US20180355784A1 - Cooling system for internal combustion engine - Google Patents
Cooling system for internal combustion engine Download PDFInfo
- Publication number
- US20180355784A1 US20180355784A1 US15/772,139 US201615772139A US2018355784A1 US 20180355784 A1 US20180355784 A1 US 20180355784A1 US 201615772139 A US201615772139 A US 201615772139A US 2018355784 A1 US2018355784 A1 US 2018355784A1
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- Prior art keywords
- coolant
- internal combustion
- combustion engine
- flow amount
- control valve
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Classifications
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/12—Actuating devices; Operating means; Releasing devices actuated by fluid
- F16K31/126—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a diaphragm, bellows, or the like
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- 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
Definitions
- This invention relates to a cooling system for an internal combustion engine for controlling flow of coolant between the internal combustion engine and a heat exchanger.
- an internal combustion engine for realizing improvement of driving or fuel consumption efficiency under an optimal condition, promotes a warm-up operation at a cold time and implements a cooling operation at a hot time.
- control is effected not to flow the coolant to e.g. a radiator, thus promoting warm-up of the internal combustion engine; and when the temperature of coolant is high, the coolant is allowed to flow to e.g. the radiator, thus controlling the temperature of the coolant to an optimal temperature for fuel combustion.
- Patent Document 1 A technique usable in this type of technique is disclosed in e.g. Patent Document 1.
- a cooling water control valve disclosed in Patent Document 1 includes, in its casing, a valve body for controlling a flow amount of cooling water (corresponding to “coolant” described above) and an actuator for driving this valve body.
- the actuator is configured to be capable of adjusting an opening degree of an opening portion of the valve body, for effecting a flow amount control of the cooling water.
- Patent Document 1 Japanese Unexamined Patent Application Publication No. 2013-249810
- Patent Document 1 controls an opening portion of a valve body by a motor actuator, so flow amount adjustment of cooling water can vary from a very small amount to a large flow amount.
- the technique requires provision of the motor actuator, it can result in cost increase.
- a sensor or the like needs to be provided for detecting the opening degree of the valve body. This can result in further increase of the cost.
- the cooling system comprises:
- a flow amount control valve incorporated in the coolant flow passage and configured to control flow of the coolant flowing in the coolant flow passage
- control section configured to effect switchover from a full opened state to a full closed state of the flow amount control valve based on a supply of a negative pressure produced in the internal combustion engine and to effect also switchover from the full closed state to the full opened state over a second period longer than a first period required for the switchover for the flow amount control valve from the full closed state to the full opened state, in response to stop of the supply of the negative pressure.
- the flow amount control valve can be controlled by a negative pressure produced in the internal combustion engine.
- a motor actuator or an angle senor, etc. the flow (communication) of coolant can be controlled inexpensively.
- the system further comprises:
- a switching valve for switching a pressure to be fed to the control section to either one of a first pressure comprised of the negative pressure produced in the internal combustion engine or a second pressure higher than the first pressure; and a constricted portion for constricting an opening area of a feed passage for feeding a fluid having the second pressure to the switching valve is incorporated in the feed passage.
- the constricted portion it is readily possible for the constricted portion to realize a configuration for setting an opening area of a feed passage for feeding fluid having the second pressure smaller than an opening area of the feed passage for feeding fluid having the first pressure. Therefore, the above-described response relating to the switchover from the full closed state to the full opened state can be realized at low cost.
- control section is configured such that when the flow amount control valve is switched from the full closed state to the full opened state, the control section firstly provides alternation between the full closed state and a released state of the full closed state and then provides switchover to the full opened state.
- the arrangement of delaying the response for the switchover from the full closed state to the full opened state can be provided through control scheme.
- the flow amount control valve includes:
- control section firstly establishes communication between the inlet port and the outlet port via the bypass passage and then establishes communication between the inlet port and the outlet port via the communication passage.
- FIG. 1 is a diagram showing a configuration of a cooling system for an internal combustion engine
- FIG. 2 is a view showing one example of a flow amount control of coolant
- FIG. 3 is a diagram showing a configuration of a cooling system for an internal combustion engine according to a further embodiment
- FIG. 4 is a view showing a flow amount control of coolant according to the further embodiment
- FIG. 5 is a view showing a flow amount control of coolant according to a still further embodiment.
- a cooling system for an internal combustion engine relating to the present invention controls flow (communication) of coolant by utilizing a negative pressure produced in the internal combustion engine.
- a cooling system 1 for an internal combustion engine of this embodiment (to be referred to simply as a “cooling system” hereinafter) will be explained.
- FIG. 1 is a block diagram schematically showing a configuration of the cooling system 1 relating to this embodiment.
- the cooling system 1 includes a coolant flow passage 10 , a flow amount control valve 20 , a control section 30 and a switching valve 40 .
- the coolant flow passage 10 communicates coolant between an internal combustion engine 2 and a heat exchanger 3 .
- the “internal combustion engine 2 ” refers to an engine mounted on a vehicle and configured to output power by combusting fuel such as gasoline, etc.
- the “heat exchanger 3 ” refers to a heater core for effecting heat exchange with coolant. For instance, in case warm-up of the heat exchanger 3 is needed at e.g. the time of start of the internal combustion engine 2 , communication of the coolant to the heat exchanger 3 is stopped for promoting the warm-up of this heat exchanger 3 .
- the coolant is communicated to a radiator 4 for cooling the internal combustion engine 2 .
- Such communications of coolant to the heat exchanger 3 or to the radiator 4 are effected by a water pump 5 .
- a thermostat valve 7 is controlled to set whether the coolant is to be communicated to the heat exchanger 3 or to the radiator 4 .
- the flow amount control valve 20 is incorporated in the coolant flow passage 10 and controls flow (communication) of the coolant to flow in this coolant flow passage 10 .
- the coolant flow passage 10 communicates the coolant between the internal combustion engine 2 and the heat exchanger 3 .
- the flow amount control valve 20 is incorporated in series within such coolant flow passage 10 . Therefore, this flow amount control valve 20 is arranged such that the internal combustion engine 2 , the flow amount control valve 20 and the heat exchanger 3 are disposed in this mentioned order.
- the flow amount control valve 20 is configured to include a communication passage 21 and a bypass passage 22 .
- the communication passage 21 establishes communication between an inlet port 23 and an outlet port 24 .
- the inlet port 23 is a port trough which the coolant enters (introduced) the flow amount control valve 20 .
- the outlet port 24 is a port through which the coolant flows out of (discharged from) the flow amount control valve 20 .
- Such communication passage 21 corresponds to a main flow passage of the coolant that communicates through the flow amount control valve 20 .
- bypass passage 22 establishes communication between the inlet port 23 and the outlet port 24 with bypassing the communication passage 21 .
- the language “bypassing the communication passage 21 ” means that the coolant does not flow through the communication passage 21 . Therefore, the bypass passage 22 is disposed in juxtaposition with the communication passage 21 , between the inlet port 23 and the outlet port 24 .
- Such bypass passage 22 corresponds to an auxiliary flow passage of the coolant that flows in the flow amount control valve 20 .
- the bypass passage 22 is configured such that an opening area of this bypass passage 22 is smaller than an opening area of the communication passage 21 .
- the opening area of the bypass passage 22 can be set to a fraction or one-few hundreds-th of the opening area of the communication passage 21 .
- the bypass passage 22 is constituted of an electromagnetic valve 28 whose opened/closed state is controlled by changing a position of a ball valve 29 in response to an activation signal.
- the flow amount control valve 20 can be a normally opened type in view of fail-safe aspect, in order to prevent blocking of coolant communication in the event of a failure.
- the control section 30 effects control of the opened/closed state of the flow amount control valve 20 .
- control of the opened/closed state of the flow amount control valve 20 means switchover from the full opened state to the full closed state of the flow amount control valve 20 as well as switchover from the full closed state to the full opened state of the flow amount control valve 20 .
- the control section 30 effects such control based on a feeding state of a negative pressure produced in the internal combustion engine 2 .
- a negative pressure produced in the internal combustion engine 2 means a pressure lower than the atmospheric pressure which will develop inside the cylinder when the piston is lowered during an intake stroke of the internal combustion engine 2 .
- control section 30 switches over the flow amount control valve 20 from the full closed state to the full opened state based on (in response to) feeding of such negative pressure, or the control section 30 switches over the flow amount control valve 20 from the full opened state to the full closed state based on (in response to) stop of feeding of such negative pressure.
- the control section 30 is configured to allow feeding of such negative pressure of the internal combustion engine 2 via the switching valve 40 .
- This switching valve 40 is configured as a three-way valve, which switches the pressure to be fed to the control section 30 to either a first pressure which comprises the above-described negative pressure produced in the internal combustion engine 2 or to a second pressure higher than the first pressure.
- the first pressure is a pressure that is lower than the atmospheric pressure and that is produced in the internal combustion engine 2 as described above.
- the second pressure is a pressure higher than the pressure produced in the internal combustion engine 2 .
- the atmospheric pressure is employed in this embodiment.
- the first pressure and the second pressure are fed to a control chamber 31 of the control section 30 .
- the control chamber 31 incorporates therein a spring member 32 and a valve body 33 .
- the valve body 33 is moved toward a pressure feed opening 34 side of the control chamber 31 against an urging force of the spring member 32 .
- a link mechanism 35 is rotated about a rotational axis to rotate a spherical-faced valve 25 of the flow amount control valve 20 inside the valve chamber 26 .
- an opening portion 27 of the communication passage 21 is closed by the spherical-faced valve 25 , thus setting the flow amount control valve 20 into the full closed state.
- the valve body 33 when the second pressure is fed to the control chamber 31 , the valve body 33 , as being urged by the spring member 32 , is moved to the far side of the control valve 31 . With this, the link mechanism 35 is rotated about the rotational axis to rotate the spherical-faced valve 25 of the flow amount control valve 20 inside the valve chamber 26 . With this, the spherical-faced valve 25 is moved away from the opening portion 27 of the communication passage 21 , whereby the flow amount control valve 20 is set to the full opened state.
- the flow amount control valve 20 can be switched over from the full closed state to the full opened state only by stopping feeding of the first pressure. If a period required for switching the flow amount control valve 20 from the full closed state to the full opened state by such stopping of feeding of the first pressure is defined as “first period”.
- the control section 30 is configured to require a “second period” longer than the first period for switching the flow amount control valve 20 from the full closed state to the full opened state. Namely, the control section 30 firstly establishes communication of coolant between the inlet port 23 and the outlet port 24 via the bypass passage 22 which is the auxiliary passage before establishing communication of the coolant to the communication passage 21 which is the main passage and then establishes communication between the inlet port 23 and the outlet port 24 via the communication passage 21 .
- the establishment of communication between the inlet port 23 and the outlet port 24 via the bypass passage 22 takes longer than the period (first period) required for direct establishment of communication between the inlet port 23 and the outlet port 24 via the communication passage 21 , by a period required for the establishment of communication between the inlet port 23 and the outlet port 24 via the bypass passage 22 .
- FIG. 2 shows an example of the flow amount control mode.
- the vertical represents a flow amount of coolant that flows out of the flow amount control valve 20 and the horizontal axis represents a time period.
- the first pressure as a negative pressure produced in the internal combustion engine 2 is fed to the control section 30 .
- the thermostat valve 7 too is under its closed state, so no communication of coolant takes place.
- warm-up of the internal combustion engine 2 is promoted.
- an activation signal is inputted to the electromagnetic valve 28 , thus allowing communication of coolant to the bypass passage 22 .
- coolant is communicated to the bypass passage 22 .
- the second pressure e.g. the atmospheric pressure
- coolant is communicated also to the radiator 4 depending on the temperature of this coolant, whereby the internal combustion engine 2 is cooled.
- FIG. 3 is a block diagram schematically showing such modified configuration of the cooling system 1 .
- a constricted portion 42 is provided in a feed passage 41 through which the second pressure (e.g. the atmospheric pressure) is fed to the switching valve 40 .
- This constricted portion 42 constricts the opening area of the feed passage 41 .
- Such constricted portion 42 can be constituted of a known orifice for example, or can be constituted of a valve for adjusting the opening area.
- the period until the flow amount control valve 20 is switched over from the full closed state to the full opened state can be extended.
- the switchover of the flow amount control valve 20 from the full closed state to the full opened state can proceed gradually, so that the heat in the internal combustion engine 2 can be rendered uniform.
- control section 30 can be alternatively configured such that when the flow amount control valve 20 is switched from the full closed state to the full opened state, the control section 30 firstly alternates between the full closed state and a released state of the full closed state and thereafter switches to the full opened state.
- the full closed state and the released state that allows slight communication of coolant are alternated (effected for a plurality of times) so as to temporarily allow a flow amount sufficiently smaller than the flow amount of coolant under the full opened state, and thereafter the full opened state is provided, whereby the temperature variation of the internal combustion engine 2 can be made small like the foregoing embodiment.
- the present invention can be applied to a cooling system for an internal combustion engine for controlling flow of coolant between the internal combustion engine and a heat exchanger.
- cooling system (cooling system of internal combustion engine)
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Abstract
A cooling system for an internal combustion engine includes a coolant flow passage through which coolant flows between the internal combustion engine and a heat exchanger, a flow amount control valve incorporated in the coolant flow passage and configured to control flow of the coolant flowing in the coolant flow passage, and a control section configured to effect switchover from a full opened state to a full closed state of the flow amount control valve based on a supply of a negative pressure produced in the internal combustion engine and to effect also switchover from the full closed state to the full opened state over a second period longer than a first period required for the switchover for the flow amount control valve from the full closed state to the full opened state, in response to stop of the supply of the negative pressure.
Description
- This invention relates to a cooling system for an internal combustion engine for controlling flow of coolant between the internal combustion engine and a heat exchanger.
- Conventionally, an internal combustion engine, for realizing improvement of driving or fuel consumption efficiency under an optimal condition, promotes a warm-up operation at a cold time and implements a cooling operation at a hot time. Specifically, when the temperature of coolant is low, control is effected not to flow the coolant to e.g. a radiator, thus promoting warm-up of the internal combustion engine; and when the temperature of coolant is high, the coolant is allowed to flow to e.g. the radiator, thus controlling the temperature of the coolant to an optimal temperature for fuel combustion. A technique usable in this type of technique is disclosed in
e.g. Patent Document 1. - A cooling water control valve disclosed in
Patent Document 1 includes, in its casing, a valve body for controlling a flow amount of cooling water (corresponding to “coolant” described above) and an actuator for driving this valve body. The actuator is configured to be capable of adjusting an opening degree of an opening portion of the valve body, for effecting a flow amount control of the cooling water. - Patent Document 1: Japanese Unexamined Patent Application Publication No. 2013-249810
- The technique disclosed in
Patent Document 1 controls an opening portion of a valve body by a motor actuator, so flow amount adjustment of cooling water can vary from a very small amount to a large flow amount. However, since the technique requires provision of the motor actuator, it can result in cost increase. Further, for fine adjustment of the flow amount, a sensor or the like needs to be provided for detecting the opening degree of the valve body. This can result in further increase of the cost. - Then, there is a need for a cooling system for an internal combustion engine that can control flow of coolant at a low cost.
- According to a characterizing feature of a cooling system for an internal combustion engine relating to the present invention, the cooling system comprises:
- a coolant flow passage through which coolant flows between the internal combustion engine and a heat exchanger;
- a flow amount control valve incorporated in the coolant flow passage and configured to control flow of the coolant flowing in the coolant flow passage; and
- a control section configured to effect switchover from a full opened state to a full closed state of the flow amount control valve based on a supply of a negative pressure produced in the internal combustion engine and to effect also switchover from the full closed state to the full opened state over a second period longer than a first period required for the switchover for the flow amount control valve from the full closed state to the full opened state, in response to stop of the supply of the negative pressure.
- With the above-described characterizing feature, the flow amount control valve can be controlled by a negative pressure produced in the internal combustion engine. Thus, there is no need to additionally provide a motor actuator or an angle senor, etc. Thus, the flow (communication) of coolant can be controlled inexpensively. Further, with the above arrangement, it is possible to delay the response in the switchover of the flow amount control valve from the full closed state to the full opened state, as compared with a conventional flow amount control valve. Therefore, it is possible to prevent non-warmed coolant from flowing at one time altogether through the flow amount control valve, so that re-cooling of once warmed-up internal combustion engine or coolant can be suppressed.
- Preferably, the system further comprises:
- a switching valve for switching a pressure to be fed to the control section to either one of a first pressure comprised of the negative pressure produced in the internal combustion engine or a second pressure higher than the first pressure; and a constricted portion for constricting an opening area of a feed passage for feeding a fluid having the second pressure to the switching valve is incorporated in the feed passage.
- With the above-described arrangement, it is readily possible for the constricted portion to realize a configuration for setting an opening area of a feed passage for feeding fluid having the second pressure smaller than an opening area of the feed passage for feeding fluid having the first pressure. Therefore, the above-described response relating to the switchover from the full closed state to the full opened state can be realized at low cost.
- Still preferably, the control section is configured such that when the flow amount control valve is switched from the full closed state to the full opened state, the control section firstly provides alternation between the full closed state and a released state of the full closed state and then provides switchover to the full opened state.
- With the above-described arrangement, the arrangement of delaying the response for the switchover from the full closed state to the full opened state can be provided through control scheme.
- Further preferably:
- the flow amount control valve includes:
-
- a communication passage for communicating an inlet port through which the coolant enters the flow amount control valve to an outlet port through which the coolant flows out of the flow amount control valve; and
- a bypass passage that communicates the inlet port to the outlet port, with bypassing the communication passage; and
- the control section firstly establishes communication between the inlet port and the outlet port via the bypass passage and then establishes communication between the inlet port and the outlet port via the communication passage.
- With the above-described arrangement, prior to communication (flow) of coolant via the communication passage, communication of coolant can be established via the bypass passage. Therefore, by setting the flow amount of coolant that flows via the bypass passage smaller than the flow amount of coolant that flows via the communication passage, the above-described arrangement of delaying response can be realized. Incidentally, such bypass passage can be realized by setting the flow amount area of the bypass passage smaller than that of the communication passage or by intermittent adjustment of the valve opening period of the bypass passage.
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FIG. 1 is a diagram showing a configuration of a cooling system for an internal combustion engine, -
FIG. 2 is a view showing one example of a flow amount control of coolant, -
FIG. 3 is a diagram showing a configuration of a cooling system for an internal combustion engine according to a further embodiment, -
FIG. 4 is a view showing a flow amount control of coolant according to the further embodiment, -
FIG. 5 is a view showing a flow amount control of coolant according to a still further embodiment. - A cooling system for an internal combustion engine relating to the present invention controls flow (communication) of coolant by utilizing a negative pressure produced in the internal combustion engine. Next, a
cooling system 1 for an internal combustion engine of this embodiment (to be referred to simply as a “cooling system” hereinafter) will be explained. -
FIG. 1 is a block diagram schematically showing a configuration of thecooling system 1 relating to this embodiment. As shown inFIG. 1 , thecooling system 1 includes acoolant flow passage 10, a flowamount control valve 20, acontrol section 30 and aswitching valve 40. - The
coolant flow passage 10 communicates coolant between aninternal combustion engine 2 and aheat exchanger 3. Here, the “internal combustion engine 2” refers to an engine mounted on a vehicle and configured to output power by combusting fuel such as gasoline, etc. The “heat exchanger 3” refers to a heater core for effecting heat exchange with coolant. For instance, in case warm-up of theheat exchanger 3 is needed at e.g. the time of start of theinternal combustion engine 2, communication of the coolant to theheat exchanger 3 is stopped for promoting the warm-up of thisheat exchanger 3. With this, when warm-up of inside of a vehicle cabin is to be effected for instance, it is possible to reduce a time period required until warm or hot air can be supplied into the vehicle cabin. On the other hand, when such warm-up of theheat exchanger 3 is not needed, coolant can be communicated to theheat exchanger 3 for cooling thisheat exchanger 3. - Further, when cooling of the
internal combustion engine 2 becomes necessary, the coolant is communicated to a radiator 4 for cooling theinternal combustion engine 2. Such communications of coolant to theheat exchanger 3 or to the radiator 4 are effected by a water pump 5. And, according to a temperature of the coolant detected by a water temperature sensor 6, a thermostat valve 7 is controlled to set whether the coolant is to be communicated to theheat exchanger 3 or to the radiator 4. - The flow
amount control valve 20 is incorporated in thecoolant flow passage 10 and controls flow (communication) of the coolant to flow in thiscoolant flow passage 10. As described above, thecoolant flow passage 10 communicates the coolant between theinternal combustion engine 2 and theheat exchanger 3. The flowamount control valve 20 is incorporated in series within suchcoolant flow passage 10. Therefore, this flowamount control valve 20 is arranged such that theinternal combustion engine 2, the flowamount control valve 20 and theheat exchanger 3 are disposed in this mentioned order. - In this embodiment, the flow
amount control valve 20 is configured to include acommunication passage 21 and abypass passage 22. Thecommunication passage 21 establishes communication between aninlet port 23 and anoutlet port 24. Theinlet port 23 is a port trough which the coolant enters (introduced) the flowamount control valve 20. Theoutlet port 24 is a port through which the coolant flows out of (discharged from) the flowamount control valve 20.Such communication passage 21 corresponds to a main flow passage of the coolant that communicates through the flowamount control valve 20. - On the other hand, the
bypass passage 22 establishes communication between theinlet port 23 and theoutlet port 24 with bypassing thecommunication passage 21. There, the language “bypassing thecommunication passage 21” means that the coolant does not flow through thecommunication passage 21. Therefore, thebypass passage 22 is disposed in juxtaposition with thecommunication passage 21, between theinlet port 23 and theoutlet port 24.Such bypass passage 22 corresponds to an auxiliary flow passage of the coolant that flows in the flowamount control valve 20. Thebypass passage 22 is configured such that an opening area of thisbypass passage 22 is smaller than an opening area of thecommunication passage 21. For instance, advantageously, the opening area of thebypass passage 22 can be set to a fraction or one-few hundreds-th of the opening area of thecommunication passage 21. Thebypass passage 22 is constituted of anelectromagnetic valve 28 whose opened/closed state is controlled by changing a position of a ball valve 29 in response to an activation signal. Incidentally, advantageously, the flowamount control valve 20 can be a normally opened type in view of fail-safe aspect, in order to prevent blocking of coolant communication in the event of a failure. - The
control section 30 effects control of the opened/closed state of the flowamount control valve 20. Here, “control of the opened/closed state of the flowamount control valve 20” means switchover from the full opened state to the full closed state of the flowamount control valve 20 as well as switchover from the full closed state to the full opened state of the flowamount control valve 20. Thecontrol section 30 effects such control based on a feeding state of a negative pressure produced in theinternal combustion engine 2. Here, “a negative pressure produced in theinternal combustion engine 2” means a pressure lower than the atmospheric pressure which will develop inside the cylinder when the piston is lowered during an intake stroke of theinternal combustion engine 2. Then, thecontrol section 30 switches over the flowamount control valve 20 from the full closed state to the full opened state based on (in response to) feeding of such negative pressure, or thecontrol section 30 switches over the flowamount control valve 20 from the full opened state to the full closed state based on (in response to) stop of feeding of such negative pressure. - The
control section 30 is configured to allow feeding of such negative pressure of theinternal combustion engine 2 via the switchingvalve 40. This switchingvalve 40 is configured as a three-way valve, which switches the pressure to be fed to thecontrol section 30 to either a first pressure which comprises the above-described negative pressure produced in theinternal combustion engine 2 or to a second pressure higher than the first pressure. Here, the first pressure is a pressure that is lower than the atmospheric pressure and that is produced in theinternal combustion engine 2 as described above. The second pressure is a pressure higher than the pressure produced in theinternal combustion engine 2. As such “second pressure”, the atmospheric pressure is employed in this embodiment. The first pressure and the second pressure are fed to acontrol chamber 31 of thecontrol section 30. - The
control chamber 31 incorporates therein aspring member 32 and avalve body 33. When the first pressure is fed to thecontrol chamber 31, thevalve body 33 is moved toward a pressure feed opening 34 side of thecontrol chamber 31 against an urging force of thespring member 32. In response to this, alink mechanism 35 is rotated about a rotational axis to rotate a spherical-facedvalve 25 of the flowamount control valve 20 inside thevalve chamber 26. With this, an openingportion 27 of thecommunication passage 21 is closed by the spherical-facedvalve 25, thus setting the flowamount control valve 20 into the full closed state. - On the other hand, when the second pressure is fed to the
control chamber 31, thevalve body 33, as being urged by thespring member 32, is moved to the far side of thecontrol valve 31. With this, thelink mechanism 35 is rotated about the rotational axis to rotate the spherical-facedvalve 25 of the flowamount control valve 20 inside thevalve chamber 26. With this, the spherical-facedvalve 25 is moved away from the openingportion 27 of thecommunication passage 21, whereby the flowamount control valve 20 is set to the full opened state. - Here, the flow
amount control valve 20 can be switched over from the full closed state to the full opened state only by stopping feeding of the first pressure. If a period required for switching the flowamount control valve 20 from the full closed state to the full opened state by such stopping of feeding of the first pressure is defined as “first period”. In this embodiment, thecontrol section 30 is configured to require a “second period” longer than the first period for switching the flowamount control valve 20 from the full closed state to the full opened state. Namely, thecontrol section 30 firstly establishes communication of coolant between theinlet port 23 and theoutlet port 24 via thebypass passage 22 which is the auxiliary passage before establishing communication of the coolant to thecommunication passage 21 which is the main passage and then establishes communication between theinlet port 23 and theoutlet port 24 via thecommunication passage 21. - Therefore, the establishment of communication between the
inlet port 23 and theoutlet port 24 via thebypass passage 22 takes longer than the period (first period) required for direct establishment of communication between theinlet port 23 and theoutlet port 24 via thecommunication passage 21, by a period required for the establishment of communication between theinlet port 23 and theoutlet port 24 via thebypass passage 22. With this arrangement, it is possible to suppress occurrence of inconvenience of cooling of theinternal combustion engine 2 with introduction of coolant having a lower temperature than the temperature of this internal combustion engine after warm-up, in spite of thisinternal combustion engine 2 being actually warmed up. Incidentally, it is possible to arrange such that coolant may be communicated also to thebypass passage 22 or not communicated to thisbypass passage 22, when coolant is flowing in thecommunication passage 21. - Next, a mode of the flow amount control of coolant by the
cooling system 1 will be explained.FIG. 2 shows an example of the flow amount control mode. In thisFIG. 2 , the vertical represents a flow amount of coolant that flows out of the flowamount control valve 20 and the horizontal axis represents a time period. As described above, the flowamount control valve 20 is a normally opened type. Therefore, thisvalve 20 is maintained under its full opened state until theinternal combustion engine 2 is started at t=t1. - When the
internal combustion engine 2 is started at t=t1, the first pressure as a negative pressure produced in theinternal combustion engine 2 is fed to thecontrol section 30. In response to this, the flowamount control valve 20 is switched over from the full opened state to the full closed state (t=t2). At this time, the thermostat valve 7 too is under its closed state, so no communication of coolant takes place. Thus, warm-up of theinternal combustion engine 2 is promoted. - Upon completion of the warm-up of the internal combustion engine 2 (t=t3), an activation signal is inputted to the
electromagnetic valve 28, thus allowing communication of coolant to thebypass passage 22. With this, coolant is communicated to thebypass passage 22. As the coolant is communicated also to theinternal combustion engine 2 under this state, heat will be equalized over the entire internal combustion engine 2 (t=t3-t4). Thereafter, in order to effect heat exchange between the coolant and theheat exchanger 3, the feeding of the first pressure to thecontrol chamber 31 of thecontrol section 30 is stopped, whereby the second pressure (e.g. the atmospheric pressure) higher than the first pressure is fed. In response to this, the flowamount control valve 20 is shifted to the full opened state (t=t5). Further, coolant is communicated also to the radiator 4 depending on the temperature of this coolant, whereby theinternal combustion engine 2 is cooled. - In this way, according to this
cooling system 1, when the flowamount control valve 20 is to be switched over from the full closed state to the full opened state, during t3-t4, firstly, coolant is communicated via thebypass passage 22 as the auxiliary passage by an amount sufficiently smaller than the flow amount of coolant by thecommunication passage 21 as a main flow passage; thereafter, the coolant is communicated via thecommunication passage 21. Therefore, in comparison with a period (first period) required for switchover of the flowamount control valve 20 from the full closed state to the full opened state, which is the arrangement of communicating the coolant via thecommunication passage 21 alone, the flowamount control valve 20 is switched over from the full closed state to the full opened state, taking a longer period (second period). - In the foregoing embodiment, it was explained that the flow
amount control valve 20 includes thecommunication passage 21 and thebypass passage 22. Alternatively, the flowamount control valve 20 may not include thebypass passage 22.FIG. 3 is a block diagram schematically showing such modified configuration of thecooling system 1. - In this embodiment, since the
bypass passage 22 is not provided in the flowamount control valve 20, theelectromagnetic valve 28 for controlling communication state of thisbypass passage 22 is not provided, either. On the other hand, aconstricted portion 42 is provided in afeed passage 41 through which the second pressure (e.g. the atmospheric pressure) is fed to the switchingvalve 40. This constrictedportion 42 constricts the opening area of thefeed passage 41. Suchconstricted portion 42 can be constituted of a known orifice for example, or can be constituted of a valve for adjusting the opening area. With this, the period until thecontrol chamber 31 is filled with fluid having the atmospheric pressure is set longer than the period until thecontrol chamber 31 is filled with the atmospheric pressure fluid in case no such constrictedportion 42 is provided in thefeed passage 41. Namely, as indicated by t4-t5 inFIG. 4 , the period until the flowamount control valve 20 is switched over from the full closed state to the full opened state can be extended. Thus, like the foregoing embodiment, the switchover of the flowamount control valve 20 from the full closed state to the full opened state can proceed gradually, so that the heat in theinternal combustion engine 2 can be rendered uniform. - Further, the
control section 30 can be alternatively configured such that when the flowamount control valve 20 is switched from the full closed state to the full opened state, thecontrol section 30 firstly alternates between the full closed state and a released state of the full closed state and thereafter switches to the full opened state. With this configuration, as shown inFIG. 5 , during t3-t4, the full closed state and the released state that allows slight communication of coolant are alternated (effected for a plurality of times) so as to temporarily allow a flow amount sufficiently smaller than the flow amount of coolant under the full opened state, and thereafter the full opened state is provided, whereby the temperature variation of theinternal combustion engine 2 can be made small like the foregoing embodiment. - The present invention can be applied to a cooling system for an internal combustion engine for controlling flow of coolant between the internal combustion engine and a heat exchanger.
- 1: cooling system (cooling system of internal combustion engine)
- 2: internal combustion engine
- 3: heat exchanger
- 10: coolant flow passage
- 20: flow amount control valve
- 21: communication passage
- 22: bypass passage
- 23: inlet port
- 24: outlet port
- 30: control section
- 40: switching valve
- 41: feed passage
- 42: constricted portion
Claims (4)
1. A cooling system for an internal combustion engine, the cooling system comprising:
a coolant flow passage through which coolant flows between the internal combustion engine and a heat exchanger;
a flow amount control valve incorporated in the coolant flow passage and configured to control flow of the coolant flowing in the coolant flow passage; and
a control section configured to effect switchover from a full opened state to a full closed state of the flow amount control valve based on a supply of a negative pressure produced in the internal combustion engine and to effect also switchover from the full closed state to the full opened state over a second period longer than a first period required for the switchover for the flow amount control valve from the full closed state to the full opened state, in response to stop of the supply of the negative pressure.
2. The cooling system for an internal combustion engine of claim 1 , wherein:
the system further comprises
a switching valve for switching a pressure to be fed to the control section to either one of a first pressure comprised of the negative pressure produced in the internal combustion engine or a second pressure higher than the first pressure; and
a constricted portion for constricting an opening area of a feed passage for feeding a fluid having the second pressure to the switching valve is incorporated in the feed passage.
3. The cooling system for an internal combustion engine of claim 1 , wherein the control section is configured such that when the flow amount control valve is switched from the full closed state to the full opened state, the control section firstly provides alternation between the full closed state and a released state of the full closed state and then provides switchover to the full opened state.
4. The cooling system for an internal combustion engine of claim 1 , wherein:
the flow amount control valve includes:
a communication passage for communicating an inlet port through which the coolant enters the flow amount control valve to an outlet port through which the coolant flows out of the flow amount control valve; and
a bypass passage that communicates the inlet port to the outlet port, with bypassing the communication passage; and
the control section firstly establishes communication between the inlet port and the outlet port via the bypass passage and then establishes communication between the inlet port and the outlet port via the communication passage.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2015-228531 | 2015-11-24 | ||
JP2015228531A JP2017096152A (en) | 2015-11-24 | 2015-11-24 | Cooling system of internal combustion engine |
PCT/JP2016/083790 WO2017090483A1 (en) | 2015-11-24 | 2016-11-15 | Internal-combustion engine cooling system |
Publications (1)
Publication Number | Publication Date |
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US20180355784A1 true US20180355784A1 (en) | 2018-12-13 |
Family
ID=58764131
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US15/772,139 Abandoned US20180355784A1 (en) | 2015-11-24 | 2016-11-15 | Cooling system for internal combustion engine |
Country Status (4)
Country | Link |
---|---|
US (1) | US20180355784A1 (en) |
EP (1) | EP3382176A1 (en) |
JP (1) | JP2017096152A (en) |
WO (1) | WO2017090483A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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JP7350668B2 (en) * | 2020-02-12 | 2023-09-26 | 日本サーモスタット株式会社 | Valve unit |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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US6568356B1 (en) * | 2000-07-12 | 2003-05-27 | Aisan Kogyo Kabushiki Kaisha | Cooling water flow control system for internal combustion engine |
US20130221116A1 (en) * | 2012-02-28 | 2013-08-29 | Suzuki Motor Corporation | Cooling water control valve apparatus |
US20150113978A1 (en) * | 2013-10-24 | 2015-04-30 | Norfolk Southern Corporation | System and Method for an Aftercooler Bypass |
US20160273671A1 (en) * | 2014-07-31 | 2016-09-22 | Inzi Controls Co. Ltd. | Fail safety coolant control valve |
Family Cites Families (9)
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JPS57168017A (en) * | 1981-04-08 | 1982-10-16 | Nissan Motor Co Ltd | Control device of cooling in water-cooled internal combustion engine |
JPS57181919A (en) * | 1981-04-30 | 1982-11-09 | Fuji Heavy Ind Ltd | Cooling controller for water-cooled engine |
JPS584730U (en) * | 1981-07-01 | 1983-01-12 | 日産自動車株式会社 | Coolant temperature control device |
JPS58106125A (en) * | 1981-12-17 | 1983-06-24 | Nissan Motor Co Ltd | Control method of cooling fluid temperature in internal-combustion engine |
JPS58118217U (en) * | 1982-02-04 | 1983-08-12 | 日産自動車株式会社 | Automotive internal combustion engine cooling system |
JPH01179119U (en) * | 1988-06-09 | 1989-12-22 | ||
JP2011214566A (en) * | 2010-04-02 | 2011-10-27 | Toyota Motor Corp | Cooling device for on-vehicle internal combustion engine |
JP5925604B2 (en) | 2012-06-01 | 2016-05-25 | 株式会社ミクニ | Cooling water control valve |
JP2014231825A (en) * | 2013-05-30 | 2014-12-11 | アイシン精機株式会社 | Engine cooling device |
-
2015
- 2015-11-24 JP JP2015228531A patent/JP2017096152A/en not_active Withdrawn
-
2016
- 2016-11-15 US US15/772,139 patent/US20180355784A1/en not_active Abandoned
- 2016-11-15 WO PCT/JP2016/083790 patent/WO2017090483A1/en unknown
- 2016-11-15 EP EP16868431.4A patent/EP3382176A1/en not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6568356B1 (en) * | 2000-07-12 | 2003-05-27 | Aisan Kogyo Kabushiki Kaisha | Cooling water flow control system for internal combustion engine |
US20130221116A1 (en) * | 2012-02-28 | 2013-08-29 | Suzuki Motor Corporation | Cooling water control valve apparatus |
US20150113978A1 (en) * | 2013-10-24 | 2015-04-30 | Norfolk Southern Corporation | System and Method for an Aftercooler Bypass |
US20160273671A1 (en) * | 2014-07-31 | 2016-09-22 | Inzi Controls Co. Ltd. | Fail safety coolant control valve |
Also Published As
Publication number | Publication date |
---|---|
JP2017096152A (en) | 2017-06-01 |
EP3382176A4 (en) | 2018-10-03 |
EP3382176A1 (en) | 2018-10-03 |
WO2017090483A1 (en) | 2017-06-01 |
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