Patent Application
20190107038
The disclosed inventive concept relates to components, such as vehicle components. More particularly, the disclosed inventive concept concerns caps for coolant reservoirs. Even more particularly, the disclosed inventive concept relates to caps for coolant reservoirs that accommodate for an increase in coolant volume due to an increase in coolant temperature.
On average, a typical 4-cylinder vehicle operating at 50 miles per hour will produce approximately 4,000 explosions per minute within its internal combustion engine as the spark plug ignites fuel in each cylinder. If not for the cooling system, the engine would be heavily damaged due to the large amount of heat created.
The cooling system or cooling loop in a vehicle includes, generally, a coolant reservoir for storing coolant (or antifreeze) not currently in circulation, passages within the engine block and heads, a water pump for circulating the coolant through the passages, a thermostat for regulating the flow of the coolant, and a radiator for drawing heat out of the coolant.
The coolant reservoir functions to store excess or overflowing coolant. The coolant reservoir includes a coolant reservoir cap which, when removed, allows for additional coolant to be added into the cooling reservoir and, in turn, pumped through the cooling loop. Standard coolant reservoir caps can withstand a pressure buildup within the reservoir of approximately 21 psi.
As coolant flows out of the coolant reservoir and through the various passages of the cooling loop, it draws heat away from the surrounding components, thereby cooling the engine. Thereafter, the coolant flows through the radiator and is cooled by fresh air entering the engine compartment through the grill in the front of the vehicle. This process repeats as the coolant is recirculated through the engine in order to continually draw heat away from the engine.
Hybrid vehicles include an inverter for converting the direct current output from the battery to alternating current used by an electric motor. This conversion produces additional waste heat that needs to be dissipated. Therefore, hybrid vehicles will oftentimes include a secondary or “inverter” coolant reservoir for specifically cooling the hybrid components in a lower temperature cooling loop, such as an electric motor, a DC-DC power converter, a charger, and the like. The inverter coolant reservoir is separate from the internal combustion engine coolant reservoir.
Coolant, conventionally used in today's internal combustion engine also referred to as antifreeze, is created by mixing water with a suitable organic chemical, such as ethylene glycol, diethylene glycol, or propylene glycol. This mixture allows for the coolant to remain a liquid at very low temperatures (below 0° C.) and avoid evaporating at very high temperatures (above 100° C.). However, as coolant gets hot, it begins to expand and causes an increase in pressure within the cooling system. Therefore, the radiator includes a radiator pressure cap that maintains the pressure in the cooling system by releasing a small amount of coolant through the cap as necessary to equalize the pressure therein. When additional coolant is required for circulation, coolant flows of a respective coolant reservoir.
In order to prevent a buildup of pressure within the coolant reservoir, itself, coolant reservoirs typically include a marking or “max fill line” formed thereon to indicate when the coolant reservoir is filled with an appropriate level of coolant. However, it is not uncommon for people to unintentionally fill the coolant reservoir above the max fill line. As a result, when the coolant stored within the coolant reservoir becomes heated, the expanding coolant causes pressure to build within the reservoir and the cooling loop. This creates an increased risk of the coolant reservoir rupturing or coolant leaking out of the reservoir and damaging the surrounding components.
The prior art addressed this situation by proposing a number of devices to counteract the increased pressure within a cooling system, such as those disclosed in U.S. Pat. Nos. 1,520,212, 2,663,451, 2,840,034, and 3,415,405, and U.S. Patent Application Publication No. 2007/0243463.
In view of the state of the art, it may be advantageous to provide an improved cap for a low temperature cooling loop reservoir in a hybrid vehicle. As in so many areas of vehicle technology, there is always room for improvement related to various vehicular cooling system components.
The disclosed inventive concept overcomes the problems associated with known cooling systems for use with hybrid vehicles by providing an improved cap for a coolant reservoir, namely, an inverter cooling reservoir in a hybrid vehicle. The disclosed inventive concept offers the significant general advantage of allowing for coolant to expand while being subjected to high operating pressures for a long duration of time.
Particularly, the disclosed inventive concept provides a cap for a coolant reservoir having an open neck for pouring coolant thereinto. The cap generally includes a base and a crown disposed above the base. The base has a top surface, a bottom surface, an outer wall, and an inner wall which defines a passageway extending through the top and bottom surfaces. The crown has a sidewall and a top wall which provide an air-dome. The sidewall and the top wall cooperate with one another to define an interior cavity formed therein.
When the cap is positioned onto the neck of the coolant reservoir either by being screwed, press-fitted, or otherwise emplaced thereon, the interior cavity of the crown is located above the neck. Thus, as the coolant within the coolant reservoir becomes heated and expands, the interior cavity provides additional space or an “air gap” for the coolant to occupy without resulting in a dangerous amount of pressure building within the cap. This air-dome in the crown, along with the additional space provided therein, contain the high pressure contingency and prevents the coolant from leaking out of the cap and onto the surrounding components. Moreover, the air-dome allows for coolant to expand and for air to compress therein in order to prevent coolant from leaking out of any hybrid module cold plates in the cooling loop.
Preferably, the cap further includes an indentation formed in the inner wall of the base in order to seat the cap over the top of the neck of the coolant reservoir. The indentation prevents the cap from being lowered too far onto the neck of the coolant reservoir and ensures that the interior cavity remains above the neck at all times.
The above advantages, in addition to other advantages and features, will be readily apparent from the following detailed description of the invention when taken in connection with the accompanying drawings.
For a more complete understanding of this disclosed inventive concept, reference should now be made to the embodiments illustrated in greater detail in the accompanying drawings and described below by way of examples of the disclosed inventive concept wherein:
In the following figures, the same reference numerals will be used to refer to the same components. In the following description, various operating parameters and components are described for different constructed embodiments. These specific parameters and components are included as examples and are not meant to be limiting.
As shown in
As shown in
As is known, utilizing the cap 10 fails to provide any additional space for coolant to occupy when pressure builds within the coolant reservoir 20 due to the coolant becoming hot and expanding. As a result, when coolant is accidentally filled to the top of the neck 22, the cap 10 and the coolant reservoir 20 exhibit an increased risk of rupturing and coolant is more likely to leak out of the coolant reservoir 20 and onto the surrounding components.
Therefore, in accordance with the disclosed inventive concept and with reference now to
As shown in
With more particularity, as shown in
The base 102 further includes an indentation 76 formed within the inner wall 72 and extends into the base 62. The indentation 76 cooperates with the inner wall 72 to provide a ledge 78.
With regard to the crown 64, the crown 64 extends upwardly from the base 62 and includes a sidewall 80 and a top wall 82 to provide an air-dome 84 for containing the high pressure contingency, as discussed below. The sidewall 80 extends between the top surface 66 of the base 62 and a perimetral edge 86 of the top wall 82. The sidewall 80 and the top wall 82 cooperate to define an interior cavity 88 within the crown 64. Preferably, the base 62 and the crown 64 are joined to form an integral, unitary structure.
As shown in
As illustrated, the base 62 is circular, but may comprise any other suitable geometry. However, it is critical that the diameter of the passageway 74 between the indentation 76 is substantially equal to the outer diameter of the neck 52 of the coolant reservoir 50 in order to provide a sufficient seal therebetween.
The interior cavity 88 in the crown 64 is defined by a height H between the top of the indentation 76 in the base 62 and the top wall 82 of the crown 64. When the cap 60 is positioned on the neck 52 of the coolant reservoir 50, the interior cavity 88 is maintained at height H above the opening 54 in the neck 52 to provide an “air gap.”
The passageway 74 is in fluid communication with the interior cavity 88 of the crown 64. Therefore, as opposed to the cap 10 in accordance with the prior art discussed above, which lies flat with the opening 24 formed in the neck 22 of the coolant reservoir 20, the cap 60 hereof allows for excess coolant filled to the top of the neck 22 to flow into the interior cavity 88 of the air-dome 84 and for pressure to build therein as necessary. In turn, the air-dome 84 contains the high pressure contingency that builds within the crown as the coolant expands. As a result, the air within the air-dome 84 and the interior cavity 88 compresses slightly, thereby preventing any leaks out of the cap 60 or, alternatively, out of any hybrid module cold plates within the cooling loop.
It is to be understood that the cap 60 may be either press-fitted or frictionally-fitted onto the neck 52 of the coolant reservoir 50. Here, the cap 60, or at least the base 62, is manufactured from any suitable material such as rubber, flexible plastic, or the like.
Alternatively, the inner wall 72 of the base 62 may include threads 90 such that the cap 60 may be screwed onto the neck 52 having corresponding threads. In this instance, it is to be understood that the base 62 need not include the indentation 76 formed therein as the cap 60 may be screwed onto the neck 52 as tight or as low as necessary.
When the cap 60 includes threads 90 and is to be screwed onto the neck 52, the crown 64, preferably, comprises a plurality of spaced apart projections 92 extending outwardly from the sidewall 80 thereof. The base 62 may also comprise a plurality of spaced apart projections 94 extending outwardly from the outer wall 70 thereof. The projections 92, 94 allow for one to better grip the cap 60 and facilitate screwing the cap 60 onto the neck 52.
It is to be understood that while the base 62 is shown to have a larger outer diameter than the crown 64, the outer diameters may be substantially equal without deviating from the scope of the disclosed inventive concept. For example, as shown in
Similarly, the inner diameters of the base 62 and the crown 64 of the cap 60 shown in
Alternatively, as shown in
As noted above in
From the above, it is to be appreciated that defined herein is a new and unique cap for a coolant reservoir which accommodates for the expansion of coolant and a buildup of pressure therein. One skilled in the art will readily recognize from such discussion, and from the accompanying drawings and claims, that various changes, modifications, and other variations can be made therein without departing from the spirit and fair scope of the disclosed inventive concept as defined by the following claims.
