Abstract:
An apparatus includes a movable temperature sensing member capable of sensing mainly the temperature of high-temperature coolant flowing in from a high-temperature coolant port and driving toward the side of the high-temperature coolant port in dependence upon the sensed temperature; a main valve fitted integrally to the movable temperature sensing member and constructed so as to render a low-temperature coolant port and a mixing compartment openable in conformity to the driving of the movable temperature sensing member toward the side of the high-temperature coolant port, thereby controlling the inflow rate of low-temperature coolant from the low-temperature coolant port to the mixing compartment; and a high-temperature coolant inducing part communicating with the high-temperature coolant port and adapted to regulate the flow of high-temperature coolant from the high-temperature coolant port toward the surround of the movable temperature sensing member and effect outflow thereof to the mixing compartment.

Description:
BACKGROUND OF THE INVENTION 
     I. Technical Field 
     The present invention relates to a thermostat apparatus which automatically controls a temperature of a coolant mainly cooling the engine of an automobile. 
     II. Description of the Related Art 
     A conventional thermostat apparatus  20 , as shown in  FIG. 7 , has a housing body  16  including a radiator coupling port  2  to let a low-temperature coolant A, cooled by a radiator or the like, flow into a housing body interior  19 , a bypass port  3  to let a high-temperature coolant B, heated by the engine, flow into the housing body interior  19 , and an engine coupling port  4  to feed out a coolant C, which is a mixture of the coolants flowing through the radiator coupling port  2  and the bypass port  3 , to the engine. 
     The thermostat apparatus  20  also includes a temperature sensitive movable part  8  or a thermally expanding element which moves according to a liquid temperature in the housing body interior  19 , a piston shaft  7  which has one end retained in the temperature sensitive movable part  8  and slides in response to thermal expansion or contraction of the thermal extension body, a piston shaft support  6  provided on a radiator coupling port  2  side to support the other end of the piston shaft  7 , a main valve  9  which moves together with the temperature sensitive movable part  8  to control the flow-in amount of the low-temperature coolant A into the housing body interior  19  through the radiator coupling port  2 , a frame  10  supported by a housing cover  1 , a main spring  11  which is provided between the main valve  9  and the frame  10  in a compressed state and urges the main valve  9  toward the radiator coupling port  2 , a bypass shaft  12  provided in a direction toward the bypass port  3  from the temperature sensitive movable part  8 , a bypass valve  13  which is provided at the bypass shaft  12  and controls the flow-in amount of the high-temperature coolant B into the housing body interior  19  through the bypass port  3 , and a bypass spring  14  which is provided between the bypass valve  13  and the temperature sensitive movable part  8  in a compressed state and urges the bypass valve  13  toward the bypass port  3 . 
     When the liquid temperature around the temperature sensitive movable part  8  rises, the thermal extension body sealed in a cup  15  is thermally expanded to push the piston shaft  7 . This causes an opening movement of the main valve  9  together with the temperature sensitive movable part  8  against the load of the main spring  11 , increasing the flow-in amount of the low-temperature coolant A, and causes a closing movement of the bypass valve  13 , reducing the flow-in amount of the high-temperature coolant B. 
     When the liquid temperature around the temperature sensitive movable part  8  falls, contraction of the thermal extension body occurs, so that the urging force of the main spring  11  pushes back the piston shaft  7 , causing the closing movement of the main valve  9  to decrease the flow-in amount of the low-temperature coolant A from the radiator, and increasing the flow-in amount of the high-temperature coolant B. 
     Through such an operation, the conventional thermostat apparatus  20  detects mainly the liquid temperature of the coolant C or a mixture of the high-temperature coolant B and the low-temperature coolant A from the radiator, controls it, and feeds the coolant C to the engine. 
     Thermostat apparatuses which have similar configurations and perform similar operations or techniques are disclosed in Japanese Unexamined Utility Model Publication No. Hei 2-5672, Japanese Unexamined Utility Model Publication No. Hei 6-37524, Japanese Unexamined Patent Publication No. Hei 10-19160, Japanese Patent Publication No. Sho 47-16584 and Japanese Unexamined Utility Model Publication No. Sho 61-175534 are proposed. 
     Japanese Unexamined Utility Model Publication No. Sho 61-175534 discloses the structure such that a coolant guiding cylinder is attached to the foregoing so-called bottom bypass type thermostat so that the coolant from the bypass is guided to the periphery of the temperature sensitive movable part. 
     SUMMARY OF THE INVENTION 
     The foregoing conventional thermostat apparatuses have the following drawbacks.
     (1) In the housing body interior  19 , the bypass port  3  and a deflector  18  are spaced apart from the temperature sensitive movable part  8 , and the bypass valve  13  blocks the flow of the high-temperature coolant before the temperature sensitive movable part  8 , making it difficult for the high-temperature coolant B to reach the temperature sensitive movable part  8 . Therefore, the low-temperature coolant A and the high-temperature coolant B cannot be mixed efficiently at the temperature sensitive movable part  8 , making it difficult for the temperature sensitive movable part  8  to detect the temperature of the coolant C. This results in a drawback such that the liquid temperature of the coolant C cooling the engine becomes unstable, and the range of the temperature control in response to a change or the like in engine load becomes great.   

     Further, when the coolant returning from the circuit for the cabin heater flows into the housing body interior  19 , mixing with a higher efficiency cannot be carried out, so that the above drawback is amplified. 
     Furthermore, the performance of detecting the high-temperature coolant B is poor, so that there is a large possibility of overshooting when the temperature of the entire cooling system rises. 
     Since the coolant temperature has an upper limit, the normal control liquid temperature should be controlled to a relatively low temperature beforehand, causing a reduction in the combustion efficiency of the engine, and a reduction in fuel consumption originating from increases in the friction loss of the engine and thermal loss. 
     An increase in the temperature control range of the coolant C in response to a change in engine load brings about the characteristic of the conventional thermostat apparatus as shown in  FIG. 8 , making the thermal expansion and contraction of the engine greater. If such happens frequently, it would lead to shorter life originating from an increased engine stress, impairing of the engine performance at the time the temperature falls and due to a temperature difference, etc.
     (2) Conventionally, at the time the high-temperature coolant B is blocked so that all the high-temperature coolant B is allowed to flow to the radiator, the bypass valve  13  is pressed against the bypass port  3  by the bypass spring  14 . However, the load of the bypass spring  14  becomes a load on the temperature sensitive movable part  8 . As the load on the temperature sensitive movable part  8  becomes greater, the life of the temperature sensitive movable part  8  inevitably becomes shorter. As the pressure on the thermal extension body becomes higher, the melting point of the thermal extension body rises, so that a high coolant temperature is needed to make the degree of opening of the main valve  9  larger. That is, when the temperature of the coolant C rises, requiring a greater degree of opening of the main valve  9 , the degree of opening of the main valve  9  cannot be secured as apparent from the characteristic of the conventional thermostat apparatus as shown in  FIG. 9 .   (3) At the time of closing the bypass port  3 , the bypass port  3  is blocked rapidly, bringing about a problem that temperature hunting occurs immediately after the bypass port  3  is closed, making the temperature of the coolant C instable.   (4) The bypass valve  13  in the conventional thermostat apparatus is structured so as to be closed when its flat disk surface abuts on the entire surface of the bypass port  3 . The distance between the bypass valve  13  and the bypass port  3  when the main valve  9  is closed is determined by the following factors:   a: the area of the flow passage of the bypass port  3  for the high-temperature coolant B at the time of closing the main valve  9  is secured,   b: the turns of the bypass spring  14  do not touch one another when the temperature sensitive movable part  8  is moved further as the temperature of the coolant C becomes higher after closing the bypass valve  13 , and   c: the bypass valve  13  and the temperature sensitive movable part  8  do not contact each other.   

     That is, it is necessary to set a large distance between the bypass valve  13  and the bypass port  3  when the main valve  9  is closed. 
     This requires a complex structure like the deflector  18  in order to guide the high-temperature coolant B toward the temperature sensitive movable part  8  as much as possible. 
     Even the “coolant guiding cylinder” disclosed in Japanese Unexamined Utility Model Publication No. Sho 61-175534 causes the high-temperature coolant B to be ejected into the “coolant guiding cylinder” larger in diameter than the flow-in passage for the high-temperature coolant B, provided at the bypass port having a relatively small diameter, from the flow-in passage, so that the high-temperature coolant B flowing in is scattered before contacting the temperature sensitive movable part, thus impairing the temperature and flow rate of the high-temperature coolant B. 
     Further, the high-temperature coolant B flowing in the “coolant guiding cylinder” is blocked by the bypass valve before the temperature sensitive movable part, and is further scattered to be considerably mixed with the low-temperature coolant A and the coolant C (mixture) turbulently flowing around, so that the original temperature is no longer kept. 
     When the failure of keeping the original temperature occurs until the high-temperature coolant B reaches the periphery of the temperature sensitive movable part, which causes the foregoing problem, the performance of the temperature sensitive movable part to detect the temperature of the high-temperature coolant B is impaired, bringing about a problem such that there is a large possibility of overshooting when the temperature of the entire cooling system rises. In addition, how the “failure of keeping the original temperature” occurs is not stable depending on the number of rotations of a coolant pump which operates according to the operational state of the engine, so that the liquid temperature control lacks stability. 
     When the flow rate of the coolant at the top surface of the temperature sensitive movable part is fast, the temperature of the coolant is quickly transmitted to the temperature sensitive movable part. The high-temperature coolant B that has flowed into the “coolant guiding cylinder” loses the original flow rate until it reaches the periphery of the temperature sensitive movable part, so that the performance of the temperature sensitive movable part to detect the temperature of the high-temperature coolant B in good response is impaired accordingly, bringing about the problem such that there is a large possibility of overshooting when the temperature of the entire cooling system rises. Further, the response to a change in the temperature of the coolant caused by a change in the operational state of the engine is impaired, so that the liquid temperature control lacks stability. 
     As described above, even the “coolant guiding cylinder” does not allow the temperature and flow rate of the high-temperature coolant B to be maintained until the high-temperature coolant B reaches the periphery of temperature sensitive movable part, disabling a sufficient improvement of the temperature detection of the temperature sensitive movable part in response to an abrupt change in the temperature of the coolant, so that the temperature of the coolant cannot be controlled with high accuracy. 
     The present invention has been made in consideration of the foregoing problems of the conventional thermostat apparatus, and aims at providing a thermostat apparatus capable of accurately controlling the temperature of the coolant. Accordingly, it is an object of the invention to provide a thermostat apparatus which contributes to improving the combustion efficiency of an engine, reducing the friction loss of the engine, and reducing the thermal loss, thereby contributing to reduction in fuel consumption. 
     To solve the problems, a thermostat apparatus to which the present invention is adapted is characterized in that a conduit for bypassing a high-temperature coolant heated by the engine to the thermostat apparatus is structured so as to extend until the conduit covers all of or a part of the temperature sensitive movable part and to form a high-temperature coolant conduit having an inside diameter commensurate with an outside diameter of the temperature sensitive movable part in such a way as to cause the high-temperature coolant flowing the conduit to directly contact a periphery (bottom surface/side surface) of the temperature sensitive movable part without impairing a temperature and a flow rate of the high-temperature coolant, and then let the high-temperature coolant flow out of an ejection opening. 
     The present invention with the foregoing structure has the following advantages. 
     The structure of the high-temperature coolant conduit forms a state where the high-temperature coolant B dominates the area where the temperature sensitive movable part is disposed, thus bringing about advantages to be described below. 
     According to the present invention, the movement of the temperature sensitive movable part can be controlled mostly by the temperature of the high-temperature coolant alone. It is possible to sufficiently enhance the temperature dominant ratio of the high-temperature coolant to the temperature sensitive movable part and realize the state where the movable state of the temperature sensitive movable part can be controlled upon influence of the temperature of the high-temperature coolant. 
     Even when the coolant returning from the circuit for the cabin heater flows into the housing body interior (space into which the high-temperature coolant is ejected from the ejection opening of the high-temperature coolant conduit; the same is applied hereunder), the high-temperature coolant conduit and the high-temperature coolant B which has passed the high-temperature coolant conduit guard the coolant from the circuit for the cabin heater, thus making it possible to keep the temperature dominant ratio of the high-temperature coolant to the temperature sensitive movable part. 
     The “temperature dominant ratio of the high-temperature coolant to the temperature sensitive movable part” is defined by a coefficient a expressed by the following equation. (detecting temperature of temperature sensitive movable part)=a×(high-temperature coolant)+b×(low-temperature coolant) 
     Even when the coolant returning from the circuit for the cabin heater using the heat of the coolant is returned into the housing body interior, the above equation is basically established. 
     While the conventional thermostat is an apparatus of mainly detecting the liquid temperature of the coolant C which is a liquid mixture, therefore, the thermostat according to the present invention is transformed to an apparatus which mainly and sufficiently detects the liquid temperature of the coolant at the outlet of the engine (high-temperature coolant B), and supplies the coolant C to the engine in such a way as to keep the liquid temperature of the high-temperature coolant B constant. 
     Because the transformation is achieved without changing the apparatus positional relationship of the thermostat apparatus in the cooling system, the thermostat apparatus can be realized without significantly modifying the design of the cooling system configured by using the widely prevailing conventional thermostat apparatus. 
     In general, the maximum temperature of the coolant in the cooling system has a limit and the coolant temperature is set and controlled so as not to exceed the limit. In the cooling system to be installed in an automobile or the like, a portion where the coolant becomes hottest is the outlet of the engine. In the conventional thermostat apparatus, the temperature of the coolant to be supplied to the engine is controlled to a low temperature and supplied thereto beforehand so that the temperature at the outlet of the engine (high-temperature coolant temperature) does not exceed the allowable limit in various operational states. According to the present invention, however, the engine outlet temperature is directly detected and controlled with the foregoing advantages, making it possible to set the coolant temperature as high as the allowable limit. As the coolant temperature at the engine outlet is stably kept at the portion near the high-temperature side allowable limit while increasing or decreasing the temperature of the coolant to be supplied to the engine as needed, the average water temperature in the engine can be set higher than that allowed by the prior art. 
     This contributes to improving the combustion efficiency of the engine, reducing the friction loss of the engine, reducing the thermal loss, etc., resulting in achievement of reduced fuel consumption of the engine. It is also possible to contribute to improving the performance of the cabin heater or the like. 
     The foregoing advantages allow the temperature of the high-temperature coolant to be detected stably, and can thus overcome the problem that the temperature of the coolant cooling the engine becomes instable and realize stable control of the coolant temperature around the high-temperature coolant. This can suppress thermal expansion or contraction originating from a change in the temperature of the coolant of the engine, thus achieving reduction of stress on the engine. 
     Those advantages can be provided specifically by the coolant temperature characteristic during automobile driving, as shown in  FIG. 8 , obtained by the present invention. 
     Data shown in  FIG. 8  is the progress of the engine outlet temperature (high-temperature coolant temperature) recorded when the test was conducted in the same drive mode in cases of installing the conventional thermostat apparatus described referring to  FIG. 7  and the thermostat apparatus according to the present invention in the same automobile while the other conditions are set to be identical. 
     For an exemplified description, for an automobile which behaves as shown in  FIG. 8 , a coolant temperature T° C. (e.g., 97° C.) at the engine outlet in the cooling system is an ideal value for the coolant temperature at which the engine operates at the highest efficiency and lowest fuel consumption. That is, it is ideal that the engine operates at the constant engine outlet coolant temperature of 97° C. 
     In the conventional thermostat apparatus, the coolant temperature at the engine outlet considerably varies at a temperature difference between T max ° C. (e.g., 100° C.) and T 2 ° C. (e.g., 88° C.) because mainly the state of mixture of the low-temperature coolant and the high-temperature coolant is instable and changes mainly in synchronization with the load state of the engine and then in accordance with a change in the flow state of the coolant in the housing body interior, so that the coolant temperature around the temperature sensitive movable part which is detected by the temperature sensitive movable part is instable. 
     According to the thermostat apparatus of the present invention, the coolant temperature at the engine outlet stably transitions at a temperature difference between T max ° C. (e.g., 100° C.) and T 1 ° C. (e.g., 95° C.). 
     The coolant temperature at the engine outlet (high-temperature coolant temperature) is considered as an index indicative of the necessary degree of cooling of the engine, and direct detection of the engine outlet temperature is direct recognition of the necessary amount of cooling of the engine by the thermostat apparatus, enabling an improvement on the response that has been difficult for the conventional thermostat apparatus which mainly detects the temperature of a liquid mixture. 
     Paying attention to the positional relationship between the high-temperature coolant conduit and the temperature sensitive movable part, in the aspect where the temperature of the high-temperature coolant rises, the piston shaft protracts, so that the temperature sensitive movable part enters the high-temperature coolant conduit, increasing the “temperature dominant ratio of the high-temperature coolant to the temperature sensitive movable part”, quickening the response of the operation (opening operation of the main valve) in the direction of demonstrating the cooling performance needed by the engine outlet temperature, whereas in the aspect where the temperature of the high-temperature coolant falls, the piston shaft is pushed back, so that the temperature sensitive movable part moves outside from inside the high-temperature coolant conduit, decreasing the “temperature dominant ratio of the high-temperature coolant to the temperature sensitive movable part”, quickening the response of the operation (closing operation of the main valve) in the direction of suppressing the cooling performance needed by the engine outlet temperature. The above mechanically improves the response of the temperature sensitive movable part to the high-temperature coolant B. 
     Even in case of reducing the amount of the high-temperature coolant flowing in the bypass circuit, the sensitivity to the temperature of the high-temperature coolant is high so that the performance of the present invention can be demonstrated sufficiently. 
     The advantages described above make it unnecessary to take the complex structure of the deflector  18  as discussed in the problem (4) of the conventional thermostat apparatus. 
     Because the main valve  9  of the conventional thermostat apparatus is characterized in that it starts opening while tilting in a direction defined by the end position of the main spring  11 , the characteristic in the cooling system differs depending on the end position of the main spring. By way of contrast, because the high-temperature coolant conduit sufficiently guards the action of the low-temperature coolant flowing in from the main valve on the temperature sensitive movable part, the characteristic of the thermostat apparatus of the present invention in the cooling system is hardly influenced by the end position of the main spring. The subject matter recited in at least one embodiment of the present invention can suppress the inclination of the main valve itself. 
     The provision of the high-temperature coolant conduit can add a function of “restricting the passage for the high-temperature coolant”, bringing about an effect of eliminating the need for the bypass spring  14  of the conventional thermostat apparatus which presses the bypass valve  13  against the bypass port  3 , and providing single urging means for urging the main valve toward the low-temperature coolant port. 
     Disposing the single urging means outside the high-temperature coolant conduit makes it possible to create a state where no urging means is present in the area between the high-temperature coolant conduit  42  and the temperature sensing portion of the temperature sensitive movable part. 
     Further, “providing single urging means” brings about an effect of reducing the load applied when the piston shaft is pushed into the temperature sensitive movable part to the urging force of only single urging means. 
       FIG. 9  shows the effect of reducing the urging force in the form of the characteristics of the “coolant temperature vs. degree of opening of the main valve” of the conventional thermostat apparatus and the thermostat apparatus according to the present invention in comparison with each other. 
     That is, since the conventional thermostat apparatus closes the bypass port with the bypass valve, and then applies double urging forces provided by the main spring and the bypass spring, the pressure acting on the thermal extension body in the temperature sensitive movable part becomes higher, raising the melting point of the thermal extension body, so that setting a large degree of opening of the main valve requires a higher coolant temperature, causing a change in the degree of opening of the main valve with respect to the temperature of the coolant having a transition point. By way of contrast, since the thermostat apparatus according to the present invention uses a single urging force, so that a change in the degree of opening of the main valve with respect to the coolant temperature is smooth, achieving more accurate control of the coolant temperature. In addition, a large degree of opening of the main valve can be taken at a relatively low coolant temperature, so that when the coolant temperature becomes high, the cooling performance of the radiator can be demonstrated sufficiently, thus preventing the overshooting of the coolant temperature. 
     The reduction in urging force reduces the load applied to the temperature sensitive movable part, thereby realizing an elongated life thereof. 
     As the load applied to the temperature sensitive movable part can be reduced, a smaller temperature sensitive movable part can be used, so that making the temperature sensitive movable part compact makes the response (response to a change in the temperature of the coolant) higher, making it possible to ensure more stable control of the temperature of the coolant and miniaturization-oriented cost reduction. 
     According to the subject matter recited in one embodiment of the present invention, the coaxial structure comprising a piston shaft, temperature sensitive movable part and extension shaft takes a two-point support structure supporting at a piston shaft support and a support guide part spaced apart from the piston shaft support, and does not guide the side surface of the temperature sensing portion of the temperature sensitive movable part, but guides the extension shaft with the support guide part. This makes it possible to set the clearance between the extension shaft and the support guide part smaller, bringing about an effect that the fluctuation range of the temperature sensitive movable part caused by the vibration of the engine, pulsation of the coolant and the driving vibration can be made smaller. 
     This makes the movements of the temperature sensitive movable part and the main valve smoother and reduces stress to achieve longer life of the thermostat apparatus. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A thermostat apparatus adaptable at the time of controlling the coolant temperature of the engine of an automobile, as the best mode of carrying out the present invention, will be elaborated below with reference to the accompanying drawings, in which: 
         FIG. 1  is a first embodiment of the present invention and an example where a projection is provided; 
         FIG. 2  is a second embodiment of the present invention; 
         FIG. 3  is a third embodiment of the present invention; 
         FIG. 4  is an example of a small-diameter portion according to the present invention; 
         FIG. 5  is an example of a deflector according to the present invention; 
         FIG. 6  is an embodiment of an outlet control according to the present invention; 
         FIG. 7  is a configurational example of the conventional thermostat apparatus; 
         FIG. 8  is a relationship among outlet temperatures in individual loaded operation modes; and 
         FIG. 9  is a relationship of the degree of opening of the main valve with respect to coolant temperature. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  shows the configuration of a thermostat apparatus  300  as a first embodiment of the present invention. 
     The thermostat apparatus  300  is included in a so-called inlet control type in which a low-temperature coolant A cooled at a radiator  52  and a high-temperature coolant B supplied via a bypass  53  from an engine  51  flow into the thermostat apparatus  300 , and the temperature of a coolant C which is let to flow into the engine  51  is controlled by controlling the ratio of the mixture thereof. 
     That is, the control system includes a bypass port  33  to which the high-temperature coolant B having passed the engine  51  is supplied via the bypass  53 , and a radiator coupling port  31  to which the low-temperature coolant A that is a part of the high-temperature coolant B having passed the engine  51  and cooled at the radiator  52  is supplied from the radiator  52 , and the low-temperature coolant A and the high-temperature coolant B are mixed in a housing body interior  32  to produce the coolant C. The produced coolant C is supplied to the engine  51  via the engine coupling port  30 . 
     The feature of the thermostat apparatus  300  lies in that a state where the movable state of the temperature sensitive movable part can be realized only by mostly the temperature of the high-temperature coolant, so that the thermostat apparatus  300  can operate to make the temperature of the high-temperature coolant B flowing out from the engine  51  constant. 
     A cabin heater  101  is provided on a halfway between the bypass  53  and the radiator  52 . 
     In executing this control, the thermostat apparatus  300  further has a housing body  48  and a housing cover  47  attached thereto to form its casing. The housing body  48  has an internal shape corresponding to the bypass port  33  and the engine coupling port  30 . The housing cover  47  also has an internal shape corresponding to the radiator coupling port  31 . The housing body  48  and the housing cover  47  are each made of aluminum (die-cast), plastics or the like. 
     The thermostat apparatus  300  includes a temperature sensitive movable part  39 , a piston shaft  34  having one end retained in the temperature sensitive movable part  39 , a piston shaft support  35  which is provided on the radiator coupling port  31  side and supports the other end of the piston shaft  34 , a main valve  36  integrally attached to the temperature sensitive movable part  39 , a spring  41  which urges the main valve  36  toward the radiator coupling port  31 , and a high-temperature coolant conduit  42  projecting toward the housing body interior  32  from the bypass port  33  and coupled toward the housing body interior  32  from the bypass port  33  via an ejection opening  46 , and further has an extension shaft  43  extending from the temperature sensitive movable part  39  toward the bypass port  33 , and a support guide part  44  formed in the high-temperature coolant conduit  42  to support and guide the extension shaft  43 . 
     The material for the high-temperature coolant conduit  42  is, for example, a resin, which is not restrictive. The upper end of the high-temperature coolant conduit  42  is positioned above the lower end of the temperature sensitive movable part  39 , as shown in  FIG. 1 . As a result, the lower end of the temperature sensitive movable part  39  enters the high-temperature coolant conduit  42 . The “above” here is equivalent to the position of the radiator coupling port  31  side, while the “under” is equivalent to the position of the bypass port  33  side. The same is applied in the following description. 
     The inside diameter of the high-temperature coolant conduit  42  is set wider than the outside diameter of the temperature sensitive movable part  39 . Consequently, at the time the distal end of the temperature sensitive movable part  39  is inserted into a tube constituting the high-temperature coolant conduit  42 , it is inserted in a so-called loosely insertable state with some spatial margin provided between the inner wall of the high-temperature coolant conduit  42  and the outer wall of the temperature sensitive movable part  39 . 
     It is to be noted that the spring  41  is fitted over the outer surface of the high-temperature coolant conduit  42 . A frame  59  is further embedded in the high-temperature coolant conduit  42 , and has one end fixed to the housing cover  47 . The structure of the frame  59  may be omitted. 
     The support guide part  44  has its outer periphery formed on the inner wall of the high-temperature coolant conduit  42 . The support guide part  44  has unillustrated holes formed therethrough at upper and lower surfaces, so that through the unillustrated holes, the high-temperature coolant B flows from the bypass port  33  toward the ejection opening  46  and flows out to the housing body interior  32 . 
     The operation of the thermostat apparatus  300  with the foregoing configuration will be described next. When a hot high-temperature coolant B heated by the engine  51  is supplied to the bypass port  33 , the high-temperature coolant B is fed to the high-temperature coolant conduit  42 . The high-temperature coolant conduit  42  can cause the fed high-temperature coolant B to directly contact the periphery of the temperature sensitive movable part  39 . The temperature sensitive movable part  39  is loosely fitted in the high-temperature coolant conduit  42  beforehand, with a predetermined clearance previously formed between the temperature sensitive movable part  39  and the high-temperature coolant conduit  42 . The high-temperature coolant B flows out to the housing body interior  32  through the clearance formed between the temperature sensitive movable part  39  and the high-temperature coolant conduit  42 . This can allow the high-temperature coolant B to directly contact the periphery (bottom surface/side surface) of the temperature sensitive movable part  39  without impairing the temperature and flow rate thereof, thereby transmitting heat. Accordingly, the temperature sensitive movable part  39  can detect the temperature of the high-temperature coolant B with a high efficiency, so that the temperature sensitive movable part  39  can be moved according to the temperature of the high-temperature coolant B. 
     The high-temperature coolant B which has flowed out into the housing body interior  32  from the ejection opening  46  first flows so as to surround the temperature sensitive movable part  39 . This can form a state where the high-temperature coolant B dominates the area where the temperature sensitive movable part  39  is disposed. 
     As the main valve  36  is urged toward the radiator coupling port  31  by the spring  41 , the radiator coupling port  31  and the housing body interior  32  are blocked from each other when the temperature sensitive movable part  39  is not driven. When a high-temperature coolant B with a predetermined temperature or higher is supplied into high-temperature coolant conduit  42 , on the other hand, the temperature sensitive movable part  39  is driven toward the bypass port  33 , so that the main valve  36  is opened against the load of the spring  41 , making it possible to increase the flow-in amount of the low-temperature coolant A to the housing body interior  32  from the radiator coupling port  31 . As a result, the flow-in amount of the low-temperature coolant A to the housing body interior  32  from the radiator coupling port  31  can be controlled according to the temperature of the high-temperature coolant B. 
     The thermostat apparatus  300  to which the present invention is adapted may be configured so that the temperature sensitive movable part  39  is inserted and guided into a support guide part  62  inside the high-temperature coolant conduit  42  as in a second embodiment shown in  FIG. 2 . With regard to those components and members in  FIG. 2  and subsequent drawings, which are similar to the corresponding components and members in  FIG. 1 , same reference numerals are given to omit their descriptions below. 
     The support guide part  62  is formed by bending, press-working, etc. of a steel member, and is configured so as to be able to support and guide the side surface of the temperature sensitive movable part  39  disposed in an insertable manner. The support guide part  62  may be integrated with the aforementioned auxiliary fitting  59 , or may be spaced apart therefrom. Multiple holes not shown are provided in the support guide part  62 . The high-temperature coolant B passes through the unillustrated holes. 
     The thermostat apparatus  300  to which the present invention is adapted may be adapted to a third embodiment shown in  FIG. 3 . 
     In the embodiment shown in  FIG. 3 , the high-temperature coolant conduit  42  is formed by a combination of a high-temperature coolant inlet passage of the housing body  48  and the support guide part  62 , the ejection opening  46  is formed in the support guide part  62 , and the temperature sensitive movable part  39  is supported and guided to the support guide part  62 . 
     The support guide part  62  is provided with a plurality of unillustrated holes=ejection openings  46 , so that the high-temperature coolant B supplied from the bypass port  33  directly contacts the periphery (bottom surface/side surface) of the temperature sensitive movable part  39 , thereby transmitting heat, and then flows into the housing body interior  32  through the ejection openings  46 . This can realize a simple and compact structure while keeping the function of the high-temperature coolant conduit. 
     The thermostat apparatus  300  to which the present invention is adapted may have a projection  40  formed on the outer surface of the temperature sensitive movable part  39  and corresponding in shape to the clearance between the temperature sensitive movable part  39  and the high-temperature coolant conduit  42  as shown in, for example,  FIG. 1 . When a hot high-temperature coolant B is supplied, the temperature sensitive movable part  39  is driven toward the bypass port  33  as shown in  FIG. 1(   b ), and the projection  40  is likewise shifted toward the bypass port  33  accordingly. Consequently, the clearance formed between the temperature sensitive movable part  39  and the high-temperature coolant conduit  42  can be narrowed by the projection  40 , making it possible to narrow the passage for the high-temperature coolant B to the housing body interior  32 . As a result, the flow amount of the high-temperature coolant B from the bypass port  33  to the housing body interior  32  can be reduced. Therefore, the ratio of the mixture of the high-temperature coolant B from the engine  51  and the low-temperature coolant A from the radiator  52  can also be controlled by the provision of the projection  40 . When the temperature of the high-temperature coolant B is high, a larger amount of the high-temperature coolant B can be supplied to the radiator  52  to maximize the cooling performance, which can be realized by a simple structure. 
     The thermostat apparatus  300  to which the present invention is adapted may have a small-diameter portion  61  narrowed inward and formed on the inner wall of the high-temperature coolant conduit  42  as shown in, for example,  FIG. 4 . Accordingly, the clearance between the temperature sensitive movable part  39  and the high-temperature coolant conduit  42  can be freely restricted according to the driving of the temperature sensitive movable part  39 . 
     As a result, the flow amount of the high-temperature coolant B to the housing body interior  32  from the bypass port  33  can be reduced, so that a larger amount of the high-temperature coolant B can be supplied to the radiator  52  to maximize the cooling performance. The ratio of the mixture of the high-temperature coolant B from the engine  51  and the low-temperature coolant A from the radiator  52  can also be controlled by the small-diameter portion  61 . 
     Furthermore, the flow rate of the high-temperature coolant B can be made not to be impaired significantly by narrowing the flowing clearance of the high-temperature coolant B around the temperature sensitive movable part  39  while suppressing the flow-in amount of the high-temperature coolant B to the housing body interior  32  from the bypass port  33 . This can more reliably keep the state where the high-temperature coolant B dominates the area where the temperature sensitive movable part  39  is disposed, even with the flow amount of the high-temperature coolant B in the high-temperature coolant conduit  42  being suppressed. 
     Because the small-diameter portion  61  can be formed in various forms, such as a tapered form, a recessed and curved form, and a projecting and curved form, it is possible to tune the flow-in amount of the high-temperature coolant B in such a way as to adequately and gradually restrict the flow-in amount thereof at the time the flow passage for the high-temperature coolant B is restricted by the ingress of the temperature sensitive movable part  39 . When the flow passage for the high-temperature coolant B is restricted or when the bypass port  33  and the housing body interior  32  are completely blocked, the thermostat apparatus does not cause temperature hunting of the coolant and can achieve stable coolant temperature control as compared with the conventional thermostat apparatus. 
     The thermostat apparatus  300  to which the present invention is adapted may be adapted to a mode as shown in  FIG. 5 , for example. 
     The mode shown in  FIG. 5  further has a deflector  70  extending from the main valve  36 . The deflector  70  is disposed in such a way as to surround the temperature sensitive movable part  39  from a position spaced apart from the outer periphery of the temperature sensitive movable part  39 . Although the deflector  70  is disposed outside the spring  41  in  FIG. 5 , which is not restrictive, the deflector  70  can be provided inside the spring  41 . The provision of the deflector  70  can allow the high-temperature coolant B, led along the inner wall of the high-temperature coolant conduit  42 , to directly contact the periphery of the temperature sensitive movable part  39  more reliably. The presence of the deflector  70  can guard the low-temperature coolant A so that the low-temperature coolant A does not contact the temperature sensitive movable part  39  carelessly. 
     The structure may be modified in such a way that when the temperature sensitive movable part  39  is driven, the flow of the high-temperature coolant B out of the housing body interior is restricted by the positional relationship between the lower end portion of the deflector  70  and the upper end portion of the high-temperature coolant conduit  42 . Consequently, the flow amount of the high-temperature coolant B to the housing body interior  32  from the bypass port  33  can be reduced. Therefore, the ratio of the mixture of the high-temperature coolant B from the engine  51  and the low-temperature coolant A from the radiator  52  can also be controlled by the provision of the deflector  70 . When the temperature of the high-temperature coolant B is high, a larger amount of the high-temperature coolant B can be supplied to the radiator  52  to maximize the cooling performance. 
     A thermostat apparatus  400  to which the present invention is adapted is not limited to a case where the foregoing control is executed, but may be adapted in executing control at the outlet. 
       FIG. 6  shows the configuration of the thermostat apparatus  400  adapted in executing the outlet control. The thermostat apparatus  400  has an engine coupling port  72  for letting a high-temperature coolant heated in the engine  51  flow inside, a bypass port  73  to return the coolant to the engine  51 , and a radiator coupling port  71  to feed out the coolant to the radiator. With regard to those components and members in the thermostat apparatus  400  shown in  FIG. 6 , which are similar to the corresponding components and members in  FIG. 1 , same reference numerals are given to omit their descriptions below. 
     The thermostat apparatus  400  shown in  FIG. 6  further has a bypass valve  74  attached to the extension shaft  43 . The formation of the bypass valve  74  can allow the flow passage to the bypass port  73  to be closed by the bypass valve  74  according to the driving of the temperature sensitive movable part  39  as shown in  FIG. 6(   b ). This makes it possible to control the flow amount. 
     The high-temperature coolant conduit  42  is structured in a cylinder shape with the height adjusted to such an extent that the temperature sensitive movable part  39  is exposed to the high-temperature coolant flowing from the engine coupling port  72 , regardless of the drive state of the temperature sensitive movable part  39 . Therefore, the high-temperature coolant supplied from the engine coupling port  72  directly contacts the temperature sensitive movable part  39  to transmit heat, and the temperature sensitive movable part  39  can be driven upward or downward freely based on mainly the temperature of the high-temperature coolant.