JPH08200069A - Passage variable pump and cooling water temperature control system for vehicle - Google Patents

Abstract

PURPOSE: To vary the flowing direction of cooling water by arranging a motor to drive an impeller and an actuator to drive a variable casing between a first position and a second position. CONSTITUTION: When a variable casing 5 is driven to a first position by an actuator 54, a suction port 51b leads to a first port 50a of an outside casing, and a delivery port 51c leads to a second port 50b. Therefore, a flow of fluid running toward the second port 50b of the delivery port 51c from the first port 50a of the suction port 51b is generated by driving of an impeller 52. When a variable casing 51 is driven to a second position by the actuator 54, the suction port 51b leads to the second port 50b of the outside casing, and the delivery port 51c leads to the first port 50a. When the impeller 52 is driven in this condition, a flow of fluid running toward the first port 50a of the delivery port 51c from the second port 50b of the suction port 51b is generated, and the variable casing 51 can reverse the flow between the first position and the second position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable channel pump for varying the flow direction of a fluid, and a vehicle cooling water temperature control system using the variable channel pump.

[0002]

2. Description of the Related Art Conventionally, there is known a warm-up system for performing a quick effect warm-up of a water-cooled engine by utilizing high-temperature cooling water kept in a heat-retaining tank.
Immediate effect warm-up cannot be performed using only the high-temperature cooling water stored in the heat-retaining tank. That is, since the high temperature cooling water stored in the heat retaining tank is mixed with the cooling water in the cooling water circuit and used, a sufficient warm-up effect cannot be obtained. Therefore, the present applicant, as shown in FIG. 7, connects the engine 100 and the heat insulation container 110 to the cooling water passage 120 and the air vent passage 1
30 and circular contact, engine 100 and heat insulation container 11
We proposed a warm-up system that can efficiently and immediately perform warm-up by exchanging cooling water and air between 0 and 0 (see Japanese Patent Application No. 6-235313).

In this system, after the engine 100 is stopped, high-temperature cooling water that has been cooled by heating the engine 100 is introduced and stored in an empty heat insulation container 110, and is replaced with the cooling water from the heat insulation container 110 to the engine 100. Introduce air. When the engine 100 is started, the high-temperature cooling water stored in the heat retaining container 110 is introduced into the engine 100 from which the cooling water has been removed, and air is introduced from the engine 100 into the heat retaining container 110 in place of the cooling water. As a result, the high-temperature cooling water stored in the heat retaining container 110 can flow into the engine 100 as it is, so that the heat energy loss of the cooling water is small and the engine 100 can be warmed up instantly.

[0004]

In the above system, after the engine 100 is stopped, the heat retaining container 11 is removed from the engine 100.
The pump 140 is used when collecting the cooling water to 0 and when returning the cooling water from the heat retaining container 110 to the engine 100 at the time of starting the engine 100. Pump 14
Although 0 is interposed in the cooling water passage 120, since the discharge direction is constant (the cooling water flow direction is constant), it is necessary to configure a route for collecting the cooling water and a route for returning the cooling water. . For this reason, the system becomes complicated, and many switching valves 150 and 160 are required for switching the cooling water path, which causes a problem that the cost becomes high.

The present invention has been made based on the above circumstances. A first object of the present invention is to provide a variable flow passage type pump which can change the flow direction of a fluid, and a second object thereof. It is an object of the present invention to provide a vehicle cooling water temperature control system capable of simplifying the system and reducing the cost by using a variable flow path pump.

[0006]

The present invention has the following features to attain the first object. Claim 1
In, an outer casing having a first port and a second port that form a fluid inlet / outlet, and the first port and the second port are provided in a predetermined positional relationship in the rotation direction, and rotatable in the outer casing. And a suction port and a discharge port which are opened to the pump chamber and which are held by the suction port and the discharge port, and the suction port communicates with the first port at the first position in the rotational direction. A variable casing having an outlet communicating with the second port, a suction port communicating with the second port and a discharge port communicating with the first port at a second position in the rotational direction, and rotatable to the pump chamber. And an electric motor for rotating the impeller in one direction to generate a fluid flow from the suction port to the discharge port by rotating in one direction, and the variable casing to the first position. Characterized by comprising an actuator for rotating between said second position.

According to a second aspect of the present invention, in the variable channel pump according to the first aspect, the actuator is a servomotor.

In order to achieve the second object,
The following configuration was adopted. In claim 3, a water-cooled engine, a heat retaining container capable of storing and retaining a predetermined amount of cooling water therein, and a communication between the engine and the heat retaining container, the engine to the heat retaining container. Flow between the engine and the heat retaining container by connecting the cooling water passage through which the cooling water flows from the heat retaining container to the engine, and the flow of the cooling water when flowing the cooling water into the cooling water passage. The flow path variable pump in which the first port is connected to the engine and the second port is connected to the heat-insulating container by being interposed in an air vent passage in which air flows in a direction opposite to the above and a cooling water passage. And a control means for controlling the operation of the variable flow path pump in accordance with the operating state of the engine.

According to a fourth aspect of the present invention, in the vehicle cooling water temperature control system according to the third aspect, the control means is configured such that, after the engine is stopped, the variable casing has the first
The actuator is controlled so as to be in the position, and the actuator is controlled so that the variable casing is in the second position when the engine is started.

[0010]

[Operation and effect of the invention]

(Claim 1) When the variable casing is driven to the first position by the actuator, the suction port is moved to the first position of the outer casing.
The discharge port communicates with the second port and the discharge port communicates with the second port. When the impeller is rotationally driven in this state, a fluid flow is generated from the first port communicating with the suction port to the second port communicating with the discharge port.

When the variable casing is driven to the second position by the actuator, the suction port communicates with the second port of the outer casing and the discharge port communicates with the first port. By rotating the impeller in this state,
First port communicating with discharge port from second port communicating with suction port
A fluid flow towards the port occurs. In this way, the flow direction of the fluid can be reversed when the variable casing is in the first position and the second position.

(Claim 2) Since the rotation angle of the variable casing can be arbitrarily set by using the servo motor as the actuator for rotationally driving the variable casing, the first port to the second port, or the second port to the second port. The flow rate of the fluid flowing toward the first port can be adjusted.

(Claims 3 and 4) The flow passage variable pump according to Claim 1 or 2 exchanges cooling water and air between the engine and the heat retaining container.
That is, by operating the variable flow passage type pump interposed in the cooling water passage, a cooling water flow is generated in the cooling water passage, and an air flow is generated in the air vent passage in the opposite direction to the cooling water flow. To do.

Specifically, when the impeller is rotationally driven in a state where the variable casing of the variable channel pump is in the first position, the engine connected to the first port goes to the heat retaining container connected to the second port. Cooling water is recovered. At this time, the air in the heat insulation container is introduced into the engine through the air vent passage. After the cooling water is collected from the engine to the heat insulation container, the variable casing of the variable flow path pump is driven to the second position to drive the impeller to rotate, and the heat insulation container connected to the second port is connected to the first port. Cooling water is returned to the engine that was turned on. At this time, the air in the engine is introduced into the heat insulation container through the air vent passage.

As described above, since the cooling water and the air can be exchanged between the engine and the heat retaining container, the cooling water is collected at the time of engine start and serves as an air passage. Further, the high temperature cooling water stored in the heat retaining container can be supplied as it is. Therefore, the wall temperature of the engine rises quickly, and the engine can be warmed up instantly.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of a vehicle cooling water temperature control system using a variable flow passage type pump of the present invention will be described with reference to the drawings. (First Embodiment) FIG. 1 is an overall schematic diagram of a vehicle cooling water temperature control system. Vehicle cooling water temperature control system S
Is a water-cooled engine 1 (hereinafter, referred to as engine 1), a heat retaining container 2 capable of retaining heat of cooling water therein, and a cooling water circuit of the engine 1 (described later) to connect the engine 1 and the heat retaining container 2 to each other. Cooling water passage 3 and air vent passage 4,
The cooling water passage 3 includes an electric pump 5 (variable flow channel pump of the present invention), a control device 6 for controlling the system S (control means of the present invention), and the like.

The engine 1 is provided with a water jacket (not shown) which is a passage of cooling water inside a cylinder block and a cylinder head (not shown), and is cooled by the cooling water flowing through the water jacket. The heat-retaining container 2 can store a predetermined amount (for example, about 3 liters) of cooling water inside and keep it warm for a long time. After the passage, the water temperature can be kept up to about 78 ° C.

The cooling water circuit is composed of the engine 1 and the radiator 7.
And a ring-shaped radiator circuit 8 and a heater circuit 10 connected to the radiator circuit 8 to ring-connect the engine 1 and the heater core 9 by a mechanical main pump 11 driven by the engine 1. Cooling water circulates.

The radiator 7 is a radiator that cools the engine 1 and heats the cooling water, which is blown by a cooling fan (not shown) and released into the atmosphere. Heater core 9
Is arranged in a duct (not shown) that guides blown air into the passenger compartment, and heats the air (air blown into the passenger compartment) that passes through the heater core 9 by using the high-temperature cooling water introduced from the engine 1 as a heat source. It is a heat exchanger for heating.

One end of the cooling water passage 3 is connected to the downstream side of the radiator 7 of the radiator circuit 8 via the three-way switching valve 12, and the other end opens into the heat retaining container 2. The cooling water passage 3 is a cooling water recovery path for recovering cooling water from the engine 1 to the heat retaining container 2 after the engine is stopped, and is also a cooling water return path for returning cooling water from the heat retaining container 2 to the engine 1 when the engine is started. .

One end of the air vent passage 4 is connected to the upper end surface of the heat insulation container 2 and opens into the heat insulation container 2, and the other end is connected upstream of the radiator 7 of the radiator circuit 8.
In the air vent passage 4, when the cooling water is collected from the engine 1 to the heat retaining container 2 and when the cooling water is returned from the heat retaining container 2 to the engine 1, air flows in the direction opposite to the flow of the cooling water. That is, when the cooling water is collected from the engine 1 to the heat retaining container 2 through the cooling water passage 3, the air in the heat retaining container 2 is sent to the engine 1 through the air vent passage 4,
When the cooling water is returned from the heat insulation container 2 to the engine 1 through the cooling water passage 3, the air in the engine 1 is removed from the air vent passage 4
It is sent to the heat insulation container 2 through. The air vent passage 4 is provided with a solenoid valve 13 that opens and closes the air vent passage 4.

The electric pump 5 is interposed in the cooling water passage 3 to generate a flow of the cooling water in the cooling water passage 3. The electric pump 5 receives the energization control of the control device 6 to change the direction of the cooling water flow. The structure of the electric pump 5 will be described below with reference to FIGS. 2 and 3. The electric pump 5 has an outer casing 50 having a first port 50a and a second port 50b that form an inlet / outlet of cooling water, and a variable casing 51 that is rotatably held by the outer casing 50 and forms a pump chamber 51a therein. An impeller 52 rotatably housed in the pump chamber 51a, a motor 53 that rotationally drives the impeller 52, and a servo motor 54 that drives the variable casing 51.
(Actuator of the present invention) and the like.

The outer casing 50 has a first port 50a.
And the second port 50b have a predetermined positional relationship in the rotation direction (see FIG.
3 is shown at 180 degrees for explanation of operation) and the first port 50a is connected to the engine 1 and the second port 50b is connected to the heat insulating container 2. Further, in the outer casing 50, when the cooling water is collected from the engine 1 to the heat retaining container 2, the communication water passage 5 that connects the first port 50a and the second port 50b through the variable casing 51.
0c and 50d are provided, and a communication water passage 50e that connects the second port 50b and the first port 50a through the variable casing 51 when returning the cooling water from the heat retaining container 2 to the engine 1 is provided.

The variable casing 51 is provided with a suction port 51b, a discharge port 51c and a communication passage 51d for communicating the first port 50a and the second port 50b of the outer casing 50 through the pump chamber 51a, and the variable casing 51 is rotated depending on the rotational position. Change the flow direction of the cooling water. The suction port 51b is provided in the pump chamber 5
1a is opened on the side surface of the cylindrical portion 51e protruding downward, and the outlet 51c is opened on the side surface of the pump chamber 51a. Further, the communication passage 51d is provided in the first port 50 of the outer casing 50 when the cooling water is collected from the engine 1 to the heat insulation container 2.
A is connected to the communication water channel 50c.

The position of the variable casing 51 in the rotational direction with respect to the outer casing 50 is changed by the servo motor 54 when the cooling water is collected and when the cooling water is returned. That is, when collecting the cooling water, as shown in FIG. 2, the suction port 51 b is connected to the connecting water passage 50 of the outer casing 50.
The discharge port 51c is rotationally driven to a position (hereinafter, referred to as a first position) in which the discharge port 51c communicates with the communication water passage 50d. In this first position, the communication passage 5 of the variable casing 51 is
The first port 50a of the outer casing 50 and the communication water channel 50c communicate with each other by 1d. Further, when returning the cooling water, as shown in FIG. 3, the suction port 51b is connected to the communication water passage 50e.
The discharge port 51c is rotationally driven to a position (hereinafter, referred to as a second position) in which the discharge port 51c communicates with the first port 50a.

The impeller 52 rotates in one direction in the pump chamber 51a, so that the suction port 5 of the variable casing 51 is rotated.
A flow of cooling water from 1b to the discharge port 51c is generated. Due to the rotation of the impeller 52, the variable casing 5
When 1 is in the first position, cooling water flows from the first port 50a to the second port 50b, as shown by the dashed arrow in FIG. 2, and when the variable casing 51 is in the second position. , The second port 5 as shown by the solid arrow in FIG.
A flow of cooling water from 0b to the first port 50a is generated.

The motor 53 is a magnet coupling 5
The impeller 52 is rotationally driven in one direction via the rotor 5, and the rotor 53b and the rotor 53b have a rotary shaft 53a.
It is composed of a stator 53c (permanent magnet) arranged on the outer periphery of the frame, a frame 53d forming an outer shell, a housing 53e covering the opening of the frame 53d, and the like. Rotor 53b
Is one end side of the rotary shaft 53a (upper end side in FIGS. 2 and 3)
Is rotatably supported by the frame 53d via a bearing 53f, and the other end is supported by a housing 53e via a bearing 53g.
It is rotatably supported by. A commutator 53h is attached to the rotary shaft 53a, and the commutator 5
The rotor 5 is passed through a brush 53i that is in sliding contact with the outer peripheral surface of 3h.
Current is supplied to 3b.

The motor 53 is fixed to the upper portion of the outer casing 50 with bolts 57 with a thin plate 56 made of metal or resin interposed therebetween. The plate 56
Is the outer casing 5 in which the variable casing 51 is housed.
The space 0 is hermetically closed, and the plate 56 and the outer casing 50 and the housing 53e are sealed by packings 58 and 59, respectively.

The servomotor 54 has an outer casing 50.
Is fixed to the bottom of the variable casing 51 with a bolt 60, and is connected to a shaft portion 51f projecting downward from a cylindrical portion 51e of the variable casing 51 to rotate and drive the variable casing 51 between a first position and a second position. A packing 61 that hermetically seals the outer casing 50 is attached to the outer periphery of the shaft portion 51f.

The controller 6 controls the operation of the electric pump 5, the three-way switching valve 12 and the solenoid valve 13 according to the following operation modes (see FIG. 4). The operation modes include a low load mode when the load state of the engine 1 is low while the vehicle is running, a medium / high load mode when the load state of the engine 1 is high, and cooling water from the engine 1 to the heat insulation container 2 after the engine is stopped. There are a cooling water recovery mode for collecting and a cooling water return mode for returning the cooling water from the heat insulation container 2 to the engine 1 at the time of engine start.

The load state of the engine 1 in the low load mode and the medium / high load mode is, for example, a pressure sensor 14 (FIG. 4) which detects a pressure change in an intake manifold (not shown) by replacing it with a voltage change. reference)
It can be determined based on the detection signal of. The cooling water recovery mode is after the engine is stopped (for example, when an OFF signal is detected after the ignition switch IG (see FIG. 4)).
Done in The cooling water return mode is performed when the engine is started (for example, when the ON signal of the ignition switch IG is detected).

The cooling water recovery mode ends when the water level of the cooling water recovered in the heat insulation container 2 reaches the preset upper limit water level. Similarly, the cooling water return mode ends when the water level of the cooling water flowing out from the heat retaining container 2 drops to a preset lower limit water level. The water level of the cooling water can be detected by the water level sensor 15 (see FIG. 4).

Table 1 below shows the operating states of the electric pump 5, the three-way switching valve 12, and the solenoid valve 13 for each operation mode by the control device 6.

[Table 1]

Next, the operation of this embodiment will be described with reference to Table 1 above. A) Low load mode during traveling of the vehicle In this low load mode, the cooling water circulates only in the heater circuit 10 by closing the radiator circuit 8 by turning off the three-way switching valve 12 (that is, the conventional cooling water circuit). Corresponds to the closed state of the thermostat.

B) Medium / high load mode while the vehicle is running In this medium / high load mode, the temperature rise of the cooling water after engine cooling becomes large, so the cooling water flowing out from the engine 1 is made to flow to the radiator 7. It is necessary to radiate heat.
Therefore, the passage of the three-way switching valve 12 is switched so that the cooling water passing through the engine 1 circulates between the radiator circuit 8 and the heater circuit 10 (see Table 1).

C) Cooling water recovery mode After the engine is stopped, the solenoid valve 13 is turned on to turn off the air vent passage 4
Open and open the passage of the three-way switching valve 12 to the cooling water passage 3
Switch to the side (see Table 1). In this state, the servomotor 54 of the electric pump 5 is controlled to rotationally drive the variable casing 51 to the first position, and the motor 53 is energized. As a result, the cooling water in the engine 1 is recovered into the heat retaining container 2 through the cooling water passage 3, and at the same time, the air in the heat retaining container 2 is passed through the air vent passage 4 into the engine 1 (particularly in the cylinder head). Water jacket). As a result, high-temperature cooling water is stored in the heat retaining container 2, and the water jacket in the engine 1 is drained of cooling water to form an air passage (air tank).

D) Cooling Water Return Mode When the engine 1 is started, the servo motor 54 of the electric pump 5 is controlled to rotationally drive the variable casing 51 to the second position, and the motor 53 is energized. As a result, the high-temperature cooling water stored in the heat insulation container 2 is returned to the engine 1 through the cooling water passage 3, and at the same time, the air in the engine 1 is sent into the heat insulation container 2 through the air vent passage 4. .
As a result, the inside of the engine 1 is filled with high-temperature cooling water, and the inside of the heat retaining container 2 becomes substantially empty.

(Characteristics and Effects of First Embodiment) In the present system S, the flow direction of the cooling water is reversed by switching the variable casing 51 of the electric pump 5 between the first position and the second position. You can Therefore, since it is not necessary to separately configure the cooling water recovery path and the cooling water return path in addition to the electric pump 5, only one system connecting the electric pump 5 between the three-way switching valve 12 and the heat insulation container 2 is simple. The pipe length can be shortened and the entire length of the pipe can be shortened. Further, since the electric pump 5 itself also functions as a switching valve that switches the cooling water path,
It is not necessary to use a switching valve other than the three-way switching valve 12. As a result of these, it is possible to configure a low-cost system S that is compact and excellent in vehicle mountability.

Further, in the electric pump 5 of the present system S, since the rotation angle of the variable casing 51 can be arbitrarily set by the servo motor 54, the suction port 51b and the discharge port 51c of the variable casing 51 with respect to the outer casing 50 can be set.
The water flow rate can be adjusted by appropriately changing the opening area of.

In the present system S, the cooling water in the engine 1 and the air in the heat retaining container 2 can be exchanged in the cooling water recovery mode so that the water jacket in the engine 1 serves as an air passage (air tank). Therefore, when the high temperature cooling water stored in the heat retaining container 2 at the time of starting the engine is returned to the inside of the engine 1, the wall temperature of the engine 1 (particularly the wall temperature of the combustion chamber) rises quickly and the wall temperature becomes high. . Therefore, since the immediate effect warm-up can be performed instantly when the engine is started, the combustion state is improved, and the exhaust gas (THC) can be reduced and the fuel consumption can be reduced.

Further, in this embodiment, it is not necessary to add new cooling water to the cooling water system of the engine 1, and the cooling water amount of the entire cooling water system does not increase. Does not increase. further,
Immediate heating can also be performed by flowing the high-temperature cooling water stored in the heat insulation container 2 to the heater core 9.

(Second Embodiment) FIG. 5 is an overall schematic view of the system S according to the second embodiment. In this embodiment, an electric main pump 16 is used instead of the mechanical pump driven by the engine 1. Due to the use of the main pump 16, the circuit configuration of the system S differs from that of the first embodiment. Specifically, as shown in FIG. 5, the electric pump 5 is connected in parallel with the main pump 16, and the solenoid valve 17 is arranged downstream of the radiator 7 of the radiator circuit 8 and upstream of the connection position with the heater circuit 10. Has been done.

Table 2 below shows the operating states of the solenoid valve 13, the solenoid valve 17, the main pump 16 and the electric pump 5 for each operation mode in the second embodiment.

[Table 2]

Also in this second embodiment, after the engine is stopped, the cooling water is collected from the engine 1 to the heat retaining container 2 and at the same time, the air in the heat retaining container 2 is sent to the engine 1 so that the heat retaining container 2 can be started at the time of starting the engine. The high temperature cooling water stored in the engine 1 is returned to the engine 1 and, at the same time, the air in the engine 1 is sent to the heat retaining container 2 to
The immediate effect warm-up can be performed. Further, by configuring the system S using the electric pump 5, it is possible to provide the system S that is compact and excellent in mountability at a low cost as in the first embodiment.

[Modification] In this embodiment, the outer casing 50 of the electric pump 5 is connected to the first port 50a and the second port 5a.
Although 0b is provided so as to have a predetermined positional relationship in the rotation direction, a structure other than those shown in FIGS. 2 and 3 may be used. For example,
As shown in FIG. 6, the first port 50a and the second port 50
b may be provided so as to face each other by 180 degrees. In this case, the variable casing 51 does not require the communication passage 51d.

In this system S, the thermal energy of the cooling water stored in the heat insulation container 2 is used to control the temperature of the engine oil, the temperature of the hydraulic oil used in the automatic transmission, the freeze prevention in the throttle body, or the absorption. It can also be used for temperature control. In the above embodiment, an example in which the water level sensor 15 detects the water level in the heat retaining container 2 in the cooling water recovery mode and the cooling water return mode has been described, but the time required for the recovery and return of the cooling water is measured in advance. Well,
The operation time for each mode may be set by a timer based on the required time.

[Brief description of drawings]

FIG. 1 is an overall schematic diagram of a vehicle cooling water temperature control system (first embodiment).

FIG. 2 is a sectional view of an electric pump (variable casing:
First position).

FIG. 3 is a sectional view of the electric pump (variable casing:
Second position).

FIG. 4 is a circuit diagram relating to the control system of the first embodiment.

FIG. 5 is an overall schematic diagram of a vehicle cooling water temperature control system (second embodiment).

FIG. 6 is a cross-sectional view of an electric pump (modification).

FIG. 7 is an overall schematic diagram of a vehicle cooling water temperature control system (prior application technology).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Water-cooled engine 2 Heat insulation container 3 Cooling water passage 4 Air vent passage 5 Electric pump (Variable passage type pump) 6 Control device (Control means) 50 Outer casing 50a 1st port 50b 2nd port 51 Variable casing 51a Pump chamber 51b Suction Port 51c Discharge port 52 Impeller 53 Motor 54 Servo motor (actuator) S Vehicle cooling water temperature control system

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location F02N 17/06 D F04D 29/44 A

Claims (4)

[Claims] 1. An outer casing having a first port and a second port that form a fluid inlet / outlet, wherein the first port and the second port are provided in a predetermined positional relationship in a rotational direction, and in the outer casing Is rotatably held to form a pump chamber inside, and has a suction port and a discharge port opening to the pump chamber, and the suction port communicates with the first port at a first position in the rotational direction. A variable casing in which the discharge port communicates with the second port, the suction port communicates with the second port and the discharge port communicates with the first port at a second position in the rotational direction, and the pump chamber. An impeller, which is rotatably housed in the rotor and generates a flow of fluid from the suction port toward the discharge port when rotated in one direction; a motor that rotationally drives the impeller in one direction; A flow channel variable pump including an actuator that is rotationally driven between a first position and the second position. 2. The variable flow channel pump according to claim 1, wherein the actuator is a servo motor. 3. A water-cooled engine, a heat-retaining container capable of storing a predetermined amount of cooling water therein for heat retention, and a communication between the engine and the heat-retaining container so that the engine retains the heat-retaining container. Or a cooling water passage for flowing cooling water from the heat retaining container to the engine, and a flow of the cooling water when flowing cooling water to the cooling water passage by connecting between the engine and the heat retaining container. A flow path variable pump in which an air vent passage in which air flows in the opposite direction to the above and a cooling water passage are interposed, the first port is connected to the engine, and the second port is connected to the heat retaining container. And a control means for controlling the operation of the variable flow path pump according to an operating state of the engine, and a cooling water temperature control system for a vehicle. 4. The vehicle cooling water temperature control system according to claim 3, wherein the control means controls the actuator such that the variable casing is at the first position after the engine is stopped, A cooling water temperature control system for a vehicle, wherein the actuator is controlled so that the variable casing is in the second position when the engine is started.