 10 outputs a control signal to the valve motor VM which controls the opening degree of the flow rate control valve V.
  • the water temperature sensor S is provided in the engine E so as to detect the water temperature of the cooling water, and is configured of a thermistor or the like.
  • the revolution number sensor 21 is configured of a non-contact type sensor which measures the rotational speed of the crank shaft of the engine E, and can detect the rotational speed (the rotational speed per unit time) of the crank shaft from the detection of the revolution number sensor 21.
  • the valve sensor VS is configured of a hall IC or a potentiometer, and detects the rotation angle of the valve body of the flow rate control valve V. By the detection, it is possible to detect the opening degree of the valve portion of each supply mode in the flow rate control valve V.
  • the control unit 10 is provided with a central processing unit (CPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), or the like.
  • CPU central processing unit
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • a load correction gain 11 an opening and closing direction correction item 12
  • a valve opening degree correction item 13 which are calculated by software, are used.
  • a supply mode is selected from any of the first supply mode M1, the second supply mode M2, and the third supply mode M3 based on the detection result of the water temperature sensor S.
  • the opening degree of the first valve portion V1 and the second valve portion V2 is set based on the detection result of the water temperature sensor S, and the management of the water amount of the cooling water which is supplied to the EGR cooler 1 and the oil cooler 2 is controlled.
  • the target flow rate of the cooling water which is supplied to the radiator 3 by the third flow path F3 is set, the target opening degree of the flow rate control valve V is set based on the rotational speed of the engine E, and the driving of the valve motor VM is controlled to obtain the target opening degree. Furthermore, in the third supply mode M3, the travelling is performed at a low speed, and by the driving of the fan motor 7M when the water temperature is high, the radiator fan 7 is driven, and the cooling wind is supplied to the radiator 3. However, the fan motor 7M is not driven when travelling is performed at a high speed.
  • a control state in the third supply mode M3 will be described hereinafter.
  • the opening degree of the third valve portion V3 (flow rate control valve V) changes, the flow rate of the third flow path F3 is controlled, and the temperature of the engine E is controlled.
  • the control signal is output to the valve motor VM from the control unit 10.
  • the control unit 10 has a PWM circuit which performs PWM control, changes a duty ratio of a pulse width based on a corrected control gain, and controls the valve motor VM. Accordingly, it is possible to easily and rapidly operate the third valve portion V3.
  • the target opening degree of the third valve portion V3 is calculated based on the target flow rate of the third flow path F3.
  • the control gain when feedback-controlling the opening degree of the third valve portion V3 is calculated based on a difference between the target opening degree and the actual opening degree.
  • the load correction gain 11 is calculated in the feedback control of the third valve portion V3. Furthermore, the load correction gain 11 is corrected based on the opening and closing direction correction item 12 and the valve opening degree correction item 13.
  • the opening and closing direction correction item 12 is a parameter which corrects the control gain in accordance with the opening operation or the closing operation of the third valve portion V3.
  • the valve opening degree correction item 13 is a parameter which corrects the control gain in accordance with the opening degree of the third valve portion V3. The control amount and the load correction gain are multiplied based on the actual valve opening degree and the target valve opening degree, the final control gain is obtained, and the control signal is output to the valve motor VM based on the control gain.
  • the control unit 10 may be a control aspect which is different from the configuration illustrated in Fig. 3 .
  • the load correction gain 11 calculated in accordance with the rotational speed of the engine is multiplied by the control gain based on the actual valve opening degree and the target valve opening degree, and the control gain corrected based on the rotational speed of the engine is obtained. After this, by adding the opening and closing direction correction item 12 and the valve opening degree correction item 13 to the control gain, the final control gain is obtained.
  • a relationship between the rotational speed of the engine and the fluid pressure (water pressure), and responsiveness of each gain of the feedback control of the opening degree of the third valve portion V3, is illustrated.
  • the rotational speed of the water pump WP is set in accordance with the rotational speed of the engine E. Therefore, when the rotational speed of the engine E is low, the rotational speed of the water pump WP also decreases, and the fluid pressure received by the third valve portion V3 is in a low state. Meanwhile, since the rotational speed of the water pump WP also increases when the rotational speed of the engine E increases, the fluid pressure received by the third valve portion V3 also increases.
  • the gain of the feedback control is corrected by the load correction gain 11 which is calculated in accordance with the rotational speed of the engine.
  • the negative load correction gain 11 which is appropriate for low fluid pressure is set when the rotational speed of the engine is low
  • the load correction gain 11 which is appropriate for high fluid pressure is set when the rotational speed of the engine is high. Accordingly, it is possible to suppress the hunting or the delay of the responsiveness in the third valve portion V3. As a result, it is possible to stably perform the temperature control of the cooling liquid, and to maintain the temperature of the engine within an appropriate range.
  • the opening and closing direction correction item 12 is a parameter which corrects the control gain in accordance with the opening and closing direction of the third valve portion V3, that is, the opening operation or the closing operation.
  • an inflow portion 15 on an upstream side of a valve body 32, a communication portion 16 which is formed every time the valve body 32 is open, and an outflow portion 17 on a downstream side of the valve body 32 are provided.
  • a rotary valve in a case where the opening operation is performed with respect to the valve body 32 to achieve a state of Fig. 7 from a state of Fig.
  • the flow rate of the communication portion 16 increases, and the fluid pressure of the inflow portion 15 of the valve body 32 decreases.
  • an open end surface 32a is pressed to the opening operation side by the fluid pressure, the resistance force of the opening operation is reduced.
  • the valve opening degree correction item 13 is a parameter which corrects the control gain in accordance with the opening degree of the third valve portion V3.
  • a relationship between the opening degree of the third valve portion V3 and the fluid pressure will be described.
  • the fluid pressure of the inflow portion 15 increases. Therefore, in a case where the opening operation or the closing operation is performed with respect to the valve body 32 from a state of Fig. 6 in which the opening degree is low, the frictional force becomes the resistance force as the valve body 32 is pressed to a valve main body 33.
  • valve body 32 when the valve body 32 has a high opening degree, compared to a case of Fig. 6 where the opening degree is low, the fluid pressure of the inflow portion 15 is lower. Therefore, in a case where the valve body 32 has a high opening degree, compared to a case where the opening degree is lower, the resistance force which is generated based on the fluid pressure of the inflow portion 15 is small. In this manner, in a case where the resistance force decreases as the opening degree of the valve body 32 increases, a parameter in which the control gain decreases as the opening degree of the third valve portion V3 increases, is set as the valve opening degree correction item 13.
  • the cooling liquid flows in the orientation opposite to that of the first embodiment with respect to the third valve portion V3.
  • the arc-like valve body 32 is provided in the outflow portion 17, and the cooling water flows toward the outflow portion 17 from the inflow portion 15.
  • the fluid pressure of the inflow portion 15 presses an outer circumferential surface of the arc-like valve body 32, the size or the direction of the fluid pressure received by the valve body 32 becomes different from that of the first embodiment.
  • the fluid pressure of the inflow portion 15 acts on the valve body 32 to promote the opening operation. Therefore, in the embodiment, correction of the control gain which is different from that of the first embodiment is performed, for example, the control gain is further reduced when the opening operation of the third valve portion V3 is performed.
  • the gate type valve body 32 which is directly operated by the third valve portion V3 (flow rate control valve V), is provided.
  • the fluid pressure of the inflow portion 15 acts to hold the valve body 32, and the flow of the fluid of the communication portion 16 also acts on the open end surface 32a of the valve body 32.
  • the opening operation is performed with respect to the valve body 32 as illustrated in Fig. 10
  • the flow rate of the communication portion 16 increases, and the fluid pressure of the inflow portion 15 deteriorates. Therefore, when the opening operation is performed with respect to the third valve portion V3, the resistance force received by the valve body 32 tends to decrease.
  • the fluid pressure of the inflow portion 15 increases when the valve body 32 has a low opening degree. Therefore, in a case where the opening operation or the closing operation is performed with respect to the valve body 32 from a state of Fig. 9 where the opening degree is low, the frictional force becomes the resistance force as the valve body 32 is pressed to the valve main body 33. Meanwhile, as illustrated in Fig. 10 , when the valve body 32 has a high opening degree, compared to a case of Fig. 9 where the opening degree is low, the fluid pressure of the inflow portion 15 is lower. Therefore, in a case where the valve body 32 has a high opening degree, compared to a case where the opening degree is low, the resistance force which is generated based on the fluid pressure of the inflow portion 15, is smaller.
  • This disclosure can be used in a cooling control device which manages the temperature of the engine by circulating the cooling liquid.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Flow Control (AREA)
  • Taps Or Cocks (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
EP16190424.8A 2015-09-30 2016-09-23 Dispositif de commande de refroidissement Withdrawn EP3150822A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015194808A JP2017067016A (ja) 2015-09-30 2015-09-30 冷却制御装置

Publications (1)

Publication Number Publication Date
EP3150822A1 true EP3150822A1 (fr) 2017-04-05

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Application Number Title Priority Date Filing Date
EP16190424.8A Withdrawn EP3150822A1 (fr) 2015-09-30 2016-09-23 Dispositif de commande de refroidissement

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US (1) US20170089251A1 (fr)
EP (1) EP3150822A1 (fr)
JP (1) JP2017067016A (fr)
CN (1) CN106560599A (fr)

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KR20180019410A (ko) * 2016-08-16 2018-02-26 현대자동차주식회사 냉각수 제어밸브 유닛을 갖는 엔진시스템
JP6992479B2 (ja) * 2017-12-15 2022-01-13 トヨタ自動車株式会社 冷却装置の異常診断装置
CN111902634B (zh) * 2018-02-05 2022-06-14 富兰克林电气有限公司 泵-电机组件的故障保护
CN110939504B (zh) * 2018-09-21 2021-09-03 比亚迪股份有限公司 一种冷却单元控制方法、系统及车辆
JP7215379B2 (ja) * 2019-09-19 2023-01-31 トヨタ自動車株式会社 エンジン冷却装置
CN112648062B (zh) * 2019-10-10 2021-09-14 广州汽车集团股份有限公司 汽车用温控模块的自学习方法
CN114837792A (zh) 2021-03-10 2022-08-02 美普盛（上海）汽车零部件有限公司 一种带膨胀补偿密封件的电动冷却液泵

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