JP2013096377A - Coolant control valve for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a coolant control valve for a vehicle configured so that the open state of a valve body can be switched between a state flowing a fluid of an ordinary quantity and a state flowing the fluid of a quantity smaller than it.SOLUTION: A pair of valve mechanisms 10, 20 which are provided with a valve body 8 for flowing the fluid, and are provided with valve elements 11, 21 which have a magnetic body and control the flow of the fluid, valve seats 14, 24 which constitute the flow passage of the fluid and can close the flow passage of the fluid by abutting to the valve elements 11, 21, solenoids 2, 3 which maintain the abutting state of the valve elements 11, 21 and the valve seats 14, 24 by magnetic force, and energization mechanisms 18, 28 for energizing the valve elements 11, 21 to the side of the valve seats 14, 24 are provided inside the valve body 8. A flow passage hole 21c capable of flowing the fluid in a state maintaining the abutting state of the valve element 21 is provided in either of the pair of the valve elements 11, 21, and the pair of the solenoids 2, 3 are constituted to be controllable with respect to electric conduction independently.

Description

  The present invention relates to a vehicle coolant control valve used in a cooling system such as an engine.

  In order to improve fuel efficiency, the vehicle engine performs warm-up operation when the engine temperature is low, and controls the temperature to be substantially constant after the engine temperature rises. As a cooling system for the engine, when the cooling water temperature is low by opening and closing the thermostat valve, the valve is closed and the cooling water is circulated through the bypass passage without passing through the radiator, so that the cooling water temperature is high. In such a case, there is generally a system for controlling the cooling water temperature to be constant by opening the valve and circulating the cooling water through the radiator. In addition, when the cooling water is in a low temperature state, the engine temperature can be quickly raised to the optimum temperature by warm-up operation, and then the combustion can be stabilized by making the engine temperature substantially constant to improve fuel efficiency. .

  Patent Document 1 discloses a thermo stud valve in which a passage with a radiator outlet flow path is provided in an independent thermo-element sensing greenhouse on the cooling water outlet side of the engine, and operation can be performed in consideration of the radiator outlet side liquid temperature. Thermo-expanding thermo wax is sealed in the thermo element of the thermostat valve, and the valve body is opened and closed by the cooling water temperature. Further, a thermoelement and a heating element such as a nichrome heater are combined to open and close the valve body to electronically control the cooling water temperature.

  Patent Document 2 discloses a solenoid valve having a movable portion biased in a closing direction by a spring. Since the solenoid valve is configured to be in a closed state when the coil is not excited and to be opened when the coil is excited, switching between the open and closed states can be performed quickly. As a result, when the solenoid valve is provided on the engine outlet side in the engine cooling system described above, the cooling water temperature becomes high, and the cooling water temperature becomes high, in which the cooling water circulates through the bypass passage without passing through the radiator. In this case, it is possible to immediately switch to a valve open state in which cooling water circulates through the radiator, and the valve response is good.

Japanese Patent Laid-Open No. 2003-328753 Japanese Patent Laid-Open No. 2002-340219

  In the engine cooling system, when the solenoid valve described in Patent Document 2 is installed at the coolant outlet from the engine, when the solenoid valve is closed, the flow of the cooling water in the entire cooling system is stopped. In this state, since the heat inside the engine is not released to the outside, warm-up is promoted. However, when the solenoid valve is opened upon detecting that the temperature inside the engine has reached a predetermined temperature, the solenoid valve is immediately opened, so that the coolant that has not been warmed outside the engine is blown into the engine all at once. The engine cooling is promoted. Then, as shown in FIG. 10, the temperature in the engine rapidly decreases and the combustion in the engine becomes unstable.

  The present invention has been made in view of the above-mentioned problems, and its purpose is to switch the open state of the valve body between a state in which a normal amount of fluid is circulated and a state in which a smaller amount of fluid is circulated. Another object of the present invention is to provide a vehicular coolant control valve.

  A first characteristic configuration of a vehicle coolant control valve according to the present invention includes a valve body that allows a fluid to flow, and includes a valve body that has a magnetic body and controls the flow of the fluid, and a fluid flow path. A valve seat capable of closing the flow path by contacting the valve body, a solenoid for maintaining the contact state between the valve body and the valve seat by magnetic force, and the valve body attached to the valve seat side. A pair of valve mechanisms including a biasing mechanism for biasing is provided inside the valve body, and the fluid is supplied to one of the pair of valve bodies while the valve body maintains the contact state. A circulation hole is provided, and the pair of solenoids are configured to be individually energized and controlled.

  As in this configuration, a valve body that has a magnetic body and controls the flow of fluid, a valve passage that constitutes a fluid flow path and can close the flow path by contacting the valve body, and the valve body and valve by magnetic force A solenoid that maintains a contact state with the seat and a biasing mechanism that biases the valve body in a direction opposite to the flow direction of the fluid; When the valve body is closed and the solenoid is de-energized, the contact state between the valve body and the valve seat is not maintained and the valve body is opened so that fluid can flow. Can do.

  For a valve mechanism having a valve body provided with a flow hole, the solenoid is energized to maintain the contact state between the valve body and the valve seat, and for a valve mechanism having a valve body not provided with a flow hole, the solenoid When the valve body is turned off or weakened and the valve body is in an open state in which fluid can flow, the fluid flows through the flow hole formed in the valve body and the other valve body in the open state, and a small amount of fluid flows. Can be realized. Then, by stopping or weakening the energization of the solenoid to the pair of valve bodies, the pair of valve bodies are both opened by receiving fluid pressure, and a normal flow rate of fluid can flow. As a result, when detecting that the temperature in the engine has reached a predetermined temperature and opening the coolant control valve, only a valve body that is initially not provided with a flow hole is opened to provide a small amount of cooling. Liquid can flow into the engine. As a result, the temperature in the engine can be prevented from rapidly decreasing, and combustion in the engine can be stably performed.

  A second characteristic configuration of the vehicle coolant control valve according to the present invention is that the urging mechanism is a coil spring provided across the valve body and the valve body.

  As in this configuration, the urging mechanism is constituted by a coil spring provided between the valve body and the valve body, so that the urging mechanism can be simply configured, and the pump is stopped and there is almost no fluid pressure. In the state, the valve body can be reliably moved in the closing direction.

  A third characteristic configuration of the vehicle coolant control valve according to the present invention is that the flow hole is provided in a downstream valve body of the pair of valve bodies.

  Of the pair of valve bodies provided in series in the valve body, if a flow hole is provided in the upstream valve body, the entire coolant control valve is closed until the engine temperature reaches a predetermined temperature when the engine is started. In order to enter the state, it is necessary to energize both solenoids of the pair of valve mechanisms. On the other hand, when the downstream valve body has a flow hole as in this configuration, it is necessary to energize the solenoid of the downstream valve mechanism when starting the engine with the upstream valve body closed. Absent. Therefore, the energization efficiency to the solenoid can be improved.

  Further, when the upstream valve body is provided with a flow hole, the downstream valve body receives fluid pressure from the time when the entire valve body is closed. On the other hand, if the downstream valve body is provided with a flow hole, the downstream valve body is not subjected to fluid pressure until the upstream valve body is opened, and the upstream valve body is opened. However, since the fluid passes through the flow hole provided in the downstream valve body, the fluid pressure received by the downstream valve body is not so high. This makes it possible to use a solenoid having a weak magnetic force for the valve mechanism on the downstream side where the flow hole is provided in the valve body. As a result, the cost of the coolant control valve can be reduced.

It is the schematic which shows the whole structure of an engine cooling system. It is sectional drawing of a coolant control valve for vehicles, and (a) shows a closed state of a valve, (b) shows a small open state of a valve, and (c) shows a full open state of a valve, respectively. It is a figure which shows the relationship between engine internal temperature, control valve flow volume, current ratio, and the open / close state of a control valve. It is sectional drawing of the coolant control valve for vehicles of 2nd Embodiment, (a) shows the closed state of a valve, (b) shows the small open state of a valve, (c) shows the full open state of a valve, respectively. It is sectional drawing of the coolant control valve for vehicles of another embodiment, Comprising: (a) is a closed state of a valve, (b) shows the small open state of a valve, (c) shows the full open state of a valve, respectively. It is sectional drawing of the coolant control valve for vehicles of another embodiment, Comprising: (a) is a closed state of a valve, (b) shows the small open state of a valve, (c) shows the full open state of a valve, respectively. It is sectional drawing of the coolant control valve for vehicles of another embodiment. It is sectional drawing of the coolant control valve for vehicles of another embodiment. It is sectional drawing of the coolant control valve for vehicles of another embodiment. It is a figure which shows the relationship between engine internal temperature, control valve flow volume, current ratio, and the open / close state of the conventional control valve.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle coolant control valve according to the present invention will be described with reference to the drawings.

  FIG. 1 is an illustration showing the overall configuration of an engine cooling system 30 in a vehicle. An inflow port 34 of the radiator 33 is connected to the cooling water (coolant) outflow port 32 of the engine 31, and an outflow port 35 of the radiator 33 is connected to an inflow port 37 of the thermostat valve 36. The outflow port 38 of the thermostat valve 36 is connected to the suction port 42 of the water pump 41, and the discharge port (not shown) of the water pump 41 is connected to the cooling water (coolant) inflow port (not shown) of the engine 31. On the other hand, a heating outflow port (not shown) of the engine 31 is connected to the inflow port 6 (see FIG. 2) of the vehicle coolant control valve 1. The outflow port 7 of the vehicle coolant control valve 1 is connected to the inflow port 44 of the heater core 43, and the outflow port 45 of the heater core 43 is connected to the bypass inflow port 39 of the thermostat valve 36. The bypass inflow port 39 communicates with the outflow port 38.

  As shown in FIG. 2A, a vehicle coolant control valve (hereinafter referred to as a coolant control valve) 1 includes a housing (valve main body) 8 and an upstream first valve provided in series in the housing 8. A mechanism 10 and a second valve mechanism 20 on the downstream side.

  The upstream first valve mechanism 10 includes a valve seat 14, a valve body 11 that can move to a position that is separated from the valve seat 14, and a position that contacts the valve seat 14, and the valve seat 14 and the valve body 11. And a solenoid 2 capable of maintaining the contact by energization. The second valve mechanism 20 on the downstream side includes a valve seat 24, a valve body 21 that is movable to a position that is separated from the valve seat 24, and a position that contacts the valve seat 24, and the valve seat 24 and the valve body 21. And a solenoid 3 capable of maintaining contact with the power by energization. A fluid circulation hole 21c is formed in the valve body 21 on the downstream side. This flow hole 21c serves as a flow path for a small flow rate fluid which will be described later.

  Solenoids 2 and 3 are electrically connected to a drive circuit by connectors (not shown), wound around the inner diameter portions 4a and 5a of bobbins 4 and 5 formed of a magnetic material such as iron, and the inner diameter portions 4a and 5a. It is comprised with the copper wire enclosed by the outer diameter parts 4b and 5b. The bobbins 4 and 5 are installed in a housing 8 having an inflow port 6 and an outflow port 7. An in-valve channel 9 is formed inside the inner diameter portions 4 a and 5 a of the bobbins 4 and 5, and the in-valve channel 9 communicates with the inflow port 6.

  The valve body 11 and the valve body 21 are formed by disk-shaped magnetic bodies 11a and 21a such as iron and resin portions 11b and 21b. The valve body 11 and the valve body 12 are supported by the housing 8 and the like so as to be slidable by a guide portion (not shown). The valve seats 14 and 24 that come into contact with the valve bodies 11 and 21 are formed on the flange surface on the downstream side of the bobbins 4 and 5. A coil spring 18 is installed as an urging mechanism between the valve body 11 and the bobbin 5 in the second valve mechanism 20, and the coil spring 18 urges the valve body 11 toward the valve seat 14. A coil spring 28 is installed between the valve body 21 and the housing 8 as an urging mechanism, and the coil spring 28 urges the valve body 21 toward the valve seat 24.

  When the solenoid 2 is energized by energization, the valve body 11 is attracted to the valve seat 14 and the contact state between the valve body 11 and the valve seat 14 is maintained. Further, the valve body 21 is attracted to the valve seat 24 when the solenoid 3 is excited by energization, and the contact state between the valve body 21 and the valve seat 24 is maintained. This state is a closed state of the valve body (housing 8).

  When the engine 31 is stopped, the water pump 41 is also stopped and no fluid pressure is generated. Therefore, the valve bodies 11 and 21 are urged by the urging forces of the coil springs 18 and 28 and are kept in contact with the valve seats 14 and 24 (see FIG. 2A).

  When the engine 31 is started, the solenoid 2 on the upstream side is excited by energization, and an attractive force acts on the valve body 11 formed of a magnetic material. The upstream valve body 11 receives the suction force of the solenoid 2 and the biasing force of the coil spring 18, abuts against the valve seat 14, and the valve seat 14 even if fluid pressure due to discharge of the water pump 41 acts on the valve body 11. It is held in a state of contacting (closed state). At this time, the valve body 11 of the valve body (housing 8) is in a closed state (see FIG. 2A). The downstream solenoid 3 is electrically connected in series with the upstream solenoid 2 and is therefore energized in the same manner as the upstream solenoid 2.

  When the temperature in the engine 31 rises to a predetermined temperature and a fluid supply request is given to the coolant control valve 1, the energization to the upstream solenoid 2 is weakened, and the valve body 11 reduces the fluid pressure from the inflow port 6. Moves in the opening direction by receiving. On the other hand, the solenoid 3 on the downstream side is maintained in the closed state in which the valve element 21 is in contact with the valve seat 24 even when the energization is weakened. (See FIG. 2 (b)). In order to maintain the contact of the downstream solenoid 3 with the valve body 21, it is conceivable to increase the number of coil turns of the downstream solenoid 3 relative to the upstream solenoid 2. Alternatively, it is conceivable to increase the contact area between the downstream valve body 21 and the valve seat 24 relative to the contact area between the upstream valve body 11 and the valve seat 14.

  When the upstream valve body 11 is in the open state, the fluid flows through the flow hole 21c formed in the downstream valve body 21, and a small amount of fluid can be circulated. As a result, as shown in FIG. 3, the temperature in the engine 31 gradually decreases immediately after the cooling water is supplied to the engine 31. As a result, a sudden temperature drop in the engine 31 can be prevented, and combustion in the engine 31 can be performed stably.

  When the temperature in the engine 31 again reaches a predetermined temperature after the small flow rate mode in which the upstream valve body 11 is opened, the current supplied to the solenoid 3 is released and the downstream valve body 21 is opened. . The fluid pressure acting on the valve body 21 keeps the valve body 21 in an open state against the urging force of the coil spring 28 (see FIG. 2C).

  The cooling water is heated inside the engine 31, cooled by the radiator 33, and circulated by the water pump 41 via the thermostat valve 36. When the engine 31 is at a low temperature, the thermostat valve 36 is closed. During the heating operation, the cooling water heated inside the engine 31 is supplied to the heater core 43 via the coolant control valve 1 held open by the fluid pressure, and the room is warmed. The cooling water cooled by the heater core 43 is circulated by the water pump 41 via the thermostat valve 36.

  The coolant control valve 1 is not opened by thermal expansion such as thermowax, but is opened by solenoids 2 and 3 that have excellent responsiveness and can be freely controlled by electric current. Comfort is improved. In the closed state, the valve body 11 (valve body 21) and the valve seat 14 (valve seat 24) come into contact with each other and the distance between the magnetic bodies approaches, so that the attractive force per current increases and the coil spring 18 ( By energizing the valve element 11 (valve element 21) to the closed state by the urging force of the coil spring 28), the solenoids 2 and 3 can be reduced in size and power consumption. Further, by constantly energizing the coil springs 18 and 28, vibrations of the valve bodies 11 and 21 due to hydraulic pulsation can be suppressed.

  Of the pair of valve bodies 11, 21 provided in series in the valve body (housing 8), if the flow hole 21 c is provided in the downstream valve body 21 as in this configuration, the upstream valve body 11. When the engine is closed, there is no need to energize the solenoid 3 of the second valve mechanism 20 on the downstream side. Therefore, the energization efficiency to the solenoid can be improved.

  Further, the downstream valve body 21 does not receive fluid pressure until the upstream valve body 11 is opened, and the flow hole 21c provided in the downstream valve body 21 even when the upstream valve body 11 is opened. Therefore, the fluid pressure received by the downstream valve body 21 does not increase so much. Thereby, the solenoid 3 having a weak magnetic force can be used for the second valve mechanism 20 on the downstream side where the flow hole 21 c is provided in the valve body 21. As a result, the cost of the coolant control valve 1 can be reduced.

[Second Embodiment]
In the first embodiment, the example in which the flow hole 21c is provided in the downstream valve body 21 has been shown. However, as shown in FIGS. 4A to 4C, the flow hole 21c flows through the upstream valve body 11. You may provide the hole 11c.

  When the engine 31 is stopped, the water pump 41 is also stopped and no fluid pressure is generated. Therefore, the valve bodies 11 and 21 are urged by the urging forces of the coil springs 18 and 28 and are kept in contact with the valve seats 14 and 24 (see FIG. 4A).

  When the engine 31 is started, the solenoid 2 on the upstream side is excited by energization, and an attractive force acts on the valve body 11 formed of a magnetic material. The upstream valve body 11 receives the suction force of the solenoid 2 and the biasing force of the coil spring 18, abuts against the valve seat 14, and the valve seat 14 even if fluid pressure due to discharge of the water pump 41 acts on the valve body 11. It is held in a state of contacting (closed state). At this time, the valve body 11 of the valve body (housing 8) is in a closed state (see FIG. 4A). The downstream solenoid 3 is electrically connected in series with the upstream solenoid 2 and is therefore energized in the same manner as the upstream solenoid 2.

  When the temperature in the engine 31 rises to a predetermined temperature and a fluid supply request is given to the coolant control valve 1, the energization to the solenoid 3 on the downstream side is weakened, and the valve body 21 reduces the fluid pressure from the inflow port 6. Moves in the opening direction by receiving. On the other hand, even if the solenoid 2 on the upstream side is weakened, the valve body 11 is maintained in the closed state in which it contacts the valve seat 14. (See FIG. 4 (b)).

  When the downstream valve body 21 is in the open state, the fluid flows to the outflow port 7 through the flow hole 11c formed in the upstream valve body 11, and a small amount of fluid can be circulated. As a result, as shown in FIG. 3, the temperature in the engine 31 gradually decreases immediately after the cooling water is supplied to the engine 31. As a result, a sudden temperature drop in the engine 31 can be prevented, and combustion in the engine 31 can be performed stably.

  When the temperature in the engine 31 reaches a predetermined temperature again after the downstream valve body 21 is in the open state, the energizing current to the solenoid 2 is released and the upstream valve body 11 is opened. . The fluid pressure acting on the valve body 11 holds the valve body 11 in an open state against the urging force of the coil spring 18 (see FIG. 4C).

[Other Embodiments]
(1) As shown in FIG. 5, the coolant control valve 1 may be configured such that the upstream first valve mechanism 10 is a thermo valve. The thermo valve includes a thermo case 51, a wax 52 filled in the thermo case 51, a synthetic rubber 53, and a piston 55 with a valve body 54. The valve body 54 is provided with a flow hole 54a having a smaller diameter than the flow hole 21c. When the fluid reaches a predetermined temperature or more, the solid wax 52 expands, the synthetic rubber 53 is compressed, and the piston 55 is pushed down. As a result, the valve body 54 moves to the open position, and a small flow rate mode is set in which fluid flows through the flow hole 21c of the valve body 21 on the downstream side. When the fluid temperature of the thermo valve decreases, the wax 52 contracts, and the synthetic rubber 53 returns to the original state, whereby the piston 55 is pushed up and the valve body 54 moves to the closed position. Although not shown, the first valve mechanism 10 on the upstream side may be configured with a solenoid valve, and the second valve mechanism 20 on the downstream side may be configured with a thermo valve.

(2) As shown in FIG. 6, the coolant control valve 1 includes a valve body 11 on the upstream side and a biasing mechanism (coil spring) 18 that biases the valve body 11 in the closing direction. It may be configured. When the fluid pressure in the inflow port 6 becomes larger than the urging force of the urging mechanism 18 to the valve body 11, the valve body 11 is opened, and a low flow mode is set in which fluid flows through the flow hole 21c of the downstream valve body 21. . Although not shown, the first valve mechanism 10 on the upstream side is configured by a solenoid valve, and the second valve mechanism 20 on the downstream side is biased by a biasing mechanism (coil spring) that biases the valve body 11 and the valve body 11 in the closing direction. ) 18 may be used.

(3) As shown in FIG. 7, the coolant control valve 1 may be configured by arranging a first valve mechanism 10 and a second valve mechanism 20 that are solenoid valves in parallel. A narrow tube 25 branched from the inflow port 6 is connected to the second valve mechanism 20, and the second valve mechanism 20 and the outflow port 7 are connected by a thin tube 26. That is, the present embodiment is configured to separately include an in-valve channel 19 that passes through the first valve mechanism 10 and an in-valve channel 29 that passes through the second valve mechanism 20. The valve body 11 is urged in the closing direction by the coil spring 18, and the valve body 21 is urged in the closing direction by the coil spring 28.

  In order to set the coolant control valve 1 to the small flow rate mode, the energization to the solenoid 3 is stopped while the solenoid 2 is kept energized. Thereby, the valve body 11 of the 1st valve mechanism 10 is maintained in a closed state, and the valve body 21 of the 2nd valve mechanism 20 receives a fluid pressure, and will be in an open state.

(4) In the coolant control valve 1, as shown in FIG. 8, the first valve mechanism 10 is constituted by a solenoid valve, the second valve mechanism 20 is constituted by a thermo valve, and both valve mechanisms 10, 20 are arranged in parallel. You may arrange in. The valve body 54 is provided with a small-diameter circulation hole 54a. Further, as shown in FIG. 9, the first valve mechanism 10 is constituted by a solenoid valve, the second valve mechanism 20 is constituted by a valve body 21 and an urging mechanism 28, and both the valve mechanisms 10 and 20 are arranged in parallel. You may arrange. In any case shown in FIG. 8 and FIG. 9, the small flow rate mode is realized by opening the second valve mechanism 20.

(5) In the above embodiment, the example in which the coolant control valve 1 is applied to the coolant control valve that opens and closes the flow path to the heater core 43 is shown. However, the thermostat valve 36 that opens and closes the flow path to the radiator 33 is shown. You may apply.

(6) In the above embodiment, the solenoid 2 of the coolant control valve 1 is installed around the in-valve channels 9, 19, 29, but at a position away from the coolant channel for reasons such as mounting. It may be installed. The coil springs 18 and 28 are used as urging mechanisms for the valve bodies 11 and 21, but the valve body 11 may be replaced by other moving means such as an air spring, a magnetic force, or gravity acting on the mass of the valve bodies 11 and 21. , 21 may be biased in the closing direction. The means for circulating the cooling water may use not only the water pump 41 but also a pressure accumulator or the like.

(7) In the above embodiment, the coolant control valve 1 is used for the cooling system of the engine 31 main body. However, the coolant control valve 1 may be applied to a catalyst cooling system or a liquid-cooled oil cooler installed in the exhaust pipe. . In addition, the present invention may be applied as a cooling liquid control valve of a cooling system or exhaust heat recovery system of a heat source such as a motor, an inverter, a secondary battery, or a fuel cell used in an electric vehicle.

  The vehicle coolant control valve according to the present invention can be used for a wide range of objects to be cooled in various vehicles.

1 Coolant control valve (Vehicle coolant control valve)
2,3 Solenoid 9, 19, 29 Channel (valve channel)
DESCRIPTION OF SYMBOLS 10 1st valve mechanism 11, 21 Valve body 11c, 21c Flow hole 14, 24 Valve seat 18, 28 Coil spring (biasing mechanism)
20 Second valve mechanism 41 Water pump

Claims (3)

With a valve body that allows fluid to flow,
A valve body that has a magnetic body and controls the flow of fluid; a valve seat that constitutes a flow path of the fluid; A pair of valve mechanisms including a solenoid that maintains a contact state with the seat and a biasing mechanism that biases the valve body toward the valve seat are provided inside the valve body,
Either one of the pair of valve bodies includes a flow hole through which the fluid can flow while the valve body maintains the contact state,
A vehicle coolant control valve in which the pair of solenoids are configured to be individually energized.   The vehicle coolant control valve according to claim 1, wherein the urging mechanism is a coil spring provided across the valve body and the valve body.   The vehicle coolant control valve according to claim 1, wherein the flow hole is provided in a downstream valve body of the pair of valve bodies.

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