JP2007211715A - Valve mechanism and heat exchange system using the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve mechanism which shuts off a main flow passage while adjusting both flow rates of the main flow passage and a sub flow passage in accordance with a temperature of a fluid with a simple device structure using a temperature sensor part. <P>SOLUTION: The valve mechanism 11 is provided with the temperature sensor part 24 expanding and contracting in accordance with the temperature of the fluid, and a valve part 25 capable of shutting off the main flow passage 3 by being displaced interlockingly with expansion and contraction of the temperature sensor part 24. The sub flow passage 4 bypassing a shutting flow passage part of the main flow passage 3 shut off by closing operation of the valve part 25 is disposed in the main flow passage 3, and the temperature sensor part 24 and the valve part 25 are arranged in a branch part or a merging part of the sub flow passage 4 and the main flow passage 3 so that the fluid flows through the sub flow passage 4 in the state of flowing via the temperature sensor part 24 when the valve part 25 is closed. The valve part 25 is provided with a first valve part 32 capable of shutting off the main flow passage 3, and a second valve part 33 adjusting a flow rate of the sub flow passage 4 by being displaced interlockingly with expansion and contraction of the temperature sensor part 24 while the fluid flows through at least the sub flow passage 4 of the main flow passage 3 and the sub flow passage 4. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention is a temperature sensing part that expands and contracts according to the temperature of the fluid flowing through the main flow path, and is directly or indirectly connected to the temperature sensing part, in conjunction with the expansion and contraction of the temperature sensing part. The present invention relates to a valve mechanism including a valve portion capable of blocking the main flow path and a heat exchange system using the valve mechanism.

  In a heat exchange system for exchanging heat with exhaust heat from a heat source such as an internal combustion engine mounted on a vehicle, a heat exchanger for exchanging heat with engine coolant as a fluid from which exhaust heat has been recovered is used for air conditioning. Heating means, ATF (transmission lubricant) warmer, valve heating means for a throttle valve, oil cooler, EGR cooler, and the like. Among these, the valve heating means is, for example, when the throttle valve and the surrounding valve body are cold or when the temperature of the flowing air is low, the moisture adhering to the throttle valve (or the moisture in the flowing air). In order to prevent the throttle valve from freezing and sticking, the throttle valve and its surroundings are warmed.

  Adjustment of the supply amount of engine cooling water to each heat exchanger is performed by a valve mechanism provided in the middle of the flow path of the engine cooling water circulation system. For example, the valve mechanism described in Patent Document 1 is directly or indirectly connected to a thermo wax as a temperature sensing part that expands and contracts according to the temperature of engine coolant flowing through the flow path, and the thermo wax. The flow path can be blocked by being displaced in conjunction with the expansion and contraction of the thermo wax. However, once the flow path is interrupted, the engine cooling water existing around the temperature sensing part stays, so that the engine cooling water that is actually flowing does not flow around the temperature sensing part. Therefore, the valve mechanism described in Patent Document 1 cannot adjust the flow rate according to the temperature of the engine coolant that is actually flowing. Alternatively, if it is desired to adjust the flow rate according to the temperature of the engine cooling water that is actually flowing using the valve mechanism described in Patent Document 1, the engine cooling is configured so that the flow path is not completely closed. Regardless of the temperature of the water, it is necessary to always configure a certain amount of fluid to flow through the flow path. However, depending on the type of heat exchanger provided in the heat exchange system described above, when the fluid temperature is equal to or higher than the set temperature or lower than the set temperature, the flow path is completely shut off and the fluid is supplied to the heat exchanger. May be required to stop.

For example, when the engine has just started, the valve heating means described above has a small amount of engine cooling water as a fluid that has recovered the exhaust heat of the engine. It is necessary to make it flow. On the other hand, when the engine cooling water temperature rises after a lapse of time since the engine started, if the throttle valve or the like is heated too much, the density of the flowing air decreases and the air charging efficiency decreases. For this reason, it is preferable that engine cooling water is not supplied to the valve heating means. However, when the valve mechanism configured as described above is used, a constant amount of engine cooling water is always supplied to the valve heating means, and the throttle valve continues to be heated. For this reason, the density of air is reduced, and the charging efficiency when the engine requires high output is reduced.
As described above, there is a demand for a valve mechanism that can be used for a heat exchanger that completely shuts off the flow path and stops the supply of fluid when the temperature of the fluid becomes equal to or higher than the set temperature. Yes.

  Patent Document 2 describes a configuration in which a valve mechanism including the temperature sensing unit and the valve unit is provided at a branch point between a main channel and a sub channel in a heat exchange system. In this heat exchange system, a heat exchanger is provided in the main channel, and no heat exchanger is provided in the sub-channel. The fluid always flows through the main channel, and when the temperature of the fluid increases, the sub-channel is closed. In other words, the flow rate of the fluid supplied to the heat exchanger is not adjusted and blocked according to the temperature of the fluid supplied to the heat exchanger. However, if the heat exchanger is moved to the sub-flow channel, when the temperature of the fluid is equal to or higher than the set temperature or lower than the set temperature, the sub-flow channel can be completely shut off to stop the supply of fluid to the heat exchanger, and In the meantime, since the fluid flows through the main channel, the temperature of the fluid that will be supplied to the heat exchanger can be continuously monitored.

JP 2004-293369 A JP 2001-248906 A

In a heat exchange system for exchanging heat with exhaust heat from a heat source such as an engine mounted on a vehicle, a heating means for air conditioning, an ATF (transmission lubricant) warmer, a valve heating means for a throttle valve, an oil cooler, an EGR cooler A plurality of heat exchangers such as may be provided in parallel in a plurality of flow paths. And it is necessary to adjust suitably the flow volume of the fluid to each heat exchanger according to the temperature of fluid.
In the heat exchange system described in Patent Document 2, when a heat exchanger is provided in the sub-flow channel, the amount of fluid supplied to the heat exchanger is set according to the temperature of the fluid flowing through the main flow channel. Can be adjusted. However, heat exchangers are provided in both the main flow path and the sub flow path, and the amount of fluid supplied to both heat exchangers cannot be adjusted according to the temperature of the fluid flowing through the main flow path.

  In addition, the flow rate can be adjusted according to the temperature of the engine cooling water by using an electric valve mechanism such as an electromagnetic valve without using the temperature sensing part utilizing the above-described characteristics of the thermo wax. However, there is a problem in that the device configuration is complicated and large, and further power is required. In particular, since the engine room is small, the installation location of the electric valve mechanism is limited, and the engine cooling water piping must be changed.

  The present invention has been made in view of the above problems, and its purpose is to adjust the flow rates of both the main flow path and the sub flow path in accordance with the temperature of the fluid with a simple device configuration using the temperature sensing section. However, the present invention is to provide a valve mechanism configured to be able to block the main flow path and a heat exchange system using the valve mechanism.

In order to achieve the above object, the valve mechanism according to the present invention is characterized by a temperature sensing part that expands and contracts according to the temperature of the fluid flowing through the main flow path, and a direct or indirect connection with the temperature sensing part. A valve part capable of shutting off the main flow path by displacing in conjunction with expansion and contraction of the temperature sensing part,
The main flow path is provided with a sub flow path that bypasses the shut-off flow path portion of the main flow path that is blocked by the valve closing operation of the valve portion, and a branch point or a merge point between the sub flow path and the main flow path In addition, the temperature sensing portion and the valve portion are arranged so that fluid flows through the sub-flow path in a state where the valve portion is closed via the temperature sensing portion. A valve mechanism,
The valve section is configured to expand and contract the temperature sensing section while allowing fluid to flow through at least the sub-flow path of the first flow path section and the main flow path and the sub-flow path. And a second valve portion capable of adjusting the flow rate in the sub-flow path by being displaced in conjunction with the second flow path.

According to the above characteristic configuration, the first valve portion included in the valve portion can be adjusted in flow rate by being displaced in conjunction with the expansion and contraction of the temperature sensing portion, and can shut off the main flow path. The two-valve part is capable of adjusting the flow rate in the sub-flow path by being displaced in conjunction with the expansion and contraction of the temperature sensing part while allowing fluid to flow through at least the sub-flow path of the main flow path and the sub-flow path. is there. In other words, even if the fluid in the main flow path is retained due to the valve section blocking the main flow path, the fluid that would have flowed through the main flow path is at least a secondary flow in the state of flowing through the temperature sensing section. It flows in the road. Therefore, the valve mechanism can adjust the flow rate in the main flow path according to the temperature of the fluid that would have flown through the main flow path even when the main flow path is blocked, and further, the flow rate in both the main flow path and the sub flow path Can be adjusted in parallel.
Therefore, it is possible to provide a valve mechanism configured to be capable of blocking the main flow path while adjusting the flow rates of both the main flow path and the sub flow path according to the temperature of the fluid with a simple device configuration using the temperature sensing unit.

  A characteristic configuration of the heat exchange system according to the present invention includes the valve mechanism, the main flow path, and the sub flow path, a circulation flow path through which a fluid for recovering waste heat from a heat source flows, and the main flow path It is in the point provided with the 1st heat exchanger which exchanges heat with the fluid which flows through, and the 2nd heat exchanger which exchanges heat with the fluid which flows through the subchannel.

  According to the above characteristic configuration, the flow rate of the fluid supplied to the first heat exchanger and the flow rate of the fluid supplied to the second heat exchanger are adjusted according to the temperature of the fluid flowing through the valve mechanism. . Therefore, by using the valve mechanism, the amount of heat received by the first heat exchanger and the amount of heat received by the second heat exchanger can be adjusted according to the temperature of the flowing fluid.

A characteristic configuration of the heat exchange system according to the present invention is that the first valve unit is configured to block the main channel when the temperature of the fluid flowing through the sub-channel increases, and the second valve unit includes Configured to decrease or increase the flow rate of the sub-flow path when the temperature of the fluid flowing through the sub-flow path increases, or
The first valve portion is configured to block the main flow path when the temperature of the fluid flowing through the sub-flow path becomes low, and the second valve section is configured to block the temperature of the fluid flowing through the sub-flow path. If the flow rate is lowered, the flow rate of the sub-flow path is reduced or increased.

  According to the above characteristic configuration, the first valve unit is configured to block the main channel when the temperature of the fluid flowing through the sub-channel increases, and the second valve unit is a fluid that flows through the sub-channel. The first valve unit is configured to block the main flow path when the temperature of the fluid flowing through the sub flow path decreases. The second valve portion is configured to reduce or increase the flow rate of the sub-flow path when the temperature of the fluid flowing through the sub-flow path becomes low, so that various types of main flow path and sub-flow path are provided. A heat exchanger can be provided.

<First Embodiment>
A valve mechanism according to a first embodiment and a heat exchange system using the same will be described below with reference to the drawings.
FIG. 1 is a functional block diagram of a heat exchange system using the valve mechanism 11 of the present invention. In the heat exchange system illustrated in FIG. 1, an engine 1 as an internal combustion engine is used as a heat source. The engine 1 can use what was mounted in vehicles, such as a motor vehicle. The exhaust heat from the engine 1 is recovered by engine cooling water as a fluid flowing through the inside of the engine 1 and the like. And the collect | recovered waste heat is used by various waste heat utilization apparatuses. The heat exchange system of the first embodiment includes a valve heating unit 9 that heats the throttle valve of the engine 1 and a heating unit 10 that warms the air as a waste heat utilization device that uses the exhaust heat of the engine 1.

  The valve heating means 9 is for heating the throttle valve of the engine 1 and the surrounding throttle body. Specifically, when air is introduced into the cylinder of the engine 1, if the outside air temperature is low (especially when there is a large amount of moisture in the air), moisture in the throttle valve (moisture contained in the introduced air) May adhere and freeze, and the throttle valve and the throttle body may stick. In that case, since it becomes impossible to control the throttle valve, it is necessary to take measures to prevent the throttle valve and the throttle body from sticking to each other. Therefore, in the heat exchange system of the first embodiment, the valve heating means 9 for heating the throttle valve and the surrounding valve body is provided. The heating means 10 is for heating the interior of the vehicle.

  The engine coolant recovered from the exhaust heat of the engine 1 flows out of the engine 1 from the outflow paths 2 and 6 and flows into the engine 1 from the fourth flow path 7. As shown in FIG. 1, circulation channels C through which engine coolant circulates are outflow channels 2, 6, first channel 3, second channel 4, third channel 5, and fourth channel 7. . Alternatively, as will be described later, the engine coolant may flow through the fifth flow path 8 as the circulation flow path C.

The outflow path 2 branches into the first flow path 3 and the second flow path 4 and then merges again. A valve mechanism 11 is provided at the junction of the first flow path 3 and the second flow path 4. The third flow path 5 where the first flow path 3 and the second flow path 4 merge is connected to the fourth flow path 7. The fifth flow path 8 branched from the outflow path 6 is connected to the fourth flow path 7. In addition, a thermostat 12 and a pump 13 are provided at the junction of the third flow path 5, the outflow path 6, and the fifth flow path 8. The thermostat 12 prevents the engine cooling water from flowing through the fifth flow path 8 when the engine cooling water is lower than the set temperature, and the engine cooling water passes through the fifth flow path 8 when the engine cooling water is equal to or higher than the set temperature. The flow path is switched so that it flows.
Here, the first flow path 3 corresponds to a “main flow path” of the present invention, and the second flow path 4 corresponds to a “sub flow path” of the present invention.

  The first flow path 3 is provided with valve heating means 9 as a first heat exchanger for exchanging heat with the flowing engine coolant. The valve heating means 9 is an exhaust heat utilization device that heats the throttle valve and the surrounding valve body using the heat quantity of the engine coolant. Moreover, the 2nd flow path 4 is provided with the heating means 10 as a 2nd heat exchanger which heat-exchanges with the engine coolant which flows. The heating means 10 is an exhaust heat utilization device that warms air using the amount of heat of the engine coolant. As described above, the heat exchange system of the present embodiment includes the valve mechanism 11, the first flow path 3, and the second flow path 4, and the engine cooling water that collects exhaust heat from the engine 1 flows therethrough. A circulation passage C, a valve heating means 9 for exchanging heat with the engine cooling water flowing through the first flow passage 3, and a heating means 10 for exchanging heat with the engine cooling water flowing through the second passage 4 are provided. ing.

  The valve mechanism 11 provided at the junction of the first flow path 3 and the second flow path 4 includes a temperature sensing part 24 and a valve part 25. FIG. 2 is a cross-sectional view of the valve mechanism 11. As shown in FIG. 2, the casing 20 constituting the valve mechanism 11 is connected to the first flow path 3, and includes a first inlet 21 into which engine coolant flowing through the first flow path 3 flows, The second inlet 22 connected to the second flow path 4 and into which the engine cooling water flowing through the second flow path 4 flows, and the flow from which the engine cooling water flows out from the valve mechanism 11 is connected to the third flow path 5. And an outlet 23. The first inlet 21, the second inlet 22, and the outlet 23 are cylindrical, and the other parts inside the valve mechanism 11 are also cylindrical. The casing 20 of the valve mechanism 11 is configured by combining a plurality of members. And, inside the casing 20 of the valve mechanism 11, at least a part of the temperature sensing part 24 that expands and contracts according to temperature is connected directly or indirectly to the temperature sensing part 24, and the temperature sensing part 24 expands. And a valve portion 25 that is displaced in conjunction with the contraction. That is, the first flow path 3 is provided with the second flow path 4 that bypasses the blocking flow path portion of the first flow path 3 that is blocked by the valve closing operation of the valve portion 25, and the second flow path 4. When the valve unit 25 is closed, the temperature is sensed so that the fluid flows through the second channel 4 while flowing through the temperature sensing unit 24 when the valve unit 25 is closed. A portion 24 and a valve portion 25 are provided.

  In the first embodiment, the temperature sensing unit 24 is configured by housing a thermo wax 27 that expands and contracts according to temperature in a heat conductive wax housing unit 26. The thermowax 27 is connected to the shaft member 31 using the connecting member 28. The shaft member 31 includes a first valve portion 32 that can block the first flow path 3, and at least the second flow path 4 of the first flow path 3 and the second flow path 4 with a certain amount or more of engine coolant. A second valve portion 33 is mounted so that the flow rate in the second flow path 4 can be adjusted by being displaced in conjunction with expansion and contraction of the temperature sensing portion 24 while flowing. Further, the conical or columnar first valve portion 32 is attached to the tip portion of the shaft member 31, and the substantially disc-shaped second valve portion 33 is attached to an intermediate portion or a root portion of the shaft member 31.

In the present embodiment, a second clamping part 35 is partially provided between the wax accommodating part 26 and the inner wall of the housing 20 of the valve mechanism 11, and the wax accommodating part 26 is caused by the clamping force of the second clamping part 35. The valve mechanism 11 is fixed so that it cannot move inside the housing 20. A gap is formed in a portion where the second holding portion 35 is not provided between the wax accommodating portion 26 and the inner wall of the casing 20 of the valve mechanism 11 so that engine cooling water can flow therethrough. .
Moreover, although the 1st clamping part 34 is partially provided between the 2nd valve part 33 and the inner wall of the housing | casing 20 of the valve mechanism 11, since the clamping force of the 1st clamping part 34 is comparatively small. The second valve portion 33 is movable along the D direction inside the housing 20 of the valve mechanism 11 (slidable along the D direction with respect to the first sandwiching portion 34). A gap is formed in a portion where the first clamping portion 34 is not provided between the second valve portion 33 and the inner wall of the housing 20 of the valve mechanism 11 so that engine cooling water can flow therethrough. ing.

  Since the temperature of the thermo wax 27 is proportional to the temperature of the engine cooling water in contact with the wax accommodating portion 26, the temperature of the thermo wax 27 rises when the temperature of the flowing engine cooling water rises, and the temperature of the flowing engine cooling water When the temperature decreases, the temperature of the thermo wax 27 also decreases. Therefore, when the temperature of the engine cooling water rises, the thermo wax 27 expands (that is, the temperature sensing unit 24 expands), and the shaft member 31 is displaced in the D direction. Further, when the temperature of the engine cooling water decreases, the thermo wax 27 contracts (that is, the temperature sensing unit 24 contracts), and the shaft member 31 is displaced in the direction opposite to the D direction. However, a spring 30a is provided between the substantially disc-shaped second valve portion 33 and the inner wall of the housing 20 in the vicinity of the portion where the first valve portion 32 abuts, and the valve portion 25 (first valve portion). 32, the second valve portion 33 and the shaft member 31) are urged in the direction opposite to the D direction. A stopper 29 that restricts the second valve portion 33 from being displaced too far in the direction opposite to the D direction is provided in the wax accommodating portion 26. A spring 30 b is also provided between the second valve portion 33 and the first valve portion 32.

  The first valve portion 32 forms a first flow path cross-sectional area for engine cooling water with the first proximity portion 36 as a valve seat provided on the inner wall of the housing 20, and the second valve portion 33 A second flow path cross-sectional area for the engine cooling water is formed with the second proximity portion 37 provided on the inner wall of the housing 20. The second valve portion 33 is disposed on the opposite side of the D direction from the second proximity portion 37. When the shaft member 31 is displaced along the D direction, the flat surface side of the first valve portion 32 formed in a substantially conical shape or a substantially cylindrical shape can abut on the first proximity portion 36 by surface contact. The second valve portion 33 cannot contact the second proximity portion 37. When the shaft member 31 is displaced in the D direction, the first flow path cross-sectional area in the valve mechanism 11 when the engine coolant flows from the first flow path 3 to the third flow path 5 is reduced, and the second The second channel cross-sectional area in the valve mechanism 11 when the engine coolant flows from the channel 4 to the third channel 5 is narrowed. In particular, when the first valve portion 32 is in contact with the first proximity portion 36 serving as a valve seat, the first flow path cross-sectional area is cut off, but from the second flow path 4 to the third flow path 5. The second flow path cross-sectional area in the valve mechanism 11 is not blocked. As described above, the valve section 25 is provided so as to be able to block the first flow path 3 on the first flow path 3 side at the junction of the first flow path 3 and the second flow path 4.

FIG. 3A is a graph showing a change in the flow rate of the engine coolant at the first inlet 21 according to a change in the temperature of the engine coolant, and FIG. 3B is a change in the temperature of the engine coolant. It is a graph which shows the change of the flow volume of the engine cooling water in the 2nd inflow port 22 according to. That is, FIG. 3A is a graph showing the operating state of the first valve portion 32 according to the change in the temperature of the engine cooling water, and FIG. 3B is the graph showing the change in the temperature of the engine cooling water. 4 is a graph showing an operating state of a second valve portion 33.
As can be seen from FIGS. 2 and 3, when the temperature of the engine cooling water rises and becomes equal to or higher than the set temperature A, the first flow path 3 is reduced as the first flow path cross-sectional area and the second flow path cross-sectional area decrease. From the second flow path 4 to the third flow path 5 and the flow rate of the engine cooling water from the second flow path 4 to the third flow path 5 gradually decreases. When the temperature of the engine cooling water becomes equal to or higher than the set temperature B, the first valve portion 32 comes into contact with the first proximity portion 36, and the first flow passage cross-sectional area becomes zero. Water will not flow. Further, when the temperature of the engine coolant becomes equal to or higher than the set temperature B, the second valve portion 33 is closest to the second proximity portion 37, and the second flow passage cross-sectional area is minimized, so that the second flow passage 4 is reduced. The flow rate of the engine cooling water that flows is minimized.

As described above, when the engine cooling water recovers the exhaust heat of the engine 1 just after the engine 1 is started, the temperature is relatively low (the temperature of the engine cooling water is lower than the set temperature A). In the valve mechanism 11, the first flow path cross-sectional area and the second flow path cross-sectional area are not significantly limited, and a relatively large flow rate of engine cooling water flows through the first flow path 3 and the second flow path 4. Will do. Then, the engine coolant flowing through the first flow path 3 and the second flow path 4 flows into the third flow path 5, is urged by the pump 13, and flows into the engine 1 again. As a result, the valve heating means 9 provided in the first flow path 3 and the heating means 10 provided in the second flow path 4 are compared because the temperature of the supplied engine cooling water is low but the flow rate is large. A large amount of heat can be received. Then, the throttle valve is heated and heated.
Further, since the temperature of the engine cooling water is relatively low, the thermostat 12 does not allow the engine cooling water to flow through the fifth flow path 8 but allows the engine cooling water to flow directly into the pump 13 from the outflow path 6. The flow path is controlled.

  In a state where the temperature of the engine cooling water has risen over time since the start of the engine 1 (the temperature of the engine cooling water is equal to or higher than the set temperature A and lower than the set temperature B), the valve mechanism 11 causes the first flow path break. The area and the second flow path cross-sectional area are reduced, and the flow rate of the engine cooling water flowing through the first flow path 3 and the second flow path 4 is decreased. As a result, the engine cooling water flowing into the valve heating means 9 provided in the first flow path 3 decreases, so the amount of heat given from the valve heating means 9 to the throttle valve decreases, and the heating is suppressed. . Since the throttle valve is not heated more than necessary, the air density in the vicinity of the throttle valve is ensured to be high, and the charging efficiency does not deteriorate. Further, although the engine cooling water flowing into the heating means 10 provided in the second flow path 4 decreases, the temperature rises, so that the heating means 10 receives a sufficient amount of heat from the engine cooling water for heating. Can be used.

  Further, as the flow rate of the engine cooling water flowing through the first flow path 3 and the second flow path 4 decreases, that is, the flow rate of the engine cooling water flowing through the outflow path 2 decreases, The flow rate of the engine cooling water flowing out to 6 increases relatively. However, since the temperature of the engine coolant is high, it is necessary to radiate heat from the engine coolant. The thermostat 12 of the present embodiment is configured to switch the flow path so as to increase the flow rate of the engine cooling water flowing through the fifth flow path 8 as the temperature of the engine cooling water increases. As a result, the engine cooling water flowing out from the engine 1 to the outflow passage 6 is radiated by the radiator 14 provided in the fifth flow path 8 and then returned to the engine 1 via the thermostat 12 and the pump 13. Become.

  In a state where the temperature of the engine cooling water further increases after the engine 1 starts (the temperature of the engine cooling water is equal to or higher than the set temperature B), the first valve portion 32 and the first contact portion in the valve mechanism 11 And the first flow path cross-sectional area becomes zero and the second flow path cross-sectional area is also minimized, so that the flow rate of the engine coolant flowing through the first flow path 3 becomes zero, The flow rate of engine cooling water flowing through the flow path 4 is minimized. As a result, the engine cooling water flowing into the valve heating means 9 provided in the first flow path 3 becomes zero, and the amount of heat given from the valve heating means 9 to the throttle valve becomes zero. That is, since the throttle valve is not heated, the density of air in the vicinity of the throttle valve is ensured to be high, and the charging efficiency does not deteriorate. Further, although the engine cooling water flowing into the heating means 10 provided in the second flow path 4 is minimized, the temperature thereof is high, so that the heating means 10 receives a sufficient amount of heat from the engine cooling water and performs heating. Can be used.

  As described above, considering that the engine cooling water flowing through the first flow path 3 is supplied as a heating medium to the valve heating means 9 for heating the throttle valve, In order to adjust the heating state, it is necessary to adjust the flow rate of the engine cooling water to the first flow path 3 based on the temperature of the engine cooling water flowing through the first flow path 3. And it is necessary to comprise so that the flow of the engine cooling water in the 1st flow path 3 can be interrupted | blocked by the 1st valve part 32. FIG. However, if the flow of the engine cooling water in the first flow path 3 can be blocked by the first valve portion 32, the first flow path 3 when the flow rate of the engine cooling water in the first flow path 3 becomes zero. The temperature of the engine coolant flowing through cannot be measured. However, in the heat exchange system using the valve mechanism 11 of the first embodiment, the engine coolant that branches from the first flow path 3 and then flows through the second flow path 4 that merges with the first flow path 3 again, That is, the engine coolant that would have flowed through the first flow path 3 is always supplied to the temperature sensing unit 24. As a result, the size of the first flow path cross-sectional area is appropriately adjusted and supplied to the valve heating means 9 regardless of whether the engine coolant is flowing through the first flow path 3 or not. The flow rate of engine cooling water will be adjusted.

Second Embodiment
The heat exchanging system of the second embodiment is different from the first embodiment in which the valve mechanism is provided at the junction of the first flow path and the second flow path, in that the valve mechanism is provided at the junction of the first flow path and the second flow path. ing. That is, the valve part with which the valve mechanism of this embodiment is provided is provided so that the 1st channel can be intercepted in the 1st channel side of the branching point of the 1st channel and the 2nd channel. Hereinafter, the valve mechanism and the heat exchange system of the second embodiment will be described with reference to FIGS. 4 and 5, but the description of the same configuration as that of the first embodiment will be omitted.

  FIG. 4 is a functional block diagram of the heat exchange system of the second embodiment, and FIG. 5 is a cross-sectional view of the valve mechanism 40. As shown in FIG. 5, the casing 20 constituting the valve mechanism 40 is connected to the outflow passage 2, and is connected to the inlet 41 through which the engine cooling water flowing through the outflow passage 2 flows and the first flow passage 3. The first outlet 42 through which the engine coolant flows out from the valve mechanism 40 and the second outlet 43 through which the engine coolant flows from the valve mechanism 40 are connected to the second flow path 4. The configuration of the temperature sensing unit 24 and the valve unit 25 (the first valve unit 32 and the second valve unit 33) inside the valve mechanism 40 is the same as that shown in FIG. The engine cooling water that has flowed into the valve mechanism 40 from the inlet 41 comes into contact with the wax accommodating portion 26 that accommodates the thermo wax 27, and causes expansion and contraction of the thermo wax 27, that is, expansion and contraction of the temperature sensing portion 24. . The engine cooling water after coming into contact with the thermowax 27 is branched into the first flow path 3 and the second flow path 4, but the first valve portion 32 has a first flow on the side of the first flow path 3 at the branch point. The path 3 can be blocked. That is, in the heat exchange system of the present embodiment, the engine coolant is configured to flow through at least the second flow path 4 of the first flow path 3 and the second flow path 4. And the 1st valve part 32 can interrupt | block the 1st flow path 3 by displacing in conjunction with expansion and contraction of the temperature sensing part 24, and the 2nd valve part 33 is at least in the 2nd flow path 4. The flow rate in the second flow path 4 can be adjusted by displacing in conjunction with the expansion and contraction of the temperature sensing unit 24 while allowing a certain amount or more of the engine coolant to flow.

<Another embodiment>
<1>
In the said embodiment, the 1st valve part 32 is comprised so that the 1st flow path 3 may be interrupted | blocked when the temperature of the engine cooling water which flows through the 2nd flow path 4 becomes high, and the 2nd valve part 33 is the 1st valve part 33. The case where the flow rate of the second flow path 4 is reduced when the temperature of the engine cooling water flowing through the two flow paths 4 is increased has been described. The relationship with the flow rate of the engine cooling water flowing through the two flow paths 4 can be modified.

  For example, the first valve portion is configured to block the first flow passage 3 when the temperature of the fluid flowing through the second flow passage 4 becomes high, and the second valve portion is passed through the second flow passage 4. The flow rate of the second flow path 4 may be increased when the temperature of the fluid to be increased. FIG. 6 is a modification of the valve mechanism of the first embodiment shown in FIG. In the valve mechanism 50 shown in FIG. 6, the second valve portion 53 connected to the shaft member 31 is sandwiched by the second sandwiching portion 54, and is more than the second proximity portion 57 formed inside the housing 58. It is arranged on the D direction side. Similarly to the above embodiment, the shaft member 31 is displaced along the direction D when the temperature of the engine coolant in the valve mechanism 50 rises. As a result, when the temperature of the engine cooling water rises, the interval between the second valve portion 53 and the second proximity portion 57 increases, and the second flow path cross-sectional area through which the engine cooling water can flow increases.

  As described above, in the valve mechanism 50 illustrated in FIG. 6, when the temperature of the fluid flowing through the second flow path 4 increases, the first valve portion 32 reduces the flow rate of the first flow path 3 and finally Is configured to block the first flow path 3 and the second valve portion 53 is configured to increase the flow rate of the second flow path 4 when the temperature of the fluid flowing through the second flow path 4 increases. It is. At this time, the 1st heat exchanger 9 provided in the 1st flow path 3 should just be a valve | bulb heating means similarly to the said embodiment. The second heat exchanger 10 provided in the second flow path 4 is a device that preferably increases the flow rate of the second flow path 4 when the temperature of the engine cooling water increases, such as an oil cooler or an EGR cooler. Good. That is, when the temperature of the engine cooling water rises, the temperature of the engine oil and exhaust gas also rises, and the flow rate of the engine cooling water required for cooling the engine oil and exhaust gas increases. Therefore, an oil cooler or an EGR cooler may be provided as the second heat exchanger 10 so as to enhance the cooling performance of the engine oil or exhaust gas when the temperature of the engine cooling water increases.

Alternatively, the first valve portion may be configured to block the first flow path 3 when the temperature of the fluid flowing through the second flow path 4 becomes low. At this time, as illustrated in FIG. 2, the second valve unit is configured to decrease the flow rate of the second flow path 4 when the temperature of the fluid flowing through the second flow path 4 increases, or As illustrated in FIG. 6, the flow rate of the second flow path 4 may be increased when the temperature of the fluid flowing through the second flow path 4 increases. FIG. 7 is a modification of the valve mechanism 60 of another embodiment shown in FIG.
In the valve mechanism 60 shown in FIG. 7, the first valve portion 62 connected to the shaft member 31 is disposed on the D direction side with respect to the first proximity portion 66 formed inside the housing 68. Further, the shaft member 31 is displaced along the direction D when the temperature of the engine coolant inside the valve mechanism 60 rises. As a result, when the temperature of the engine cooling water rises, the interval between the first valve portion 62 and the first proximity portion 66 increases, and the first flow path cross-sectional area through which the engine cooling water can flow increases. Conversely, when the temperature of the engine cooling water is lowered, the distance between the first valve portion 62 and the first proximity portion 66 is reduced, and the first flow path cross-sectional area through which the engine cooling water can flow is also reduced. Further, when the temperature of the engine cooling water becomes lower than the set temperature, the first valve section 62 and the first proximity section 66 come into contact with each other and the first flow path cross-sectional area becomes zero (that is, the first flow path 3 is blocked). )
At this time, the first heat exchanger 9 provided in the first flow path 3 is preferably a device that increases the flow rate of the first flow path 3 when the temperature of the engine cooling water increases, such as an EGR cooler (or oil cooler). Etc.). The second heat exchanger 10 provided in the second flow path 4 is a device that preferably increases the flow rate of the second flow path 4 when the temperature of the engine cooling water increases, such as an oil cooler (or EGR cooler, etc.). ).

  Although not shown, the first valve portion is configured to block the first flow passage 3 when the temperature of the fluid flowing through the second flow passage 4 becomes low, and the second valve portion is configured to be the second flow passage. When the temperature of the fluid flowing through 4 increases, the flow rate of the second flow path 4 may be decreased. At this time, the first heat exchanger 9 provided in the first flow path 3 is preferably a device that increases the flow rate of the first flow path 3 when the temperature of the engine cooling water increases, such as an EGR cooler (or oil cooler). Etc.). The second heat exchanger 10 provided in the second flow path 4 is a device that preferably reduces the flow rate of the second flow path 4 when the temperature of the engine cooling water increases, such as the heating means or the ATF warmer described above. I just need it.

<2>
In the above embodiment, the case where the heat source is the engine and the fluid is the engine coolant has been described. However, the valve mechanism and the heat exchange system of the present invention are not limited to the configuration, and other modifications are possible.

Functional block diagram of a heat exchange system using the valve mechanism of the first embodiment Sectional drawing of the valve mechanism of 1st Embodiment (A) is a graph which shows the change of the flow volume of the engine cooling water in the 1st inflow port according to the change of the temperature of engine cooling water, (b) is the 2nd according to the change of the temperature of engine cooling water. Graph showing changes in engine coolant flow rate at the inlet Functional block diagram of a heat exchange system using the valve mechanism of the second embodiment Sectional drawing of the valve mechanism of 2nd Embodiment Sectional drawing of valve mechanism of another embodiment Sectional drawing of valve mechanism of another embodiment

Explanation of symbols

1 Engine (internal combustion engine, heat source)
3 First channel (main channel)
4 Second channel (sub-channel)
9 Valve heating means (first heat exchanger)
10 Heating means (second heat exchanger)
DESCRIPTION OF SYMBOLS 11 Valve mechanism 24 Temperature sensing part 25 Valve part 32 1st valve part 33 2nd valve part C Circulation flow path

Claims (3)

A temperature sensing part that expands and contracts according to the temperature of the fluid flowing through the main flow path, and is directly or indirectly connected to the temperature sensing part, and is displaced in conjunction with the expansion and contraction of the temperature sensing part. A valve portion capable of blocking the main flow path,
The main flow path is provided with a sub flow path that bypasses the shut-off flow path portion of the main flow path that is blocked by the valve closing operation of the valve portion, and a branch point or a merge point between the sub flow path and the main flow path In addition, the temperature sensing portion and the valve portion are arranged so that fluid flows through the sub-flow path in a state where the valve portion is closed via the temperature sensing portion. A valve mechanism,
The valve section is configured to expand and contract the temperature sensing section while allowing fluid to flow through at least the sub-flow path of the first flow path section and the main flow path and the sub-flow path. A second valve portion that can adjust the flow rate in the sub-flow path by being displaced in conjunction with the valve mechanism. A valve mechanism according to claim 1;
A circulation channel having the main channel and the sub channel, and through which a fluid for recovering exhaust heat from a heat source flows;
A first heat exchanger for exchanging heat with the fluid flowing through the main flow path;
A heat exchange system comprising: a second heat exchanger that exchanges heat with the fluid flowing through the sub-flow path. The first valve unit is configured to block the main channel when the temperature of the fluid flowing through the sub-channel increases, and the second valve unit is configured to block the temperature of the fluid flowing through the sub-channel. Configured to decrease or increase the flow rate of the sub-flow path when the
The first valve portion is configured to block the main flow path when the temperature of the fluid flowing through the sub-flow path becomes low, and the second valve section is configured to block the temperature of the fluid flowing through the sub-flow path. The heat exchange system according to claim 2, wherein the heat exchange system is configured to decrease or increase the flow rate of the sub-flow path when the value becomes low.

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