Patent Application
20190024569
The present disclosure relates generally to internal combustion engines and more particularly to adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine.
A vehicle, such a car, motorcycle, or any other type of automobile may be equipped with an internal combustion engine to provide a source of power for the vehicle. Power from the engine can include mechanical power (to enable the vehicle to move) and electrical power (to enable electronic systems, pumps, etc. within the vehicle to operate). As an internal combustion engine operates, the engine and its associated components generate heat, which can damage the engine and its associated components if left unchecked.
To reduce heat in the engine, a cooling system circulates a coolant fluid through cooling passages within the engine. The coolant fluid absorbs heat from the engine and is then cooled via a heat exchanger in a radiator when the coolant fluid is pumped out of the engine and into the radiator. Accordingly, the coolant fluid becomes cooler and is then circulated back through the engine to cool the engine and its associated components.
In one exemplary embodiment, a computer-implemented method for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine includes detecting, by a processing system, a start of the mode change for the main rotary valve in the vehicle cooling system. The method further includes closing, by the processing system, the flow control valve based at least in part on detecting the start of the mode change. The method further includes opening, by the processing system, the flow control valve based at least in part on the mode change being completed.
In some embodiments of the present disclosure, the mode change is a change from a cooling mode to a warming mode. In some embodiments of the present disclosure, the mode change is a change from a warming mode to a cooling mode. In some embodiments of the present disclosure, closing the flow control valve prevents a coolant fluid from flowing into an inlet of the main rotary valve. In some embodiments of the present disclosure, opening the flow control valve enables a coolant fluid to flow into an inlet of the main rotary valve. In some embodiments of the present disclosure, an inlet of the flow control valve is in fluid communication with an outlet of an engine block and an outlet of an engine head. In some embodiments of the present disclosure, an outlet of the flow control valve is in fluid communication with an inlet of the main rotary valve.
In another exemplary embodiment, a system for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine includes a memory including computer readable instructions and a processing device for executing the computer readable instructions for performing a method. In examples, the method includes detecting, by a processing system, a start of the mode change for the main rotary valve in the vehicle cooling system. The method further includes closing, by the processing system, the flow control valve based at least in part on detecting the start of the mode change. The method further includes opening, by the processing system, the flow control valve based at least in part on the mode change being completed.
In some embodiments of the present disclosure, the mode change is a change from a cooling mode to a warming mode. In some embodiments of the present disclosure, the mode change is a change from a warming mode to a cooling mode. In some embodiments of the present disclosure, closing the flow control valve prevents a coolant fluid from flowing into an inlet of the main rotary valve. In some embodiments of the present disclosure, opening the flow control valve enables a coolant fluid to flow into an inlet of the main rotary valve. In some embodiments of the present disclosure, an inlet of the flow control valve is in fluid communication with an outlet of an engine block and an outlet of an engine head. In some embodiments of the present disclosure, an outlet of the flow control valve is in fluid communication with an inlet of the main rotary valve.
In yet another exemplary embodiment a computer program product for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine includes a computer readable storage medium having program instructions embodied therewith, wherein the computer readable storage medium is not a transitory signal per se, the program instructions executable by a processing device to cause the processing device to perform a method. In examples, the method includes detecting, by a processing system, a start of the mode change for the main rotary valve in the vehicle cooling system. The method further includes closing, by the processing system, the flow control valve based at least in part on detecting the start of the mode change. The method further includes opening, by the processing system, the flow control valve based at least in part on the mode change being completed.
In some embodiments of the present disclosure, the mode change is a change from a cooling mode to a warming mode. In some embodiments of the present disclosure, the mode change is a change from a warming mode to a cooling mode. In some embodiments of the present disclosure, closing the flow control valve prevents a coolant fluid from flowing into an inlet of the main rotary valve. In some embodiments of the present disclosure, opening the flow control valve enables a coolant fluid to flow into an inlet of the main rotary valve. In some embodiments of the present disclosure, an inlet of the flow control valve is in fluid communication with an outlet of an engine block and an outlet of an engine head, and an outlet of the flow control valve is in fluid communication with an inlet of the main rotary valve.
The above features and advantages, and other features and advantages of the disclosure, are readily apparent from the following detailed description when taken in connection with the accompanying drawings.
Other features, advantages, and details appear, by way of example only, in the following detailed description, the detailed description referring to the drawings in which:
The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term module refers to processing circuitry that may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
The technical solutions described herein provide for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine. A cooling system for an internal combustion engine (“engine”) switches modes of a main rotary valve in order to satisfy a request of cooling or warming coming from the oil heater (e.g., an engine oil heater or a transmission oil heater).
In the case of a mode change, the main rotary valve opens a cooling fluid line to a radiator, which causes cooled cooling fluid to flow through the cooling system. Consequently, cooled cooling fluid flows into a water jacket inside the engine, which can cause thermal stress to the engine. For example, due to the geometry of the main rotary valve, every time a mode change occurs, the radiator line is fully opened for a period of time. This transition causes cooled cooling fluid to flow through the cooling system (depending on the engine speed and the position of other valves within the cooling system). In order to prevent the cooled coolant fluid (even at ambient temperature) to flow inside the engine water jacket, a flow control valve can be closed to reduce coolant fluid flow through the engine.
In particular, the present techniques provide for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine. To accomplish this, a start of a mode change for the main rotary valve in the vehicle cooling system is detected. The flow control valve is then closed until the mode change is complete, at which point the flow control valve is opened. The mode change can be, for example, changing from a cooling mode (e.g., an oil cooling mode) to a warming mode (e.g., an oil warming mode).
Accordingly, thermal stress on the engine is reduced, preventing possible damage to, or failure of, the engine and its components. By controlling the temperature of the coolant fluid, it is possible to operate the engine at the highest temperature possible without comprising the hardware integrity of the engine. This increases engine and fuel efficiency while preventing failure of the engine.
The main rotary valve 130 includes a first valve (or chamber) 140 having a first inlet 141, a second inlet 142, and an outlet 143. The main rotary valve 130 also includes a second valve (or chamber) 150 having an inlet 151, a first outlet 152, and a second outlet 153. The various components of the vehicle engine 100 are connected and arranged as shown in
Coolant fluid is cooled by the radiator 120 and is pumped out of the radiator 120 by the pump 104 back into the engine block 110, the engine head 112, and the other components 114 (collectively, the “inlet” of the engine). Coolant fluid cooled by the radiator 120 can also be pumped directly into the first inlet 141 of the main rotary valve 130. Managing the flow out of the radiator 120 enables mixing cold coolant with hot coolant in order to provide the coolant to the vehicle engine 100 at a desired temperature.
The valve controller 102 controls the flow of coolant fluid through the vehicle engine 100 by opening and closing the first valve 140 and the second valve 150. In particular, the valve controller 102 can cause the second valve 150 to direct flow from the engine block 110 and the engine head 112 into the radiator 120 and/or the radiator bypass 122 through the first outlet 152 and the second outlet 153. Similarly, the valve controller 102 can cause the first valve 140 to direct flow from either the first inlet 141 and/or the second inlet 142 into the engine oil heater 116 and the transmission oil heater 118 through the outlet 143.
The first inlet 141 (also referred to as the “cold inlet”) receives cooled coolant fluid via the pump 104 from the radiator 120. The second inlet 142 (also referred to as the “warm inlet”) receives warm coolant fluid (warm relative to the cooled coolant fluid) after it is pumped by the pump 104 through the engine block 110/engine head 112 and the other components 114. The warm coolant fluid is warmed as it passes through the engine block 110, the engine head 112, and/or the other components. Accordingly, depending on the state of the first valve 140, the first valve 140 can provide either cooled coolant fluid or warm coolant fluid to the engine oil heater 116 and the engine transmission oil heater 118.
The first valve 140 is in a cooling mode when the first valve 140 passes cooled coolant fluid from the first (cold) inlet 141 to the outlet 143. Conversely, the first valve 140 is in a warming mode when the first valve 140 passes warm coolant fluid from the second (warm) inlet 142 to the outlet 143. Thus, when the first valve 140 is in the cooling mode, the engine oil heater 116 and the transmission oil heater 118 receive cooled coolant fluid. However, when the first valve 140 is in the warming mode, the engine oil heater 116 and the transmission oil heater receive warm coolant fluid.
As soon as a mode change occurs, a percentage of actual radiator opening changes from a desired value because the main rotary valve 130 is moving from one mode to another (e.g., from warming mode to cooling mode or from cooling mode to warming mode). When the main rotary valve 130 experiences a mode shift (e.g., from cooling mode to warming mode or from warming mode to cooling mode), an influx of cool coolant fluid can flow through the engine block 110 and the engine head 112. To reduce this influx of cool coolant fluid in the engine block 110 and the engine head 112, a flow control valve (FCV) 160 can be closed between the engine block 110/engine head 112 and the second valve 150 of the main rotary valve 130. In particular, an inlet of the FCV 160 is in fluid communication with an outlet of the engine block 110 and an outlet of the engine head 112, and an outlet of the FCV 160 is in fluid communication with the inlet 151 of the second valve 150 of the main rotary valve 130. Since a difference between a desired and an actual radiator opening percentage increases during mode changing, as soon as this difference is greater than a tunable percentage, the FCV 160 is saturated in order to reduce its opening until a tunable threshold is reached.
When the FCV 160 is closed, the flow of coolant fluid into the radiator 120 is stopped so the coolant fluid is not cooled by the radiator 120. This prevents cooled coolant fluid from cycling back into the engine block 110/engine head 112. The valve controller 102 controls the FCV 160 to open and close the FCV 160 based, at least in part, on mode changing of the main rotary valve 130. According to some embodiments, the FCV 160 is partially closed (e.g., closed 25%, closed 50%, closed 80%, etc.) to achieve a desired flow (e.g., to maintain a consistent temperature through the vehicle engine 100).
With continuing reference to
A block 202, the valve controller 102 (i.e., a processing device or system) detects a start of a mode change for the main rotary valve 130 in the vehicle cooling system of the vehicle engine 100. For example, when the engine oil heater 116 and/or the transmission oil heater 118 need the cooling system to change from a cooling mode to a warming mode, the first valve 140 flows warm coolant fluid from the inlet 142 instead of cool coolant fluid from the inlet 141. Conversely, when the engine oil heater 116 and/or the transmission oil heater 118 need the cooling system to change from a warming mode to a cooling mode, the first valve 140 flows cool coolant fluid from the inlet 141 instead of warm coolant fluid from the inlet 142.
At block 204, the valve controller 102 closes the FCV 160 when a mode change is detected. This prevents cool coolant fluid from flowing into an inlet (e.g., the inlet 151) of the main rotary valve 130 so that the coolant is not passed through the radiator 120 and reintroduced to the engine block 110 and the engine head 112 as cool coolant fluid. This prevents thermal stress on the engine block 110 and the engine head 112.
At block 206, the valve controller 102 opens the FCV 160 when a mode change is completed or near completed. This enables the coolant fluid to flow into the inlet 151 of the main rotary valve 130 so that the coolant fluid can pass through the radiator 120, thereby cooling the coolant fluid.
Additional processes also may be included, and it should be understood that the processes depicted in
Line 310 represents the flow percentage of coolant from the inlet 151 to the second outlet 153 of the second valve 150 of the main rotary valve 130. Line 312 represents the flow percentage of coolant from the inlet 151 to the first outlet 152 of the second valve 150 of the main rotary valve 130. Line 314 represents the flow percentage of coolant from the second inlet 142 to the outlet 143 of the first valve 140 of the main rotary valve 130. Line 316 represents the flow percentage of coolant from the first inlet 141 to the outlet 143 of the first valve 140 of the main rotary valve 130.
As depicted in
It is understood that the present disclosure is capable of being implemented in conjunction with any other type of computing environment now known or later developed. For example,
Further illustrated are an inlet/outlet (I/O) adapter 27 and a network adapter 26 coupled to system bus 33. I/O adapter 27 may be a small computer system interface (SCSI) adapter that communicates with a hard disk 23 and/or another storage drive 25 or any other similar component. I/O adapter 27, hard disk 23, and storage device 25 are collectively referred to herein as mass storage 34. Operating system 40 for execution on processing system 400 may be stored in mass storage 34. A network adapter 26 interconnects system bus 33 with an outside network 36 enabling processing system 400 to communicate with other such systems.
A display (e.g., a display monitor) 35 is connected to system bus 33 by display adapter 32, which may include a graphics adapter to improve the performance of graphics intensive applications and a video controller. In one aspect of the present disclosure, adapters 26, 27, and/or 32 may be connected to one or more I/O busses that are connected to system bus 33 via an intermediate bus bridge (not shown). Suitable I/O buses for connecting peripheral devices such as hard disk controllers, network adapters, and graphics adapters typically include common protocols, such as the Peripheral Component Interconnect (PCI). Additional inlet/outlet devices are shown as connected to system bus 33 via user interface adapter 28 and display adapter 32. A keyboard 29, mouse 30, and speaker 31 may be interconnected to system bus 33 via user interface adapter 28, which may include, for example, a Super I/O chip integrating multiple device adapters into a single integrated circuit.
In some aspects of the present disclosure, processing system 400 includes a graphics processing unit 37. Graphics processing unit 37 is a specialized electronic circuit designed to manipulate and alter memory to accelerate the creation of images in a frame buffer intended for outlet to a display. In general, graphics processing unit 37 is very efficient at manipulating computer graphics and image processing, and has a highly parallel structure that makes it more effective than general-purpose CPUs for algorithms where processing of large blocks of data is done in parallel.
Thus, as configured herein, processing system 400 includes processing capability in the form of processors 21, storage capability including system memory (e.g., RAM 24), and mass storage 34, inlet means such as keyboard 29 and mouse 30, and outlet capability including speaker 31 and display 35. In some aspects of the present disclosure, a portion of system memory (e.g., RAM 24) and mass storage 34 collectively store an operating system to coordinate the functions of the various components shown in processing system 400.
The descriptions of the various examples of the present disclosure have been presented for purposes of illustration, but are not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described techniques. The terminology used herein was chosen to best explain the principles of the present techniques, the practical application or technical improvement over technologies found in the marketplace, or to enable others of ordinary skill in the art to understand the techniques disclosed herein.
While the above disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from its scope. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the present techniques not be limited to the particular embodiments disclosed, but will include all embodiments falling within the scope of the application.
