• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    vehicle cooling device. The present invention relates to a vehicle refrigeration device which can be easily reduced in size and which is unlikely to increase energy consumption. the vehicle refrigeration device is provided with a pump (2), a plurality of circulation paths (r1, r2) connected to the pump (2) to circulate the refrigerant between the refrigerating object of a vehicle and a heat exchanger, a solenoid valve (6) capable of opening and closing at least one of the plurality of circulation paths, and a control unit (7) for controlling the operation of the pump (2). the solenoid valve (6) includes a valve body (10) that is displaceable between a position in which the valve body (10) is separate from the valve seat (9) and a position in which the valve body (10) is in contact with the valve seat (9), the valve body (10) being held in contact with the valve seat (9), and a solenoid (12) capable of maintaining contact between the valve body (10 ) and the valve seat (9) due to its energization. the valve body (10) is provided in a way that allows refrigerant fluid pressure to move the valve body (10) to the position in which the valve body (10) is separated from the valve seat (9) when the solenoid (12) is not energized and the pump (2) is in operation, and the control unit (7) is configured to be able to perform the control to stop the pump (2) and start energizing the solenoid ( 12) when it determines that the conditions are ready to stop the circulation of the refrigerant through the circulation path in which the solenoid valve (6) is disposed.
    公开号:BR112013019956B1
    申请号:R112013019956-3
    申请日:2012-01-12
    公开日:2021-07-13
    发明作者:Masanobu Matsusaka；Tadayoshi Sato；Hirohisa Takano
    申请人:Aisin Seiki Kabushiki Kaisha；
    IPC主号:
    专利说明:

    Technical Field
    [0001] The present invention relates to a vehicle cooling device for use with the cooling system for an engine or the like. Previous Technique
    [0002] A vehicle cooling device includes, for example, an electric pump, a motor as a cooling object, a heat exchanger, a circulation path for the circulation of coolant between the engine and the heat exchanger by operation pump, and a solenoid valve capable of opening and closing the circulation path. This solenoid valve may be of the type where the valve body is brought into contact with the valve seat by the biasing force of a biasing member when the solenoid is not energized to switch the valve to a closed state, and the valve body is moved against the biasing force of the biasing member by energizing the solenoid to switch the valve to an open state (see, for example, JP 2849791 B). Consequently, in order to circulate the refrigerant between the refrigeration object and the heat exchanger, it is necessary to energize the solenoid to move the valve body against the biasing force of the biasing member and also to maintain the energized state.
    [0003] Other vehicle cooling devices are known from documents DE 10354230 A1, EP0001195 A1, DE10250157 A1 and DE 19635044 A1. Invention Summary
    [0004] The conventional vehicle cooling device requires a solenoid valve with a wide actuation force achieved by energizing a solenoid to be able to move the valve body to an open position against the biasing force of the biasing member. This can result in a larger unit size.
    [0005] Additionally, in order to circulate refrigerant through the circulation paths, the energized state of the solenoid valve solenoid needs to be maintained, thereby potentially increasing energy consumption.
    [0006] An objective of the present invention, in light of the above circumstances, is to provide a vehicle cooling device that can be easily shrunk in size and that is unlikely to increase energy consumption.
    [0007] A first configuration of the vehicle refrigeration device according to the present invention is characterized in that it comprises: a pump; a plurality of circulation paths connected to the pump for circulating coolant between a vehicle's cooling object and a heat exchanger; a solenoid valve capable of opening and closing at least one of the plurality of circulation paths; and a control unit to control the operation of the pump; wherein the solenoid valve includes a valve body that is displaceable between a position where the valve body is separate from the valve seat and a position where the valve body is in contact with the valve seat, the valve body being kept in contact with the valve seat, and a solenoid capable of maintaining contact between the valve body and the valve seat due to its energization; wherein the valve body is provided in a way that allows refrigerant fluid pressure to move the valve body to the position where the valve body is separated from the valve seat when the solenoid is not energized and the pump is in operation; and in which the control unit is configured to be able to carry out the control to stop the pump and start energizing the solenoid when it determines that the conditions are ready to stop the circulation of the refrigerant through the circulation path in which the solenoid valve is arranged .
    [0008] In the vehicle refrigeration device with this configuration, the solenoid valve includes a valve body that is displaceable between a position in which the valve body is separated from the valve seat and a position in which the valve body is in contact with the valve seat, the valve body being held in contact with the valve seat, and a solenoid capable of maintaining contact between the valve body and valve seat due to energization. Thus, it is possible to keep the solenoid valve in a closed state with the valve body contacting the valve seat by energizing the solenoid.
    [0009] Additionally, the valve body is provided in a way that allows refrigerant fluid pressure to move the valve body to the position in which the valve body is separated from the valve seat when the solenoid is not energized and the pump is in operation. Consequently, when the solenoid is not energized with the pump running, the fluid pressure of the refrigerant acts on the valve body to switch the solenoid valve to an open state and is able to maintain the open state.
    [00010] For example, if a single refrigerant circulation path is connected to the pump, the pump can be stopped to stop refrigerant circulation through the refrigerant circulation path. However, if a plurality of refrigerant circulation paths are connected to the pump, the pump continues to operate even if conditions are ready to stop the circulation of refrigerant through the circulation path, as long as the refrigerant needs to circulate through the other circulation paths. of refrigeration. This means that the refrigerant continues to circulate through the circulation paths that do not require refrigeration.
    [00011] However, if a stopable solenoid valve is arranged in the refrigerant circulation path, it is possible to selectively stop refrigerant circulation by energizing the solenoid to close the solenoid valve. As long as the pump is in operation, the valve body is still separated from the valve seat by the fluid pressure of the refrigerant. A solenoid that generates a large electromagnetic force is required to bring the valve body from this state to contact with the valve seat.
    [00012] However, in the vehicle cooling device with the above configuration, the control unit, which controls the operation of the pump, is configured to be able to perform the control to stop the pump and initiate solenoid energization when it determines that the conditions are ready to stop the circulation of the refrigerant through the circulation path in which the solenoid valve is arranged.
    [00013] Consequently, if there is a circulation path among the plurality of paths by which the refrigerant circulation can be stopped when the water pump is in operation, the operation of the water pump is temporarily interrupted, so that the body of the valve is no longer subjected to the fluid pressure of the refrigerant. The solenoid is then energized to bring the valve body into contact with the valve seat, thereby placing the solenoid valve in the closed state.
    [00014] This means that in the vehicle cooling device with this configuration, a compact solenoid valve with a small actuating force and reduced power consumption can be reliably switched between the closed state by energizing the solenoid and the open state by pressure coolant fluid. This can facilitate the downsizing and reduced energy consumption of the vehicle cooling device. Furthermore, the solenoid valve can be switched to the closed state from the condition where refrigerant is circulated through the plurality of refrigerant circulation paths connected to the pump. This stops refrigerant circulation unnecessary to a refrigerant circulation path and thereby improves fuel efficiency.
    [00015] A second configuration of the vehicle cooling device, according to the present invention, is characterized in that the vehicle cooling object comprises a cylinder head and an engine block, and the solenoid valve is arranged in the path of circulation that circulates the coolant between the engine block and the heat exchanger.
    [00016] If the vehicle's cooling object includes a cylinder head and an engine block, the coolant needs to be readily circulated through the cylinder head, provided it reaches high temperatures shortly after starting the engine. The engine block, however, does not require immediate coolant circulation, as the engine block temperature takes longer to rise than that of the cylinder head. Consequently, if, as in this configuration, a solenoid valve is disposed in the circulation path that circulates the refrigerant between the engine block and the heat exchanger, the refrigerant can be readily circulated through the cylinder head by operating the pump and the refrigerant can be circulated through the engine block by not energizing the solenoid valve solenoid in addition to a pump operation. This stops the unnecessary circulation of coolant through the engine block and improves fuel efficiency.
    [00017] A third configuration of the vehicle refrigeration device, according to the present invention, is characterized in that the control unit is configured to be able to effect the control to restart the pump following a predetermined period of time after the interruption.
    [00018] When the operation of the pump is temporarily interrupted in order to close the solenoid valve disposed in one of a plurality of circulation paths, temperatures are often high in the circulation paths and the like in which the solenoid valve is not disposed. Consequently, it is preferable to minimize the time when pump operation is stopped. If the pump is stopped, the solenoid valve is closed and the pump is subsequently restarted, for example, upon receipt of a demand for restart for a plurality of circulation paths, handling the demand may take a longer time or the pump may not restart due to a control error.
    [00019] If, however, as in this configuration, the control unit is configured to be able to effect control to restart the pump following a predetermined period of time after interruption, it is ensured that the refrigerant circulation is from a plurality of circulation paths for which refrigerant circulation is most crucial. Additionally, by adjusting the predetermined time to the time required for the solenoid valve to be fully closed, circulation of the refrigerant through the circulation path can be resumed more readily.
    [00020] A fourth configuration of the vehicle cooling device according to the present invention is characterized by comprising: a pump; a plurality of circulation paths connected to the pump for circulating coolant between a vehicle's cooling object and a heat exchanger; a solenoid valve capable of opening and closing at least one of the plurality of circulation paths; and a control unit to control the operation of the pump; wherein the solenoid valve includes a valve body that is displaceable between a position in which the valve body is separated from the valve seat and a position in which the valve body is in contact with the valve seat, the valve body being kept in contact with the valve seat, and a solenoid capable of maintaining contact between the valve body and the valve seat due to its energization; wherein the valve body is provided in a way that allows refrigerant fluid pressure to move the valve body to the position where the valve body is separated from the valve seat when the solenoid is not energized and the pump is in operation; and in which the control unit is configured to be able to carry out the control to start the solenoid energizing before the pump is activated, when it determines that the conditions are ready to stop the circulation of the refrigerant through the circulation path in which it is disposed to solenoid valve.
    [00021] In the vehicle cooling device with this configuration, the control unit, which controls the operation of the pump, is configured to be able to control to start the solenoid energizing before the pump is activated, when it determines that the conditions are ready to stop the circulation of the refrigerant through the circulation path in which the solenoid valve is disposed.
    [00022] Consequently, if there is a circulation path by which the refrigerant circulation can be stopped, the solenoid is energized to make the valve body contact the valve seat, thereby placing the solenoid valve in the closed state, while the valve body is not subjected to fluid pressure from the refrigerant before the pump is started.
    [00023] This means that, in the vehicle cooling device with this configuration, a compact solenoid valve with a small actuating force and reduced power consumption can be reliably switched between the closed state by energizing the solenoid and the open state by pressure coolant fluid. This can facilitate the reduction in size and reduced energy consumption of the vehicle cooling device. Brief Description of Drawings
    [00024] Fig. 1 is a schematic diagram describing a vehicle cooling device.
    [00025] Fig. 2 shows a solenoid valve; Fig. 2(a) is a vertical cross-section with the solenoid valve in its closed state and Fig. 2(b) is a vertical cross-section with the solenoid valve in its open state.
    [00026] Fig. 3 is a control flowchart for a control unit.
    [00027] Fig. 4 is a diagram relating the water temperature of an engine and the operating states of a pump and solenoid valve.
    [00028] Fig. 5 is a control flowchart for the control unit of a second mode.
    [00029] Fig. 6 is a control flowchart for the control unit of a third mode. Description of Modalities
    [00030] Embodiments of the present invention will now be described with reference to the drawings.
    [00031] Fig. 1 shows a vehicle cooling device according to the present invention. The vehicle cooling device includes a vehicle drive engine 1 having a cylinder head 1A and an engine block 1B, an electric water pump 2, heat exchangers such as a radiator 3 and a heating core 4 for heating the cabin, a first circulation path R1, and a second circulation path R2. The first circulation path R1, through the operation of the water pump 2, provides the circulation of coolant between the cylinder head 1A of the engine 1 and the radiator 3 or heating core 4. The second circulation path R2, through the operating the water pump 2, provides circulation of coolant between the engine block 1B of the engine 1 and the radiator 3 or the heating core 4. The vehicle cooling device additionally includes a thermostatic valve 5 connected to the first circulation path R1 and the second circulation path R2, a solenoid valve 6 capable of opening and closing the second circulation path R2, and a control unit 7 that controls the operation of the water pump 2.
    [00032] The thermostatic valve 5 is connected in the part of the circulation path located between the refrigerant outlet opening 3b of the radiator 3 and the refrigerant inlet opening 2a of the water pump 2. Consequently, the volume of refrigerant flow in the Circulation path from engine 1 (cylinder head 1A and engine block 1B) to radiator 3 is controlled according to the degree of opening of thermostatic valve 5. Coolant outlet opening 4b of heating core 4 is connected to the refrigerant inlet opening 2a of the water pump 2 through a flow path (not shown) formed in the thermostatic valve housing 5.
    [00033] Solenoid valve 6 is connected to the second circulation path R2 adjacent to the coolant outlet opening (not shown) of engine block 1B. Fig. 2(a) shows solenoid valve 6 in its closed state and Fig. 2(b) shows solenoid valve 6 in its open state. The solenoid valve 6 includes a housing 8, a valve body 10 supported so as to be displaceable between a position in which the valve body is separated from the valve seat 9 and a position in which the valve body is in contact with the valve seat 9, a biasing member 11 that biases and holds valve body 10 in contact with valve seat 9, and a solenoid 12 capable of maintaining contact between valve body 10 and valve seat 9 due to your energizing.
    [00034] The housing 8 includes a coolant inlet passage 13, a coolant outlet passage 14, an opening 15 formed concentrically and opposite the coolant inlet passage 13, and a cap 16 that seals the opening 15 The refrigerant outlet passage 14 is arranged orthogonally with respect to the refrigerant inlet passage 13.
    [00035] The solenoid 12 is electrically connected to a driver circuit through a connector (not shown) and includes a body 19 formed of a magnetic material, such as iron, in a double tube configuration with an outer diametral portion 17 and an inner diametrical portion 18, a coil 20 made of an insulating material fitted concentrically within the body 19, and an insulated copper wire 21 wound around the coil 20. The body 19 is fitted to the housing 8 in such a way that the passage of coolant 13 is concentrically disposed within the inner diametral portion 18.
    [00036] The valve seat 9 is formed at the end of the body 19 that faces the cap 16. The valve body 10 is supported, for example, by a cylindrical bearing 22 formed, for example, on the cap 16 in order to can be moved between a position in which the valve body 10 is separated from the valve seat 9 and a position in which the body is in contact with the valve seat 9. The biasing member 11, which holds the valve body 10 in place. contact with valve seat 9, is made of a coil spring fitted between cap 16 and valve body 10.
    [00037] The valve body 10 is made of a magnetic material, such as iron, so that when the solenoid 12 is magnetized by energizing, the valve body 10 is pulled to the valve seat 9 formed in the body 19, thereby placing the valve in the closed state, in which the valve body 10 is held in contact with the valve seat 9. When the solenoid 12 is not energized, the biasing force of the spiral compression spring (pronging member) 11 holds valve body 10 in contact with valve seat 9.
    [00038] Consequently, when the water pump 2 is in operation with the solenoid 12 not energized, the fluid pressure of the refrigerant flowing in the refrigerant inlet passage 13 causes the valve body 10 to move to the separate seat position. of the valve 9 against the biasing force of the coiled compression spring 11, thereby placing the solenoid valve 6 in the open state. As a result, the refrigerant flows through the refrigerant outlet passage 14 and enters the refrigerant inlet opening 4a of the heating core 4.
    [00039] The water pump 2 is provided to carry the refrigerant through the first circulation path R1 and the second circulation path R2. In this mode, the first circulation path R1 and the second circulation path R2 have a shared path portion and the water pump 2 is disposed close to the coolant inlet opening of the engine 1 in the shared portion. Furthermore, since it is an electric pump, the water pump 2 can be operated independently of the operating conditions of the engine 1. Consequently, even when the engine 1 is stopped, by the operation of the water pump 2 the refrigerant can be transported through the first circulation path R1 or by both first circulation path R1 and second circulation path R2.
    [00040] Control unit 7, for example, receives signals from a water temperature sensor (not shown) arranged near the refrigerant outlet opening of cylinder block 1A to control the operation of water pump 2 and valve solenoid 6. The control operation performed by the control unit 7 will be described below with reference to Figs. 3 and 4.
    [00041] Fig. 4 shows the relationship between the water temperature in cylinder head 1A of engine 1 ("the engine water temperature" hereinafter) and the operation of water pump 2 and solenoid valve 6. As shown in Fig. 4, when engine water temperature is below temperature T1, water pump 2 is stopped and solenoid valve 6 is in the closed state. Consequently, no coolant is supplied to either cylinder head 1A or cylinder block 1B of engine 1 (complete stop).
    [00042] When engine water temperature is above temperature T1 and below temperature T2, water pump 2 is put into operation and solenoid 12 is energized to keep solenoid valve 6 in the closed state. Consequently, between cylinder head 1A and engine block 1B of engine 1, coolant is only supplied to cylinder head 1A ("block closure").
    [00043] When the engine water temperature rises further to exceed temperature T2, the solenoid is no longer energized, thereby placing solenoid valve 6 in the open state. Consequently, coolant is supplied to both cylinder head 1A and cylinder block 1B of engine 1 (full flow).
    [00044] As shown in the flowchart in Fig. 3, after the ignition key is inserted into the key cylinder and the ignition turned on (Step No.1), initially the water pump 2 remains stopped (Step No.2) and the energizing solenoid 12 of solenoid valve 6 is initiated (Step No.3). This energizing of solenoid 12 causes valve body 10 to be pulled to valve seat 9, thereby switching the solenoid valve to the closed state, where valve body 10 remains in contact with valve seat 9.
    [00045] Next, it is determined whether or not the engine water temperature is above the predetermined temperature(s) (T1, T2 (T1<T2)) to consequently control the operation of water pump 2 and solenoid 12.
    [00046] If the engine temperature is below T1, it is determined in Step #4 that the engine temperature is below T2 (No), and it is determined in Step #5 that the engine temperature is below T1 (No), thereby stopping water pump 2 (Step No.6). Consequently, since the water pump 2 is stopped, no coolant is circulated through either in the first circulation path R1 in the cylinder head 1A or in the second circulation path R2 in the cylinder block 1B (complete stop).
    [00047] If the motor temperature is above T1 and below T2, it is determined in Step #4 that the motor temperature is below T2 (No), and it is determined in Step #5 that the motor temperature is above T1 (Yes), thereby putting water pump 2 into operation (Step No.7). This means that water pump 2, now in operation, causes refrigerant to circulate through the first circulation path R1 in cylinder head 1A. However, no refrigerant flows through the second circulation path R2 in engine block 1B as long as solenoid 12 is energized to maintain the closed state of solenoid valve 6 (block closing).
    [00048] If the motor temperature exceeds T2, it is determined in Step No.4 that the motor temperature is above T2 (Yes), the water pump 2 is put into operation (Step No.8) and energizing the solenoid 12 is stopped (Step No.9). This results in fluid pressure opening solenoid valve 6, thereby circulating refrigerant through both the first circulation path R1 in the cylinder head 1A and the second circulation path R2 in the cylinder block 1B (full flow).
    [00049] If in this state of full flow, that is, in the state where the engine water temperature is above T2, the transitions to the state where the temperature is below T2, are determined in Step No.11, following a predetermined time lapse (Step No.10) after solenoid valve 6 is opened in Step No.9, in which the engine temperature is below T2 (Yes) (ie it is determined that the conditions are ready to stop the refrigerant circulation through the second circulation path R2), and the process returns immediately downstream of Step No.2. Subsequently, the water pump 2 is stopped (Step No.2) and energizing of the solenoid 12 is started (Step No.3), thereby placing the solenoid valve 6 in the closed state again. Next, in Steps No.4 and No.5, the engine water temperature is compared to T1 and T2 again in order to control the operation of water pump 2 and solenoid valve 6. For example, if the temperature engine temperature is maintained above T1 and below T2, it is determined in Step #4 that the engine temperature is below T2 (No) and also in Step #5 that the engine temperature is above T1 (Yes) , thereby putting water pump 2 into operation (Step No.7). This results in the "block close" state, in which the refrigerant flows through the first circulation path R1, but not the second circulation path R2.
    [00050] As described above, in the vehicle cooling device with this configuration, the control unit 7, which controls the operation of water pump 2, is configured to be able to perform the control to stop water pump 2 and start energizing solenoid 12 when conditions are ready to stop refrigerant circulation via the second circulation path R2 in engine block 1B, where solenoid valve 6 is disposed. Consequently, if there is a circulation path among the plurality of paths for which the refrigerant circulation can be stopped when the water pump 2 is in operation, it is possible to temporarily stop the operation of the water pump 2, so that the body of the valve 10 is no longer subjected to a fluid pressure of the refrigerant and then starts energizing the solenoid 12 so as to bring the valve body 10 into contact with the valve seat 9, thereby placing the solenoid valve 6 in the closed state. In this way, when the refrigerant no longer needs to circulate through the engine block 1B via the second circulation path R2, the solenoid valve 6 can be switched to the closed state to stop the refrigerant circulation via the second circulation path R2, thereby improving fuel efficiency. Modality 2
    [00051] Fig. 5 is a flowchart showing the control operation performed according to another embodiment of the present invention. This mode differs from Mode 1 in omitting the predetermined time-lapse processing step after control unit 7's determination in Step No.4 that the engine temperature is above T2 (Yes) to subsequently place the water pump 2 in operation and interrupt the energization of solenoid 12 (Steps No.8 and No.9).
    [00052] According to this modality, if it is determined in Step No.10 that the engine water temperature is above T2 (No) and if it is determined in Step No.11 that the ignition is on, the process returns immediately downstream of Step No.8, subsequently repeating Steps No.8, No.9, No.10, and No.12 unless the engine water temperature drops below T2. If the engine water temperature drops below T2, it is determined in Step No.10 that the engine water temperature is below T2 (Yes) (ie it is determined that conditions are ready to stop coolant circulation by the second circulation path R2), whereupon water pump 2 is stopped (Step No.2) and solenoid 12 is energized (Step No.3) to close solenoid valve 6 again. The process flow is otherwise identical to Modal 1. Modality 3
    [00053] Fig. 6 is a flowchart showing the control operation performed according to yet another embodiment of the present invention. Also in this mode, control unit 7 determines in Step No.4 that the engine water temperature is above T2 (Yes) to subsequently put water pump 2 into operation and stop energizing solenoid 12 (Step No. 8 and No.9), and after control unit 7 also determines in Step No.11 that the engine water temperature is above T2 (Yes). The present mode differs from Mode 1 in that the process following Step #11 is performed in a separate routine.
    [00054] If it is determined in Step No.11 that the engine water temperature is below T2 (Yes) (that is, it is determined that the conditions are ready to stop coolant circulation through the second circulation path R2), water pump 2 will be stopped (Step #12) and energizing solenoid 12 will be initiated (Step #13) to close solenoid valve 6. After a lapse of a predetermined time (Step #14), the water pump 2 is put into operation (Step No.15). Subsequently, if the ignition is determined to be on (Step No.16), the engine water temperature is compared to T1 and T2 again in Steps No.4 and No.5 to control water pump operation 2 and the solenoid valve 6. The process flow is otherwise identical with that of Mode 1.
    [00055] If in this configuration the control unit 7 is configured to be able to carry out the control to restart the water pump 2 following a predetermined period of time after stopping the water pump 2, it is guaranteed that the refrigerant circulation is resumed for the first circulation path R1, i.e. one of the circulation paths R1 and R2 for which refrigerant circulation is most crucial. Additionally, by adjusting the predetermined time to the time required for the solenoid valve 6 to be fully closed, circulation of the refrigerant via the second circulation path R2 can be promptly resumed. Other Modalities (1) In the vehicle refrigeration device of the present invention, it is also possible to arrange the solenoid valve 6 in the first circulation path R1, which circulates the refrigerant between the cylinder head 1A and the radiator 3. (2) In the modalities In the background, the vehicle cooling device of the present invention has been described with respect to an exemplary vehicle cooling object that includes two systems, i.e., the cylinder head 1A and the engine block 1B. However, two systems, such as the engine and the EGR cooler, the engine and the supercharger cooling system, or the engine and the heating circuit, can also be the object of cooling the vehicle by the vehicle cooling device accordingly. with the present invention. Furthermore, the vehicle cooling device of the present invention can be constituted by three or more systems with any combination of the systems mentioned above. (3) In the foregoing embodiments, a water temperature sensor disposed in the cylinder head 1A of the engine 1 is used as a detector to stop the operation of the water pump 2 and start energizing the solenoid 12. The water temperature sensor it can be replaced by a pressure sensor arranged in the first circulation path R1 to detect the refrigerant vapor pressure. In that case, the pressure sensor can cause the water pump 2 to become operational upon detecting a vapor pressure above a first predetermined value and also stop energizing the solenoid 6 so as to open the solenoid valve upon detecting a vapor pressure above a second predetermined value. In addition, engine speed or heater switching conditions can be used to effect control depending on the vehicle's cooling object. (4) In the foregoing modalities, examples of the use of a water pump of motor 2 were described. Instead of the water pump of motor 2, however, a water pump driven by the rotation force of motor 1 transmitted can be used. to it, as long as it is a variable water pump, capable of switching the engine rotation force between a transmittable and a non-transmissible mode. Industrial Applicability
    [00056] The vehicle refrigeration device according to the present invention can be used as a refrigeration unit for a wide range of refrigeration objects in various types of vehicles.
    权利要求:
    Claims (2)
    [0001]
    1. A vehicle cooling device, comprising: a vehicle cooling object comprising a cylinder head (1A) and an engine block (1B); a pump (2); a plurality of circulation paths (R1, R2) connected to the pump (2) for circulating refrigerant between the vehicle's cooling object and a heat exchanger (3, 4); a solenoid valve (6) capable of opening and closing at least one of the plurality of circulation paths (R1, R2); and a control unit (7) for controlling the operation of the pump (2); wherein the solenoid valve (6) includes a valve body (10) that is displaceable between a position in which the valve body (10) is separate from the valve seat (9) and a position in which the valve body ( 10) is in contact with the valve seat (9), the valve body (10) being held in contact with the valve seat (9), and a solenoid (12) capable of maintaining contact between the valve body (10) and the valve seat (9) due to its energization; wherein the valve body (10) is provided in a way that allows the pressure of the refrigerant fluid to move the valve body (10) to the position in which the valve body (10) is separated from the valve seat ( 9) when the solenoid (12) is not energized and the pump (2) is in operation; and wherein the control unit (7) is configured to be able to control to stop the pump (2) and start energizing the solenoid (12) when it determines that conditions are ready to stop the circulation of refrigerant along the path circulation (R2) in which the solenoid valve (6) is arranged, characterized in that the solenoid valve (6) is arranged in the circulation path (R2) that circulates the refrigerant between the engine block (1B) and the heat exchanger (3, 4).
    [0002]
    2. Vehicle cooling device according to claim 1, characterized in that the control unit (7) is configured to be able to carry out the control to restart the pump (2) following a lapse of time predetermined after the interruption.
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-24| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-02| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-05-25| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-13| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 12/01/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011027571A|JP5257713B2|2011-02-10|2011-02-10|Vehicle cooling system|
    JP2011-027571|2011-02-10|
    PCT/JP2012/050478|WO2012108225A1|2011-02-10|2012-01-12|Vehicle cooling device|
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