Patent Application
20120168138
(a) Technical Field
The present invention generally relates to systems and devices for delivering a coolant to an engine of a vehicle, such as electric-powered vehicles and hybrid vehicles (e.g., vehicles powered by an electric motor(s) and/or an internal combustion engine). More particularly, the present invention relates to an integrated pump, coolant flow control and heat exchange device and systems embodying same and yet more particularly, to such an integrated pump, flow control and heat exchange device having the ability to simultaneously control flow paths and flow volume.
(b) Background Art
Generally, a vehicle includes an engine, a transmission, a unit heater, a radiator, a pump for delivering a coolant to the engine, and an engine control module. A typical cooling system used in a vehicle includes three main flow circuits: an engine bypass circuit, a circuit including a unit heater, and a circuit including a radiator.
Coolant flow may be controlled by a simple traditional wax pellet fixed temperature thermostat or a more complex coolant control valve with a drive motor, which has been developed as a replacement to the traditional wax pellet type thermostat. The coolant control valve changes coolant flow within circuits based on a signal from a vehicle engine control module unit which is derived from engine coolant temperature.
The coolant control valve reduces engine warm up time by blocking coolant flow at initial cold start and also allowing the engine (coolant and oil) to operate at a higher temperature during normal driving to improve the engine lubricity by controlling the coolant temperature (and engine oil by default) within the engine at higher average temperatures.
The coolant control valve, however, does not provide a more rapid increase in the temperature of the transmission oil circuit because of positional limitation of a transmission oil cooler. More specifically, the transmission oil cooler is typically located in a radiator end tank (i.e., oil to liquid (coolant) type heat exchanger), in the air stream (i.e., air to oil cooler) in front of the vehicle engine cooling module, or both in series depending on transmission cooling demand requirements. Alternatively, it may be provided as a remotely mounted stand alone oil to coolant type cooler.
Such a transmission oil cooler is located within one of the three main flow circuits or an auxiliary circuit. Accordingly, as the coolant flows through multiple coolant circuits, the transmission oil cooler is not fully utilizing the maximum cooling potential available for transmission oil cooling.
In the case where the transmission oil cooler is located in the front end area of the vehicle (either in the radiator tank or air stream), during cold weather driving, the transmission oil is typically cooled to the minimum operating temperature if allowed to flow within the heat exchangers provided for cooling. This causes the oil to warm up slowly and also can cause the oil to operate at a temperature which is lower than the temperature for optimum transmission oil lubricity. As a result, more transmission mechanical drag can be caused and vehicle fuel economy during cold weather conditions can be reduced. In case of the air to oil transmission oil cooler, if there is not a temperature bypass valve in the flow circuit, the oil in the cooler can get so cold and thick that the oil cooler may freeze and may not ever allow oil to pass through the cooler and, in some cases, may cause the transmission to be overheated and be damaged due to no oil flow through the transmission oil cooler.
An additional parasitic loss to the engine fuel economy performance is the engine driven mechanical water pump. The engine driven mechanical water pump always operates at some multiple or fraction of engine speed regardless of ambient temperatures or actual cooling requirements. Some vehicles have recently introduced an electric water pump on an internal combustion engine but this design traditionally has been avoided due to vehicle electrical power limitations due to the high current draw required to support a stand alone water pump capable of flowing enough coolant to properly cool the vehicle. As is known to those skilled in the art, such a engine driven mechanical water pump or FEAD (front end assembly drive) mechanically driven impellor/pulley water pump is driven by the engine so as to rotate at a multiple of the crankshaft rotational speed. Typically, the pump pulley is operably coupled to the crankshaft by a belt (e.g., serpentine belt).
Although devices and systems were proposed to increase the speed of transmission oil warm up, as disclosed in, for example, U.S. Pat. Nos. 6,182,749; 6,371,060; 6,997,143; 6,705,586; 6,796,375; 7,077,776 and 7,168,397, there is still a need for an improved device or system.
The above information disclosed in this Background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art.
In its broadest aspects, the present invention features an integrated coolant delivery, flow control and heat exchange device which pumps or delivers coolant to an engine while controlling multiple flow modes and coolant paths to branch out (or converge) from (or to) a coolant flow valve which in turn controls all paths of coolant flow through a heat exchange mixing box. Such an integrated coolant delivery, flow control and heat exchange device should improve both fuel economy and management of heat exchange between components of a vehicle using such a device. More particularly, such improvement is expected when using the device of the present invention for a number of reasons including, for example, (a) optimizing flow control speed to actual needs rather than engine speed; (b) keeping the pump off on cold start; (c) allowing interior heating with engine coolant rather than electric auxiliary heat on shutdown (start-stop for hybrids); (d) allowing faster oil warm-up (both engine & transmission); (e) allowing faster cold engine warm-up (optimize coolant flow); (f) reducing water pump load (minimize high flow pressure drop); (g) improving temperature control (minimize coolant and engine oil temperature variation within engine and increase cold weather transmission oil operating temperatures (“Oil heating mode in cold weather conditions”); and/or (h) allowing for engine coolant operating temperature calibration for optimum efficiency at any operating condition through engine control module.
According to one aspect of the present invention, there is featured an integrated coolant delivery, flow control and heat exchange system that includes a pump for delivering engine coolant to the engine of a vehicle and a coolant flow control and heat exchange device for a vehicle, where the pump is mechanically and fluidly coupled to the coolant flow control and heat exchange device so as to form an integrated assembly. In a more particular embodiment, such a system includes a pump part including the pump, and the coolant flow control and heat exchange device further includes a valve body part and a heat exchange part.
The integrated pump part of such a system of the invention suitably may comprise a pump housing unit which is an integrated (e.g., molded to) component on the system. For instance, the pump housing unit may be integrated (e.g., molded to or with) to a heat exchange unit of the system.
The pump part and pump housing unit may suitably comprise a pump motor assembly which may comprise an electric motor and further elements particularly an impeller assembly and control circuit portion, which elements may be affixed (e.g., bolted) within or to the pump housing unit. The pump motor assembly may be suitably controlled by the engine control module.
According to another aspect of the present invention, there is featured an integrated pump, coolant flow control and heat exchange device for a vehicle, which includes a heat exchange part, a valve body part, and a pump part. More particularly, the pump part draws coolant through the heat exchange part and the valve body part and delivers such coolant to the engine. In embodiments of the present invention, such an integrated pump, coolant flow control and heat exchange device, further includes an electric motor and/or internal combustion engine, a transmission, a unit heater, a radiator, and an engine control module.
Such a pump part may suitable comprise a pump housing unit which is an integrated (e.g., molded to) component of the integrated pump, coolant flow control and heat exchange device. For example, the pump housing unit may be suitably integrated (e.g., molded to or with) with the housing of the heat exchange unit.
Such a pump part may suitably comprise a pump motor assembly which may comprise an electric motor and further elements particularly an impeller assembly and control circuit portion, which elements may be affixed (e.g., bolted) within or to the pump housing unit. The pump motor assembly may be suitably controlled by the engine control module.
The heat exchange part includes an outlet for discharging coolant from the heat exchange part into the pump, a first inlet for receiving coolant coming from the radiator, a second inlet for receiving coolant coming from the unit heater, and a heat exchanger provided inside the heat exchange part. The heat exchanger includes an inlet for receiving from a source of supply, another vehicle fluid and an outlet for discharging the vehicle fluid from the heat exchanger toward the supply source, by which the heat exchanger is in fluid communication with the supply source.
The valve body part includes an inlet for receiving coolant coming from the engine, a first outlet for discharging coolant from the valve body part toward the radiator, and a second outlet for discharging coolant from the valve body part toward the unit heater.
The valve body part further includes a third outlet and the heat exchange part further includes a third inlet. The third outlet of the valve body part is connected to the third inlet of the heat exchange part, thereby making the valve body part and the heat exchange part in fluid communication with each other. This fluid connection between the respective third inlet and the respective third outlet, functions as the engine bypass so that none, some or all of the coolant inside the valve body part is delivered to the heat exchange part to warm up and cool down the vehicle fluid inside the heat exchanger by heat exchange therebetween.
According to yet another aspect of the present invention, there is featured yet another integrated pump coolant flow control and heat exchange device that includes a heat exchange part, a pump part, and a valve body part. More particularly, the pump part draws coolant through the valve and the heat exchange part and delivers such coolant to the engine. In embodiments of the present invention, such an integrated pump, coolant flow control and heat exchange device, further includes an electric motor and/or internal combustion engine, a transmission, a unit heater, a radiator, and an engine control module.
The heat exchange part includes an outlet for discharging coolant from the heat exchange part into the pump part and a heat exchanger provided inside the heat exchange part. The heat exchanger includes an inlet for receiving another vehicle fluid from a supply source and an outlet for discharging the vehicle fluid from the heat exchanger toward the fluid supply source by which the heat exchanger is in fluid communication with the fluid supply source.
The valve body part includes a first inlet for receiving coolant coming from the engine, a second inlet for receiving a coolant coming from the radiator, and a third inlet for receiving a coolant coming from the unit heater. The valve body part further includes an outlet and the heat exchange part further includes an inlet. The outlet of the valve body part is connected (e.g., fluidly coupled) to the inlet of the heat exchange part so that all of the coolant inside the valve body part can be delivered to the heat exchange part to warm up and cool down the vehicle fluid inside the heat exchanger by heat exchange there between.
In embodiments, such an integrated pump coolant flow control and heat exchange device is configured so that the valve body part is located upstream of the heat exchange part and is down stream of all other branch coolant circuits within the system such that the coolant leaving the engine flows through all branch coolant circuits before entering the valve body part. In addition, an external branch coolant circuit is provided fluidly coupling the engine to the first inlet so as to provide a flowpath for engine bypass flow.
Such a pump part includes a pump for delivering engine coolant to the engine. Such a pump part may suitable comprise a pump housing unit which is an integrated (e.g., molded to) component on the system. Such a pump housing unit, for example, is suitably integrated (e.g., molded to or with) with the housing of the heat exchange unit.
In further embodiments, such a pump housing unit includes a pump motor assembly which suitably includes an electric motor and further elements particularly an impeller assembly and control circuit portion, which elements may be affixed (e.g., bolted) within or to the pump housing unit. The pump motor assembly may be suitably controlled by the engine control module.
In yet further aspects of the present invention, the integrated coolant delivery, flow control and heat exchange systems and integrated pump coolant flow control and heat exchange devices of the present invention, further include a pump and coolant flow control system that is operably coupled to the pump, valve body part and other functionalities of such systems and devices. Such a pump and coolant flow control system is configured and arranged so as to control the pump, valve body and other functionalities of such systems and devices so as to carry out the functions of such systems and devices of the present invention as described herein.
It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of propulsion/power, for example both gasoline-powered and electric-powered. As discussed herein, preferred vehicles for use with systems of the invention include electric-powered vehicles (which comprise an electric motor) and hybrid vehicles (particularly gasoline-electric hybrids which may comprise both a petroleum (e.g., gasoline) powered engine and electric motor).
It should be recognized that the systems and devices of the present invention are not limited solely to applications involving such vehicles. It is within the scope of the present invention for the devices and/or systems of the present invention to be used in other applications in which internal combustion engines are used, for example, stand alone internal combustion engines or an internal combustion engine operably coupled to an electric generator for generating electrical power.
The above and other aspects and features of the present invention are discussed below.
The above and other features of the present invention will now be described in detail with reference to certain exemplary embodiments thereof illustrated the accompanying drawings which are given herein below by way of illustration only, and thus are not limitative of the present invention, and wherein:
It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment.
In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing.
As discussed above, we now provide an integrated coolant delivery, flow control and heat exchange system and an integrated pump, flow control and heat exchange device. Such systems or devices in their broadest aspects, pump or deliver coolant to an engine while controlling multiple flow modes and coolant paths to branch out (or converge) from (or to) a coolant flow valve which in turn controls all paths of coolant flow through a heat exchange mixing box. In more particular aspects, such systems and devices of the present invention, comprises an integrated pump for delivering an engine coolant to the engine, coolant flow control and heat exchange device for a vehicle.
Systems and devices of the invention can provide notable advantages over prior systems, including for example, eliminating the need for FEAD (front end assembly drive) mechanically driven impellor/pulley water pump; potentially simplifying and/or eliminating certain connecting tubes, hose and clamp parts; improving coolant flow rate control; and/or providing reductions in weight and manufacturing costs.
As also discussed herein, systems and devices of the invention are particularly useful for hybrid and all-electric vehicles which can require a stand-alone water pump as a component of the cooling system. For such vehicles, systems of the invention can eliminate the need for a circulation pump and in the case of hybrid vehicles, eliminate the need for FEAD (front end assembly drive) mechanically driven impellor/pulley water pump; eliminate certain connecting tubes, hose and clamp parts; and provide reductions in weight and manufacturing costs.
As also discussed herein, such systems and devices of the present invention are not limited solely to applications involving such vehicles. It is within the scope of the present invention for such devices and/or systems to be used in other applications in which internal combustion engines are used, for example, stand alone internal combustion engines or an internal combustion engine operably coupled to an electric generator for generating electrical power.
According to a first aspect of the present invention, an integrated pump coolant flow control and heat exchange device for a vehicle is provided, the device comprising: (a) a pump for delivering engine coolant to an engine; (b) a heat exchange part which discharges the coolant from the heat exchange part toward the pump; and (c) a coolant flow control unit, wherein the pump and heat exchange part form an integrated unit.
In a further aspect, there is provided a coolant flow control system for a vehicle where such a coolant flow control system includes an engine; a pump in fluid communication with the engine for delivering a coolant to the engine and an integrated pump coolant flow control and heat exchange device in fluid communication with the engine for delivering coolant to the engine. Such an integrated pump coolant flow control and heat exchange device includes a pump in fluid communication with the engine for delivering coolant to the engine, a valve body part and a heat exchange part in fluid communication with the valve body part. The valve body part is in fluid communication with the engine so as to receive all of the coolant coming from the engine, and a radiator provided in a first branch coolant circuit and being in fluid communication with the valve body part so as to receive none, some or all of the coolant coming from the valve body part; and a unit heater provided in a second branch coolant circuit and being in fluid communication with valve body part so as to receive none, some or all of the coolant coming from the valve body part, and an engine bypass provided in a third branch coolant circuit and being in fluid communication with the valve body part so as to receive none, some or all of the coolant coming from the valve body part, wherein the coolant passing through the first branch coolant circuit is delivered back to the pump after passing through the heat exchange part, and the coolant passing through the second branch coolant circuit is delivered back to the pump after passing through the heat exchange part and the coolant passing through the third branch coolant circuit is delivered back to the pump after passing through the heat exchange part.
In yet a further aspect, a coolant flow control system for a vehicle is further provided, the system comprising: an engine; a pump in fluid communication with the engine for delivering a coolant to the engine; an integrated coolant flow control and heat exchange device including a valve body part and a heat exchange part in fluid communication with the valve body part, the valve body part being in fluid communication with the engine so as to receive all of the coolant coming from the engine, and wherein the pump and heat exchange device are integrated; a radiator provided in a first branch coolant circuit and being in fluid communication with the valve body part so as to receive none, some or all of the coolant coming from the valve body part; and a unit heater provided in a second branch coolant circuit and being in fluid communication with valve body part so as to receive none, some or all of the coolant coming from the valve body part, and an engine bypass provided in a third branch coolant circuit and being in fluid communication with the valve body part so as to receive none, some or all of the coolant coming from the valve body part, wherein the coolant passing through the first branch coolant circuit is delivered back to the pump after passing through the heat exchange part, and the coolant passing through the second branch coolant circuit is delivered back to the pump after passing through the heat exchange part and the coolant passing through the third branch coolant circuit is delivered back to the pump after passing through the heat exchange part.
Hereinafter reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with exemplary embodiments, it will be understood that present description is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.
The integrated pump part 50 includes a pump housing unit which is an integrated (e.g., molded to) component on the system having an outlet 51 so that the coolant can be returned to the electric motor and/or engine of the vehicle. For instance, the pump housing unit is integrated (e.g., molded to or with) with the housing of the heat exchange unit 30. In an illustrative embodiment the integrated pump, coolant flow control and heat exchange device 10 includes an integrated housing unit for housing each of the valve body 20, heat exchange part 30 and the pump 50. For example, a housing is molded using any of a number or materials known in the art or is formed using any of a number of material and techniques as is know to those skilled in the art so as to form a housing unit for such a pump part 50 (or integrated pump), and coolant flow control and heat exchange device 10. Such forming includes providing an outlet 51 whereby fluid can be returned to the electric motor and/or engine.
Such a pump part 50 also includes a pump 103 or pump motor assembly. Such a pump 103 includes an electric motor an impeller assembly and control circuit portion. As is known to those skilled in the art, the impeller assembly includes an impeller that moves (e.g., rotates, pulses) so as to pressurize the fluid being acted on by the pump and so the fluid moves in a desired direction. Such an electric motor is suitably mechanically coupled to the impeller assembly (e.g., by gearing) so that the impeller moves at a desired speed (e.g., rotates at a desired rotational speed). The control circuit portion is preferably configured and arranged to control the electric motor so that the impeller is rotated at the desired speed. In more particular embodiments, the electric motor is a variable speed motor whose speed can be controlled so that the impeller is rotable at a speed within a range of values.
In further embodiments, the pump housing unit is further configured and arranged so as to removable receive and secure the pump motor assembly thereto. In an illustrative embodiment, the pump motor assembly is mechanically affixed or secured to the pump housing unit such as by bolts or using any of a number of other mechanical techniques as are known to those skilled in the art.
The valve body part 20 includes at least one inlet and at least one outlet. Preferably, as shown in
As indicated herein, the pump part 50 or integrated water pump may suitably include an outlet 51, so that operation of the pump returns coolant to the electric motor or engine. In further embodiments, the pump part 50 may suitably include an inlet 52 that is fluidly coupled to an outlet 31 of the heat exchange part 30 so that coolant flows from the heat exchange part to the pump and thence to the electric motor and/or engine.
The inlet 21 of the valve body part 20 is suitably provided to receive coolant coming from the engine/electric motor. The first outlet 22 of the valve body part 20 is provided to discharge coolant from the valve body part 20 toward the radiator. The second outlet 23 of the valve body part 20 is provided to discharge coolant from the valve body part 20 toward the unit heater.
The outlet 31 of the heat exchange part 30 is provided to discharge coolant from the heat exchange part 30 to the pump part 50. The first inlet 32 of the heat exchange part 30 is provided to receive coolant flowing from the radiator. The second inlet 33 of the heat exchange part 30 is provided to receive coolant coming from the unit heater. The third outlet 24 of the valve body part 20 is connected (i.e., mechanically and fluidly coupled) to the third inlet 34 of the heat exchange part 30, which takes the place of the traditional engine coolant bypass circuit. The valve body part 20 controls the coolant flow so that none, some or all of the coolant can be delivered to the heat exchange part 30 to thereby warm up and cool down a vehicle fluid inside the heat exchanger 40 by heat exchange therebetween.
In further embodiments, the valve body part 20 further includes a flow wall 26 for flow control. Such a flow wall 26 within the valve body part 20 functions to control the amount of coolant flowing into various system circuits. For the design shown in
In further embodiments, the heat exchange part 30 further includes a (fluid to fluid) heat exchanger 40 provided within the heat exchange part 30. The heat exchanger 40 suitably includes at least one inlet and at least one outlet. Preferably, it may include an inlet 41 and an outlet 42, as generally depicted in
As further indicated herein, it is within the scope of the present invention for such an integrated pump, coolant flow control and heat exchange device 10, more particularly the exchange part 30 thereof, to be configured so as to include a plurality or two or more of such heat exchangers 40 provided within the heat exchange part 30.
The device 10 may further include an actuator 25 on or near the valve body part 20. The actuator 25 is configured to operate, in response to a control signal from the engine control module (ECM), so as to selectively operate the movement of the flow wall 26 which opens, varies and/or closes the flow through the outlet 22, 23, 24 of the valve body part 20 in response to respective control signals from the engine control module. The actuator 25 can be realized in various forms. One example is a step motor (e.g., an electric step motor) that is controlled by a signal received from the engine controller which, depending on coolant and oil temperatures, controls the flow wall 26 position to optimize coolant flow within the circuits.
Preferably, the device 10 further includes a pressure cap 38 on a portion of the heat exchange part 30. The pressure cap 38, similar to a traditional spring actuated pressure cap, may function as a controller of the coolant operating pressure within the system and/or as an access point in the system for adding coolant for system servicing.
The shape, size, and position of the valve body part 20 are not limited to particular ones and can be independently changed according to design choices and/or operational conditions. For instance, the valve body part 20 may have a circular cross section.
Likewise, the position, shape and size of the inlet 21 and the first, second, and third outlets 22, 23, 24 of the valve body part 20, the outlet 31 and the first, second, and the third inlets 32, 33, 34 of the heat exchange part 30, and the inlet 41 and the outlet 42 of the heat exchanger 40 are not limited to particular ones and can be independently changed according to design choices and/or operational conditions. For example, the inlets 21, 32, 33, 34, 41 and the outlets 22, 23, 24, 31, 42 each may have a circular cross section. Preferably, some or all of the inlets 21, 32, 33, 34, 41 and the outlets 22, 23, 24, 31, 42 may be designed to have identical or different shapes and sizes. Suitably, the third outlet 24 and the third inlet 34 may be formed integrally or separately.
In addition, additional ports may be added to supply coolant to other branch coolant circuits (not shown). For example, there may be an additional outlet(s) similar to the outlet 23 which can flow a coolant to other possible circuit needs (i.e., engine cooler, power steering cooler, electric cooler fluid, throttle body warmer, or any other systems or devices provided within a vehicle for cooling or warming).
The valve body part 20 may be formed integrally with the heat exchange part 30 while being in fluid communication with the heat exchange part 30. Alternatively, it may be located remotely from the heat exchange part 30 while being in fluid communication with the heat exchange part 30.
Also, the heat exchange part may include a plurality of heat exchangers. For example, as shown in
In an exemplary embodiment, as shown in
In this embodiment, the first heat exchanger 131 may be in fluid communication with the supply housing 102 through a first heat exchanger inlet 151 and a first heat exchanger outlet 152, which are similar to the inlet 41 and outlet 42, respectively. The first heat exchanger inlet 151 and outlet 152 can be formed either in the supply source housing 102 while being in fluid communication with the first heat exchanger 131 or in the other vehicle system(s) while being in fluid communication with the first heat exchanger 131. The second heat exchanger 132 may fluid communicate with the supply source housing 102 through a second heat exchanger inlet (not shown) and a second heat exchanger outlet (not shown) which are similar to the first exchanger inlet 151 and outlet 152. Alternatively, the second heat exchanger 132 may be designed to be in fluid communication with additional vehicle systems (not shown) that need either cooling or warming. As discussed above, the mounting position of the heat exchange part and the number of the heat exchangers located within the heat exchange part can be adjusted according to design choice and operational condition.
The term “vehicle fluid” used herein refers to any type of fluids for use in any systems or devices within a vehicle for cooling or warming purpose. Accordingly, vehicle fluid includes, but is not limited to, oils, refrigerants, coolants or salts and may be in the form of liquid, gas, or mixture thereof. Non-limiting examples of the fluid include a transmission oil, an engine oil, a power steering oil or fluid, a differential oil, a trans axle oil, an electric cooler fluid, a converter oil, a generator oil, and an a/c cabin refrigerant.
Referring now to
The coolant control system 100 includes an integrated coolant flow control and heat exchange device 10, an engine 101, a pump 103, a radiator 104, a unit heater 105 and a throttle body warmer 106.
The integrated coolant flow control and heat exchange device 10 includes a valve body part 120 and a heat exchange part 130 in fluid communication with the valve body part 120. The valve body part 120 is in fluid communication with the engine 101 and receives all of the coolant coming from the engine 101. The heat exchange part 130 includes a first heat exchanger 131 for receiving, accommodating and discharging a first vehicle fluid. The first vehicle fluid inside the first heat exchanger 131 is heat exchanged with the coolant inside the heat exchange part 130, thereby being able to be warmed or cooled.
The pump 103 is in fluid communication with the engine 101 for delivering a coolant to the engine 101.
The radiator 104 is provided in a first branch coolant circuit 110 and is in fluid communication with the valve body part 120 so as to receive none, some or all of the coolant coming from the valve body part 120.
The unit heater 105 and throttle body warmer 106 are provided in a second branch coolant circuit 111 and are in fluid communication with valve body part 120 so as to receive none, some or all of the coolant coming from the valve body part 120.
The engine bypass 107 is in a third branch coolant circuit 112 and in fluid communication between the valve body part 120 and the heat exchange part 130 so as to receive none, some or all of the coolant coming from the valve body part 120. The third branch circuit 112 can either be formed integrally between the valve body part 120 and heat exchange part 130 or be formed separately with a communication device.
The coolant passing through the first branch coolant circuit 110 is delivered back to the pump 103 after passing through the heat exchange part 130. The coolant passing through the second branch coolant circuit 111 is delivered back to the pump 103 after passing through the heat exchange part 130. The coolant passing through the third branch coolant circuit 112 is delivered back to the pump 103 after passing through the heat exchange part 130. The number of the branch coolant circuits 110, 111, 112 controlled by the device 10 can be adjusted as long as packaging space permits and proper function is ensured and/or depending on design choice.
Preferably, the system may further include additional branch coolant circuit(s) that can flow a fluid(s) to and from other possible supply source(s) requiring cooling and/or warming depending on cooling system design and requirements. The coolant flow would be controlled through the branch coolant circuits by the valve body part 120 of the device 10.
Suitably, the system may further include additional heat exchanger(s). Preferably, the heat exchanger(s) may be connected in parallel or series with existing circuits like the throttle body 106 connected to the unit heater 105, may be connected in parallel or series with at least one of the branch coolant circuits 110, 111, 112, or may have its own independent branch circuit but deliver the coolant back to the pump after passing through the heat exchange part 130.
As discussed above, as shown in
As discussed above, the first heat exchanger 131 can be positioned on a portion of the supply source housing (e.g., transmission housing) 102, in which case the fluid path would require no additional connecting hardware.
Referring now to
Reference shall be made to the discussion above regarding the integrated pump, coolant flow control and heat exchange device 10 and the functionalities thereof for details of the integrated pump, coolant flow control and heat exchange device 10a according to this aspect of the present invention and the functionalities thereof, except as other wise described in the following.
For the integrated pump, coolant flow control and heat exchange device 10a according to this aspect of the present invention and as shown in
The valve body part 60 suitably includes at least one inlet and at least one outlet. Preferably, as shown in
The first inlet 61 of the valve body part 60 is provided for receiving coolant coming from the engine. The second inlet 62 of the valve body part 60 is provided for receiving coolant coming from the radiator. The third inlet 63 of the valve body part 60 is provided for receiving coolant coming from the unit heater. The outlet 71 of the heat exchange part 70 is provided for discharging all the coolant from the heat exchange part 70 toward the pump part 50 or the integrated pump.
The first inlet 74 of the heat exchange part 70 is provided to receive all the coolant coming from the valve body part 60. The outlet 64 of the valve body part 60 is connected (fluidly coupled) to the inlet 74 of the heat exchange part 70 so that all of the coolant inside the valve body part 60 is delivered to the heat exchange part 70 to thereby warm up and cool down the supply source fluid (e.g., transmission oil) inside the heat exchanger 80 by heat exchange therebetween.
The valve body part 60 further includes a flow wall 66. As further described herein, the flow wall 66 functions to control the amount of a coolant flowing from various system circuits. The flow wall 66 may be shaped like, e.g., an inverted cup with varying opening shapes made in the cup which coincides with the different inlets. The flow wall 66 is capable of blocking all flow from the inlets or controlling any percent of flow up to full flow through any inlet depending on system requirements. The flow amount can be suitably, controlled by unique controlled opening patterns located in the flow wall designed to meet specific system coolant flow amounts based on circuit requirements.
The heat exchange part 70 suitably further includes a heat exchanger 80 provided inside the heat exchange part 70. The heat exchanger 80 includes at least one inlet and at least one outlet. Preferably, it may include an inlet 81 and an outlet 82, as shown in
Such a pump part 50 includes a pump housing unit which is an integrated (e.g., molded to) component on the system having an outlet 51 so that the coolant can be returned to the electric motor and/or engine of the vehicle. In an illustrative embodiment the integrated pump, coolant flow control and heat exchange device 10a includes an integrated housing unit for housing each of the valve body 70, heat exchange part 60 and the pump 50, whereby the outlet 51 is provided in the housing whereby fluid can be returned to the electric motor and/or engine.
As also indicated herein, such a pump part 50 also includes a pump 103 or pump motor assembly. Such a pump 103 includes an electric motor an impeller assembly and control circuit portion. As is known to those skilled in the art, the impeller assembly includes an impeller that moves (e.g., rotates, pulses) so as to pressurize the fluid being acted on by the pump and so the fluid moves in a desired direction. Such an electric motor is suitably mechanically coupled to the impeller assembly (e.g., by gearing) so that the impeller moves at a desired speed (e.g., rotates at a desired rotational speed). The control circuit portion is preferably configured and arranged to control the electric motor so that the impeller is rotated at the desired speed. In more particular embodiments, the electric motor is a variable speed motor whose speed can be controlled so that the impeller is rotable at a speed within a range of values.
Reference shall be made to the discussion concerning the integrated pump, coolant flow control and heat exchange device 10 above for other details of the pump part 50 not expressly provide here.
The integrated pump, coolant flow control and heat exchange device 10a, suitably further includes an actuator 65 on or near the valve body part 60. The actuator 65 is configured to operate in response to a control signal from the engine control module so as to selectively operate the movement of the flow wall 66 within the flow body part 60 in response to the control signals from the engine control module. The actuator 65 can be realized in various forms. One example is a step motor, such as that described herein, that is controlled by a signal received from the engine controller which, depending on coolant and oil temperatures, can control the flow wall 66 position to optimize coolant flow within the various circuits.
Preferably, the integrated pump, coolant flow control and heat exchange device 10a further includes a pressure cap 78 on a portion of the heat exchange part 70. As discussed above, the pressure cap 78, like the pressure cap 38, may function as a controller of the coolant operating pressure within the system and/or as an access point in the system for adding coolant for system servicing.
The shape, size, and position of the valve body part 60 are not limited to particular shape, size, and location and can be adjusted according to design choices and/or operational conditions. For instance, the vertical direction cross section of the valve body part 60 may be circular such that the flow wall 66 can rotate within the valve body part 60 and control the flow amount within the various branch coolant circuits.
Likewise, the position, shape and size of the inlets 61, 62, 63 and the outlet 64 of the valve body part 60, the outlet 71 and the first inlet 74 of the heat exchange part 70, and the inlet 81 and the outlet 82 of the heat exchanger 80 are not limited to particular ones and can be independently adjusted according to e.g., operational conditions. For example, the inlets 61, 62, 63, 74, 81 and the outlets 64, 71, 82 each may have a circular cross section. Preferably, some or all of the inlets 61, 62, 63, 74, 81 and the outlets 64, 71, 82 may be designed to have identical or different shapes and sizes. Suitably, the outlet 64 and the inlet 74 may be formed integrally or separately. For example, the entire valve body part 60 can be integrated together with the heat exchange part 70 as one integral part with no wall separating the two parts.
Further, additional ports may be added to receive a coolant from other branch coolant circuits (not shown). For example, there may be an additional inlet(s) similar to the inlet 63 which can receive a coolant from other possible branch coolant circuits.
Also, the heat exchange part may include a plurality of heat exchangers. For example, as shown in
Further, the heat exchange part 70 may, suitably, be mounted on a predetermined portion or portions of a supply source housing 202 (e.g., transmission housing) while being in fluid communication with the supply source housing 202. Alternatively, it may be placed remotely from the supply source housing 202 while being in fluid communication with the supply source housing 202.
Likewise, the valve body part 60 may be formed integrally with the heat exchange part 70 while being in fluid communication with the heat exchange part 70. Alternatively, it may be located remotely from the heat exchange part 70 while being in fluid communication with the heat exchange part 70.
In an exemplary embodiment, as shown in
In this embodiment, the first heat exchanger 231 is in fluid communication with the supply housing 202 through a first heat exchanger inlet 251 and a first heat exchanger outlet 252, which are similar to the inlet 41 and outlet 42, respectively. The first heat exchanger inlet 251 and outlet 252 can be formed either in the supply source housing 202 while being in fluid communication with the first heat exchanger 231 or with other vehicle system(s) while being in fluid communication with the first heat exchanger 231. The second heat exchanger 232 may be in fluid communication with the supply source housing 202 through a second heat exchanger inlet (not shown) and a second heat exchanger outlet (not shown) which are similar to the first exchanger inlet 251 and outlet 252. Alternatively, the second heat exchanger 232 may be designed to be in fluid communication with additional vehicle systems (not shown) that need either cooling or warming. As discussed above, the mounting position of the heat exchange part and the number of the heat exchangers located within the heat exchange part can be adjusted according to e.g., operational condition.
Referring to
The coolant flow control system 200 suitably includes an integrated coolant flow control and heat exchange device 10a, an engine 201, a pump 203, a radiator 204, a unit heater 205, a throttle body warmer 206 and an engine control module 260.
The integrated coolant flow control and heat exchange device 10a includes a valve body part 220 and a heat exchange part 230 in fluid communication with the valve body part 220. As indicated herein, the pump part 50 or pump 203 is arranged so that it draws coolant through the valve body part and thence through the heat exchange part into the pump for delivery to the engine 201. The heat exchanger part 230 suitably includes therein a first heat exchanger 231 for receiving, accommodating and discharging a first vehicle fluid. The first vehicle fluid inside the first heat exchanger 231 is heat exchanged with the coolant inside the heat exchange part 230, thereby being able to be warmed or cooled.
The pump 203 is in fluid communication with the engine 201 for delivering a coolant to the engine 201.
The radiator 204 is suitably provided in a first branch coolant circuit 210 and is in fluid communication with the engine so as to receive some or all of the coolant coming from the engine 201.
The unit heater 205 is provided in a second branch coolant circuit 211 and is in fluid communication with the engine so as to receive some or all of the coolant coming from the engine 201.
The engine bypass 240 is suitably provided in a third branch coolant circuit 212 and is in fluid communication with the engine so as to receive some or all of the coolant coming from the engine 201.
All the coolant passing through the first branch coolant circuit 210 is delivered back to the pump 203 after passing through the valve body part 220 and then the heat exchange part 230. All the coolant passing through the second branch coolant circuit 211 suitably is delivered back to the pump 203 after passing through the valve body part 220 and then the heat exchange part 230. All the coolant passing through the third branch coolant circuit 212 is suitably delivered back to the pump 203 after passing through the valve body part 220 and then the heat exchange part 230. This would also be true for any other additional branch coolant circuits that may be part of an engine cooling system.
In further embodiments of the present invention, such integrated pump coolant flow control and heat exchange systems and integrated pump coolant flow control and heat exchange devices of the present invention further include one or more, more particularly at least one, additional branch coolant circuit(s) that can flow a fluid(s) to and from other possible supply source(s) requiring cooling or warming depending on cooling system design and requirements.
Suitably, such integrated pump coolant flow control and heat exchange systems and integrated pump coolant flow control and heat exchange devices of the present invention, further include additional heat exchanger(s). Preferably, the additional heat exchanger(s) may be connected in parallel or series with existing circuits like the throttle body 106, 206 connected to the unit heater 105, 205, may be connected in parallel or series with at least one of the branch coolant circuits 210, 211, 212, or may have its own independent branch circuit but deliver the coolant back to the pump after passing through the valve body part 220 and the heat exchange part (230).
As discussed above and as shown in
As discussed above, the first heat exchanger 231 can be positioned on a portion of the supply source housing (e.g., transmission housing) 202, in which case the fluid path would require no additional connecting hardware.
According to the coolant flow control system 100, 200, the fluid (transmission oil) can be warmed or cooled quickly. More particularly, in the case of warm up mode, all the coolant from all cooling branch circuits 110, 111, 112, 210, 211, 212 which is warmer than the supply source fluid (transmission oil), is controlled to pass over the heat exchanger 131, 231 before returning to the pump 103, 203, thereby warming the supply source fluid (transmission oil) with the waste heat produced from other vehicle areas. In addition to the quick warming, it can maintain the average supply source fluid (transmission oil) temperature higher during cold weather driving with less supply source fluid (transmission oil) temperature variation, thus improving fuel economy due to the improvements in oil lubricity within the supply source device (transmission) and seal durability.
On the other hand, in case of cooling mode, all the coolant from the engine, which is cooler than the supply source fluid (transmission oil), is controlled to pass over the heat exchanger 131, 231 before returning to the pump 103, 203, thereby cooling the supply source fluid (transmission oil). In addition to the quick cooling, it can maintain the average supply source fluid (transmission oil) temperature near the optimum temperature or within the permissible temperature, thus improving fuel economy due to the improvements in oil lubricity within the transmission and seal durability.
In addition to the above-discussed valve body coolant control features, the valve body part 20, 60 achieved by controlling the positioning of the flow wall 26, 66 within the valve body 20, 60 can provide one or more of the following features:
1) Rapid Engine Warm-Up Mode: In this fully blocked mode, the flow wall (26, 66) can be positioned within the valve body 20, 60 so as to allow no coolant flow within any circuit or the engine. This condition is desired on cold engine start up where all heat generated within the engine is used to rapidly warm up the coolant and improve cold start fuel economy.
2) Default/Service Fill Mode: In the Default/Service Fill mode, at the position at which the flow wall 26, 66 is located when the actuator 25, 65 loses the signal from the engine control module, the flow wall 26, 66 will reach a position which will allow flow through all branches of the coolant flow control system and protect the vehicle from overheating during operation and improve service draining and filling process during vehicle servicing.
Another unique feature of the integrated coolant flow control and heat exchange devices 10, 50 is that any coolant flow in any of the coolant branch circuits must pass through the heat exchange part 130, 230 and then by the heat exchanger before returning to the pump 103, 203, thereby maximizing the heat exchange performance.
According to the present devices and systems, the vehicle fluid (e.g., transmission oil) can be warmed up or cooled down quickly. Also, with the integrated design of the present invention, space utilization can be improved and the number of components consisting of the system can be reduced.
The invention has been described in detail with reference to preferred embodiments thereof. However, it will be appreciated by those skilled in the art that changes may be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
