• 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:
    The present invention relates to a thermostat device of a cooling system. The cooling system comprises an outlet line (5) for receiving coolant after it has been used for a cold, a first branch line (12) which receives coolant from the outlet line (5) and leads it past a cooler (14) without cooling, and a second branch line (13) which receiver coolant from the outlet line (5) and leads it to the cooler (14) for cooling. The thermostat device comprises a flow means (17) which is stable in a number of different positions at which the coolant flow to said branch lines (12, 13) obtains a variable variable actuator (actuator). 18) which is adapted to transmit movements to the organ means (17), and a control unit (9) which is adapted to control the activation of the actuator (18). The thermostat device comprises a position sensor (22) as the sensor parameter which is related to the position of the organ means (17) and that the control unit (9) is adapted to receive information from the position sensor (22) and control the activation of the actuator (18) by means of this information. (Fig. 2)
    公开号:SE1450674A1
    申请号:SE1450674
    申请日:2014-06-03
    公开日:2015-12-04
    发明作者:Joakim Sommansson；Markus Olofsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    ”IO 15 20 25 30 35 DE 34 35 833 shows a cooling system with a circulating coolant that cools an internal combustion engine. The cooling system comprises a control device which directs the circulating coolant to the internal combustion engine via a radiator or a bypass line without cooling. The control device comprises an actuator motor with a chamber which is connected to two valve bodies. One valve body regulates the coolant flow to the bypass line and the other valve body regulates the coolant flow to the radiator.
    The control device comprises an inlet line which carries coolant to said chamber of the actuator motor and an outlet line which discharges coolant from the chamber. An adjustable valve is arranged in the outlet line where it can restrict the coolant flow leaving the chamber in an adjustable manner and thereby create a variable pressure in the chamber which defines the position of the valve bodies and thus how the coolant flow is distributed to the bypass line and the radiator.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a terinostat device with which the coolant flow to the radiator can be regulated with a very good accuracy and where the thermal load on the radiator is relatively small with an extended service life as a result.
    The above-mentioned object is achieved with the terinostat device which is defined in the characterizing part of the patent claim 1. The thermostat device comprises a "fate means" with which coolant "the fate of said branch lines is varied and an actuator which adjusts the position of the fate means. The thermostat device also includes a position sensor that senses a parameter that is related to the position of the fate organ. With the aid of such a position sensor, information is obtained about the actual position of the "fate organ" and thus of how the coolant "fate from the outlet line is distributed on the two branch lines.
    With such information, a very reliable basis is obtained for subsequent adjustments of the position of the fate means, which results in a desired operating temperature of the coolant being maintained in the cooling system in a stable manner with a very good accuracy. The proportion of coolant fate that is led to the cooler can advantageously be varied so that it gradually increases with rising temperatures of the coolant. Thus, a smaller amount of coolant is essentially always led to the cooler, except when the coolant has a very low temperature. As a result, the radiator substantially continuously maintains a higher temperature than ambient air. Due to such a flow to the radiator, it can be heated relatively slowly before it is used more actively. Thus “IO 15 20 25 30 35 avoids rapid warm-ups of the radiator. The thermal load on the radiator thus becomes relatively small, which results in the radiator obtaining an extended service life.
    According to an embodiment of the present invention, said position sensor senses the position of a movably arranged component of the actuator which transmits adjusting movements to the means of fate. Such a movably arranged component of the actuator occupies a specific position for each of the positions of the actuating member. It is thus possible to use a position sensor which senses the position of the movably arranged component in the actuator and from this position determine the position of the fate means. Alternatively, a position sensor is used which directly senses the position of the fate organ.
    According to an embodiment of the present invention, the actuator comprises a movably arranged component in the form of a piston which is movably arranged inside an interior space in the actuator where it divides the interior space into a first chamber and a second chamber. An actuator with a movable piston is a relatively simple component that can be provided at a relatively low cost. The thermostat device may comprise an inlet line adapted to conduct coolant to the first chamber and a valve means arranged in the inlet line with which the control unit controls the supply of coolant to the first chamber of the actuator, the coolant in the first chamber being adapted to act with a force on the piston so that it receives a movement in a first direction. When the valve means is in an open position, coolant is led to the first chamber. The coolant in a cooling system has a certain overpressure.
    This also creates an overpressure in the first chamber which acts on the piston so that it receives a movement in the first direction. It is thus possible to use the indigent coolant as a medium in an actuator which adjusts the position of the fatal organ.
    According to an embodiment of the present invention, the valve means is only adjustable in an open position in which coolant is led to the first chamber and in a closed position in which no coolant is led to the first chamber. A valve member that can only be adjusted in two positions has a simple construction and can be procured for a relatively low cost. The valve means may be an electromagnetic two-way valve.
    According to an embodiment of the present invention, the actuator comprises a spring means which is adapted to act continuously on the piston with a force which strives to move the piston in a second direction which is opposite to the first direction. The spring means ”IO 15 20 25 30 35 is dimensioned so that it acts on the piston with a smaller force than the force in which the coolant acts on the piston in the first chamber. Thus, the coolant in the first chamber can provide a movement of the piston against the action of the spring means when the valve means which regulates the supply of coolant to the first chamber is in an open position. When the valve means is set in a closed position, the coolant ceases the overpressure in the first chamber and the spring means can thus displace the piston in the opposite second direction. The spring member can be a pressure spring in the form of a screw - spring which is arranged inside the second chamber.
    The thermostat device may comprise a drainage line via which the coolant is adapted to be led out of the first chamber. When the spring means provides a said movement of the piston in the second direction, the coolant is forced out of the first chamber via the drainage line. The drainage conduit may have relatively small dimensions so that the spring member provides a relatively slow movement of the piston in the other direction and thus of a corresponding relatively slow movement of the fate member.
    According to an embodiment of the present invention, the destructive means is arranged in an area adjacent to said branch lines, where it is rotatably arranged to a first position in which it conducts the entire coolant - the fate to the first branch conduit, a second position in which it conducts the entire coolant the fate of the second branch line and to a plurality of intermediate positions in which the coolant fate is distributed to the two branch lines in a variable manner. Such an island member may be flat and rotatable about a joint at an edge surface. Such a flow means is infinitely adjustable in intermediate positions between the first and the second position. The coolant - the fate of the bypass line and the radiator can thus be regulated with a very good accuracy.
    Alternatively, a "fate organ" may be used which has a number of fixed intermediate positions.
    According to an embodiment of the present invention, the actuator and the means of communication are connected to each other via an elongate rod element. Thereby a relatively simple and stable connection is obtained between the actuator and the fate means. The elongate rod member may form a connection between a piston of the actuator and a suitable part of a rotatable member.
    According to an embodiment of the present invention, the control unit is adapted to have access to stored information defining predetermined positions of the "fate means" at different operating conditions and that the control unit is adapted to control the activation of the actuator by means of the stored information so that it adjusts the position of the fate organ to the position they are initiated by the stored information at the prevailing operating state. In most cases, it is possible to determine in advance how the coolant fate is to be distributed between the bypass line and the radiator at different operating conditions in order to maintain a desired coolant temperature in a stable manner. The control unit may include such stored information or otherwise have access to such information.
    According to an embodiment of the present invention, the thermostat device comprises at least one temperature sensor arranged in a position in the cooling system and that the control unit is adapted to receive information from the temperature sensor regarding the temperature of the coolant and to control the activation of the actuator by means of this information. The temperature sensor can be arranged in the outlet line which receives the coolant after it has been used for cooling in the cooling system. The coolant has its highest temperature here. The temperature sensor can of course be arranged in other positions in the cooling system. It is also possible to use several temperature sensors. In addition to the information regarding the coolant temperature, the control unit can also calculate or estimate whether the coolant temperature rises or falls and how fast it happens and to utilize this knowledge when activating the actuator.
    According to an embodiment of the present invention, the control unit is adapted to receive information regarding at least one further parameter which influences the cooling needs of the coolant and to control the activation of the actuator so that it also adjusts the position of the fate means by means of this information. Such parameters that affect the cooling demand of the coolant can be the ambient temperature and the speed of the vehicle. Since the coolant is cooled by air with the ambient temperature in the radiator, the coolant obtains a more efficient cooling when the environment has a low temperature is when it has a high temperature. It is therefore advisable to also take into account the ambient temperature to determine the proportion of the coolant to be cooled in the radiator. Another such parameter may be the load on the internal combustion engine. When the internal combustion engine is heavily loaded, more efficient cooling is required than when it is low-loaded. When information is received indicating a sudden increase in the load on the internal combustion engine, a well-controlled amount of the coolant can be led prematurely to the radiator to counteract a future temperature rise of the coolant. In cases where the cooling system also cools a hydrodynamic retarder, such a parameter may include information indicating when the retard is activated. When the retarder is activated, the coolant can obtain a relatively strong heating. Also in this case, a larger amount of the coolant can be led prematurely to the cooler to counteract a future temperature rise of the coolant. Another such parameter may include information from a GPS unit indicating when a forward road section contains steep downhills at which the retarder is likely to be activated or steep uphills at which the internal combustion engine will be subjected to a heavy load.
    According to an embodiment of the present invention, the thermostat device comprises a safety line which has a stretch from the outlet line to the second branch line and an additional thermostat which is arranged in the safety line. If the ordinary thermostat which includes the "fate means for some reason" does not satisfactorily indicate such a safety line and extra thermostat ensure that coolant is led to the radiator when the coolant obtains a very high temperature. The extra thermostat can be of a conventional type and open when the coolant obtains a maximum acceptable temperature. The extra thermostat has a control temperature that is higher than a corresponding control temperature as the ordinary thermostat leads the entire coolant flow to the radiator. Thus, the extra thermostat only opens when the ordinary thermostat does not work and thus ensures that the vehicle does not stand still but that it can be driven to the nearest service opportunity at which the fault can be remedied.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawings, in which: Fig. 1 shows a cooling system in a vehicle comprising a thermostat device according to the present invention and Fig. 2 shows the thermostat device in Fig. 1 in more detail.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 schematically shows a vehicle 1 driven by an internal combustion engine 2. The vehicle 1 may be a heavy vehicle and the internal combustion engine 2 a diesel engine or an otto engine. The internal combustion engine 2 is cooled by coolant circulating in a cooling system by means of a coolant pump 3 which is arranged in an inlet line 4 to the internal combustion engine 2.
    Once the coolant has cooled the internal combustion engine 2, it is led out to an outlet line 5 which also comprises a retarder cooler 6 for cooling hydraulic oil in a hydraulic retarder.
    After the coolant has passed through the retarder cooler 6, it is passed on in the outlet line 5 to a schematically shown thermostat 7 of a thermostat device.
    In addition to the thermostat, the thermostat device comprises a control unit 9 which controls the thermostat 7 with information from a temperature sensor 10 which senses the temperature of the coolant in a suitable position in the cooling system. In this case, the temperature sensor 10 senses the temperature of the coolant in the outlet line 5 in a position downstream of the retarder cooler 6. The control unit 9 can obtain information from your temperature sensors which are arranged in a second position in the cooling system. The control unit 9 also receives information regarding one or more additional parameters 11 which affect the cooling needs of the coolant in the cooling system.
    The thermostat 7 is adjustable in a first position in which it conducts the entire coolant flow in the outlet line 5 to a first branch line in the form of a bypass line 12 and again to the combustion engine 2 without cooling. The thermostat 7 is adjustable in a second position in which it directs the entire flow of coolant to a second branch line 13 and a cooler 14 for cooling. The thermostat 7 can also be set in any number of intermediate positions between the first position and the second position in which it distributes the coolant flow to the branch lines 12, 13 in a variable manner. The coolant is cooled in the radiator 14 by air forced through the radiator 14 by means of a radiator shaft 15 and the vehicle wind speed. The cooling shaft 15 is driven by the combustion engine 2 by means of a suitable connection. The cooled coolant leaving the cooler 14 is led, via a return line 16, back to the inlet line 4 and the combustion engine 2.
    Fig. 2 shows the thermostat 7 in more detail. The thermostat 7 comprises a discharge means 17 which is arranged in an area where the outlet line 5 is divided into the first branch line which is referred to as a bypass line 12 and the second branch line 13 which leads the coolant to the cooler 14. The flow means 17 is in this case flat and comprises a rotatable joint 17a at an edge surface. The flow means 17 may alternatively have a different shape. The flow means 17 is thus rotatably arranged between a first position, as shown in Fig. 2, at which the entire coolant flow in the outlet line 5 is led to the bypass line 12 and a second position, which is indicated by dashed lines in Fig. 2, at which the entire coolant in the outlet line 5 is led to the second branch line 13 and the cooler 14. The flow means 17 can in a steplessly assume all intermediate positions between the first position and the second position at which coolant flow to the first branch line 12 and the second branch line 13 obtains a variable distribution. The thermostat 7 comprises an actuator 18 which comprises a cylindrical body 18a which defines an interior space in which a piston 18b is movably arranged. The piston 18b divides the interior space into a first chamber 18c and a second chamber 18d. The piston 18b is connected to the flow means 17 via an elongate rod element 18e and a hinged connection 18f.
    The thermostat 7 comprises an inlet line 19 which receives coolant from the outlet line 5 and leads it to the first chamber 18c in the cylindrical body 18a. A drain line 20 discharges coolant from the first chamber 18c to the second branch line 13. The inlet line 19 advantageously has a coarser dimension than the drain line 20. The inlet line 19 comprises a valve means 21 in the form of an electromagnetic valve which is controlled by the control unit 9. The valve means 21 is adjustable in an open position in which coolant is led from the outlet line 5 to the first chamber 18c via the inlet line 19 and in a closed position in which the valve means 21 breaks the coolant flow to the first chamber 18c. The second chamber 18c encloses a spring member 18g which acts with a spring force on the piston 18b.
    When the valve means 21 is in the open position, coolant is led from the outlet line 5 to the first chamber 18c. The coolant having an overpressure in the cooling system acts with a greater force on the piston 18b than the force with which the spring member 18 g acts on the opposite side of the piston 18b. The piston 18b thus moves downwards in the cylindrical body 18a. The supply of coolant to the first chamber 18c, via the inlet line 19, is greater than the fate of coolant out of the first chamber 18c via the drain line 20. The downward movement of the piston 18b is transmitted, via the elongate rod member 18e, to the destructive member 17 rotating around the joint 17a. The lower the position that the piston 18b occupies in the cylindrical space, the greater proportion of the coolant flow is led to the second branch line 13 and the radiator 14 for cooling. The piston 18b assumes a lower end position when the discharge means reaches the second end position at which the entire coolant discharge is led to the second branch line 13. When the control unit 9 sets the valve means 20 in a closed position, the coolant discharge to the first chamber 18c and the coolant pressure in the first chamber 18c is reduced. The spring member 18 g now acts with a greater force on the piston 18b than the coolant. As a result, the piston 18b moves upwards at the same time as the coolant is forced out of the first chamber 18c, via the drainage line 20, to the second branch line 13. The upward movement of the piston 18b is transmitted, via the elongate rod element 18e, to The fate organ 17 which is rotated around the joint 17a. The higher position the piston 18b occupies in the cylindrical space, the greater proportion of the coolant fate is directed to the bypass line 12. The piston 18b assumes an upper end position when the fate means reaches the first end position at which the entire coolant fate is directed to the first branch line 12.
    A positioning sensor 22 is adapted to sense the position of the piston 18b in the space inside the cylindrical body 18a. The control unit 9 is adapted to receive substantially continuously information from the positioning sensor 22 regarding the position of the piston 18b. Each position occupied by the piston 18b is related to a corresponding position of the destructive means 17 and how the coolant fate is distributed to the two branch lines 12, 13. The thermostat 7 also comprises a safety conduit 23 which comprises an additional thermostat 24 which may be of conventional type and comprise a valve which is controlled by a wax body which changes phase depending on the temperature of the coolant. When the wax body melts and turns into a liquid phase, the thermostat opens and when the wax body solidifies and turns into a solid phase, the thermostat closes. When the auxiliary thermostat 24 is in an open position, coolant is led, via the safety line 23, from the outlet line 5 to the second branch line 13 and the radiator 14.
    During operation of the vehicle 1, the control unit 9 receives substantially continuously information from the temperature sensor 10 regarding the coolant temperature in the cooling system and information regarding said additional parameters 11. After a cold start of the vehicle, the coolant initially has a clearly lower temperature than a desired operating temperature.
    The valve member 21 is in the closed position during this operating condition. The piston 18b occupies the upper end position in the cylindrical housing 18a. The piston 18b holds the release member 17 in the first position via the elongate rod member 18e so that the entire coolant flow from the outlet line 5 is led to the bypass line 12 and back to the combustion engine without cooling in the radiator 14. The coolant is successively heated in the cooling system by the internal combustion engine 2. receives substantially continuously information from the temperature sensor 10 indicating the temperature of the coolant and said parameters 11 which affect the cooling needs of the coolant.
    One of said parameters 11 which influences the cooling demand of the coolant can be constituted by the ambient temperature. Since the coolant is cooled by air with the ambient temperature in the cooler 14, the ambient temperature affects the cooling effect that the coolant obtains in the cooler 14. Another such parameter 11 may be the load of the internal combustion engine 2. Since the coolant cools the internal combustion engine 2, it has a temperature in the outlet line which is related to the load of the internal combustion engine. Another such parameter ll may include information indicating when the retard is activated. When the retarder is activated, the coolant in the outlet line 5 can obtain a relatively high temperature after it has passed through the retarder cooler 6. Another such parameter II may include information from a GPS unit indicating when a front road section contains steep descents at which retarder will most likely occur. to be activated or steep uphills at which the combustion engine 2 will be subjected to a heavy load.
    The control unit 9 estimates substantially continuously by means of values received from the temperature sensor 10 and said parameters 11 the cooling demand of the coolant. The control unit 9 comprises stored information 9a which defines setpoints of the position of the piston 18b at different cooling needs and under different operating conditions. The position of the piston 18b is thus related to the position of the fate means 17 and the proportion of the coolant which is led to the second branch line 13 and the cooler 14 for cooling. The control unit 9 can calculate or otherwise estimate the cooling demand. The control unit 9 receives substantially continuously information from the positioning sensor 22 regarding an actual value of the position of the piston 18b in the cylindrical body 18a. The control unit 9 compares whether the actual value of the position of the piston 18b corresponds to the setpoint of the position of the piston 18b. If the piston 18b has a value position at which an excessive proportion of coolant is led to the radiator 14 in relation to the setpoint, the control unit 9 sets the valve member 21 in the closed position.
    The piston 18b thus provides an upward movement by means of the spring means 18 g at which it carries the fate means 17 to positions where an ever smaller proportion of the coolant fate is directed to the radiator 14. As soon as the control unit 9 receives information from the positioning sensor 21 that the piston 18b has obtained a corresponding position as the setpoint sets the control unit 9 in the valve means 21 in the open position so that coolant is led to the first chamber 18c. The coolant thus provides a downward movement of the piston at which it carries the fate means 17 to positions where an increasing proportion of the coolant flow is led to the cooler 14. In this way the control unit 9 can relatively frequently switch the valve means 21 between the open and closed position so that the piston 18b substantially continuously obtains a position which substantially corresponds to the setpoint with good precision at varying cooling needs and operating times. With such a control of the position of the piston 18b and thus the position of the fate means 17, a very accurate control is provided of the proportion of the coolant which is led to the cooler to be cooled and thus of the temperature of the coolant in the cooling system. The proportion of coolant to be led to the cooler is thus controlled not only by the prevailing temperature of the coolant in the outlet line 5 but also by other parameters 11 which affect the cooling needs of the coolant. A rapidly increasing load on the internal combustion engine or an activation of the retarder results in a rapidly increasing cooling demand. With the aid of such information 11 in advance substantially before the coolant temperature begins to rise, the control unit 9 can lead a larger proportion of the coolant flow to the cooler 14 and counteract a future rise in the coolant temperature. Sudden changes from no coolant fate to the radiator 14 to a maximum coolant fate to the radiator 14 can be avoided with the thermostat device as the piston 18b provides a relatively slow movement as it moves from the upper end position to the lower end position. The proportion of coolant that is led to the radiator increases gradually here. Thus, the cooler 14 obtains a gradually increasing temperature during the time it takes for the piston 18b to move between said end positions. The thermal load on the radiator 14 thus becomes relatively small in relation to when the entire coolant flow is abruptly switched over and led to the radiator 14. Since existing pressurized coolant is used as a medium in the actuator 18, no specific force means is required which pressurizes a separate medium to activate the actuator 18.
    Should any fault occur so that the fate means 17 is not capable of being placed in the second upper end position, the thermostat device thus comprises a safety line 23 which is provided with an additional thermostat 24 which is in contact with the coolant in the outlet line 5. The additional thermostat 24 is off conventional type with a predetermined control temperature which is higher than the temperature at which the "means" 17 of the ordinary thermostat is set in the second position when the entire coolant "is directed to the cooler 14 for cooling. The auxiliary thermostat 24 may have a control temperature which is about 10 ° higher than the temperature at which the fate means 17 is set in the second position. Thus, the extra thermostat 24 only opens in an emergency and if a fault has occurred in the ordinary thermostat. With such a safety line 23 and extra thermostat 24 it is ensured that the vehicle 1 can be driven on until the next service occasion when a fault occurs on the ordinary thermostat 7.
    The invention is in no way limited to the described embodiments but can be varied freely within the scope of the claims.
    权利要求:
    Claims (13)
    [1]
    A thermostat device of a cooling system, the cooling system comprising an outlet line (5) for receiving coolant after it has been used for cooling, a first branch line (12) which receives coolant from the outlet line (5) and leads it past a cooler (14) without to be cooled, and a second branch line (13) which receives coolant from the outlet line (5) and leads it to the cooler (14) for cooling, and wherein the thermostat device comprises a fate means (17) which is adjustable in a plurality of different positions in which the coolant output of said manifolds (12, 13) receives a variable distribution, an actuator (18) adapted to provide movements to the output means (17), and a control unit (9) adapted to control the activation of the actuator (18). ), characterized in that the thermostat device comprises a position sensor (22) which senses a parameter related to the position of the fate means (17) and that the control unit (9) is adapted to receive information from position sensor (22) and control the activation of the actuator (18) using this information.
    [2]
    Thermostat device according to claim 1, characterized in that said position sensor (21) senses the position of a movably arranged component (18b) of the actuator (18) which transmits movements to the fate means (17).
    [3]
    Thermostat device according to claim 2, characterized in that said actuator (18) comprises a movably arranged component in the form of a piston (18b) which is movably arranged inside an internal space in the actuator (18) where it divides the internal space into a first chamber (1 8c) and a second chamber (18d).
    [4]
    Thermostat device according to claim 3, characterized in that it comprises an inlet line (19) which is adapted to lead coolant to the first chamber (18c) and a valve means (21) arranged in the inlet line (19) with which the control unit (9) controls the supply of coolant to the first chamber (18c) of the actuator (18), the coolant in the first chamber (18c) being adapted to act with a force on the piston (18b) so as to obtain a movement in a first direction.
    [5]
    Thermostat device according to claim 4, characterized in that the valve means (21) is only adjustable in an open position in which coolant is led to the first chamber (18c) and in a closed position in which no coolant is led to the first chamber (18c). ”IO 15 20 25 30 35 13
    [6]
    Thermostat device according to claim 4 or 5, characterized in that the actuator (18) comprises a spring means (18g) which is adapted to act continuously with a force on the piston (18b) which strives to move the piston in a second direction opposite to the first direction.
    [7]
    Thermostat device according to one of Claims 4 to 6, characterized in that it comprises a drainage line (20) via which the coolant is adapted to leave the first chamber (18c).
    [8]
    Thermostat device according to any one of the preceding claims, characterized in that the fate means (17) is arranged in an area adjacent to said branch lines (12, 13), where it is rotatably arranged to a first position in which it conducts the entire coolant fate. to the first branch line, a second position in which it directs the entire coolant flow to the second branch line and to a plurality of intermediate positions in which the coolant flow is led to the two branch lines (12, 13) with a variable distribution.
    [9]
    A thermostat device according to any one of the preceding claims, characterized in that the actuator (18) and the means (17) are connected to each other via an elongate rod element (18e).
    [10]
    Thermostat device according to one of the preceding claims, characterized in that the control unit (9) is adapted to have access to stored information (9a) which defines predetermined positions of the fate means (17) at different operating conditions and that the control unit (9) is adapted using the stored information (9a) to control the activation of the actuator (18) so that it adjusts the position of the fate member (17) to the position defined by the stored information (9a) at the prevailing operating state.
    [11]
    Thermostat device according to claim 10, characterized in that it comprises at least one temperature sensor (10) arranged in a position in the cooling system and that the control unit (9) is adapted to receive information from the temperature sensor (10) regarding the temperature of the coolant and to control the activation of actuator (18) using this information. IO 14
    [12]
    A thermostat device according to claim 11, characterized in that the control unit (9) is adapted to receive information (11) regarding at least one further parameter which affects the cooling needs of the coolant and to control the activation of the actuator (18) so that it also adjusts the fate means (17). ) position using this information (11)
    [13]
    Thermostat device according to one of the preceding claims, characterized in that it comprises a safety line (23) which extends from the outlet line (5) to the second branch line (13) and an additional thermostat (24) which is arranged in the safety line (23). .
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    同族专利:
    公开号 | 公开日
    SE539388C2|2017-09-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CN108474286A|2016-01-15|2018-08-31|斯堪尼亚商用车有限公司|Cooling system for combustion engine and whr system|
    WO2019151920A1|2018-01-31|2019-08-08|Scania Cv Ab|A thermostat arrangement for a cooling system for a combustion engine|
    法律状态:
    2021-10-05| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450674A|SE539388C2|2014-06-03|2014-06-03|A thermostat device|SE1450674A| SE539388C2|2014-06-03|2014-06-03|A thermostat device|
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