Patent Application
20190376440
The present application generally relates to active coolant volume reduction management in a pressurized reservoir coolant diverter for automobile applications. Specifically, the present application teaches an apparatus and method for diverting coolant flow around a pressurized coolant reservoir until the engine has reached operating temperature by employing a coolant bypass chamber and bypass shutoff valve.
Traditionally vehicle cooling systems had a coolant overflow bottle physically attached through use of a hose to the radiator pressure cap area where an extra coolant volume was located for management of coolant expansion and contraction and purging of any air located in the cooling system. The pressure cap usually was located in the highest point of the system and thus was a good location for many years. As vehicle cooling systems become more complex and front end structures become lower than the engine the traditional overflow bottle system has been eliminated with the use of pressurized coolant reservoirs. The advantage of the pressurized system is that the coolant fill point can now be located anywhere under hood but requires that all of the coolant that was once separated from the main cooling system to now be included into the active portion of the cooling system during engine warm up so the engine warm up is delayed until this extra coolant volume has been warmed up. In this configuration the coolant tank inlet temperature is approximately the same temperature as the engine out coolant temperature. Thus, the tank coolant is warming up during the vehicle engine warm up cycle and decreasing overall fuel economy during cold engine warm up conditions. It would be desirable to overcome these problems while maintaining benefits of the pressurized reservoir system.
Embodiments according to the present disclosure provide a number of advantages. For example, embodiments according to the present disclosure may enable improved performance of vehicle cooling systems and quicker performance in reaching optimal operating temperatures, both for propulsion system performance and vehicle occupant safety and comfort. Embodiments according to the present disclosure may thus be more robust than previous cooling systems, thereby increasing customer satisfaction
The present disclosure describes an apparatus comprising a coolant tank having a first chamber and a second chamber, an inlet coupled to the first chamber, an outlet coupled to the second chamber, a bypass coupled between the first chamber and the outlet, a sensor for determining a temperature of a fluid within the first chamber, and a valve for coupling the fluid within the first chamber to the bypass in response to the temperature of the fluid being below a first temperature, the valve further operative to couple the fluid within the first chamber to the second chamber in response to the temperature of the fluid being greater than the first temperature.
Another aspect of the present disclosure describes a method comprising receiving a coolant having a temperature from a vehicle coolant circulation system, coupling the coolant to a reservoir bypass coupled to an outlet, determining the temperature of the coolant, and coupling the coolant to a reservoir coupled to the outlet in response to the temperature being greater than a threshold temperature
Another aspect of the present disclosure describes an active liquid reservoir comprising an inlet for receiving a liquid having a first temperature, an outlet, a first tank coupled to the inlet, a second tank coupled to the outlet, and a thermostat coupled to the first tank, the second tank and the outlet, for determining the first temperature and directing the fluid from the first tank to the second tank in response to the first temperature exceeding a threshold, the thermostat being further operative to direct the fluid to the outlet in response to the first temperature not exceeding the threshold.
Additional features of the present invention will become apparent from the following description and appended claims, taken in conjunction with the accompanying drawings.
The following discussion of the embodiments of the invention directed to a vehicle coolant system is merely exemplary in nature, and is in no way intended to limit the invention or its applications or uses. For example, the cooling system of the present disclosure is described as having application for a vehicle. However, as will be appreciated by those skilled in the art, the architecture may have applications other than automotive applications.
Turning now to
The exemplary coolant system 100 comprises a coolant pump 110, a vehicle engine block 120, a temperature sensor 130, a heater core 140, a radiator 150, an active coolant volume management device 170 and a suction side thermostat 160. The coolant pump 110 is operative to circulate coolant throughout the coolant system 100. The coolant pump 110 may employ an impeller pump wheel or the like, enclosed within a housing with an inlet and an outlet for coolant flow. The coolant pump 110 may be driven mechanically via a serpentine belt or the like, which in turn is attached to a pulley driven in response to engine crank rotation or may be an electric pump operated independently from the engine rotation speed.
The vehicle engine block 120 houses the pistons, cylinders, valves and crank shaft and is the primary source of heat in a vehicle as a result of internal combustions. The pressurized coolant is pumped through channels within the vehicle engine block 120 and head. Heat is conducted from the metal surfaces of the engine block 120 to the pressurized coolant. The heated pressurized coolant flows by a temperature sensor 130 for determining the temperature of the pressurized coolant. Additionally, a heater core 140 may be used to radiate heat from the pressurized coolant into the passenger compartment. A radiator 150, is also employed to extract heat from the pressurized coolant and transfer the heat to the air outside of the vehicle. The coolant flow through the radiator 150 may also be controlled by a suction side thermostat 160.
The pressurized coolant reservoir 170 is operative to store an extra volume of coolant for management of coolant expansion and contraction as the vehicle heats up and cools down. The pressurized coolant reservoir 170 comprises two chambers, a smaller coolant bypass chamber and a larger surge tank chamber. The coolant bypass chamber is operative to store a small amount of coolant and is operative to divert the coolant flow around the surge tank chamber until the engine has reached operating temperature. This has the beneficial result that the engine warm up will be faster during the least efficient portion of the engine operation and fuel economy and cabin warm up improvements will be realized. Another benefit of the proposed pressurized coolant reservoir 170 is that it facilitates removal of air from the coolant circuit during engine operation and the system fill process.
The exemplary coolant system 100 may further include a coolant bypass circuit 180 which may be used to maintain proper overall engine coolant flow when the suction side thermostat 160 is restricting coolant flow from the radiator 150. The suction side thermostat 160 is operative to determine the temperature of the coolant in the cooling circuit while coolant system is warming up to its operating temperature. When the coolant temperature reaches its operative temperature, it starts to allow coolant to flow from the radiator to mix with the cooling circuit to maintain the operating temperature. If higher temperatures are determined, the suction side thermostat 160 will facilitate greater flow through the radiator and a reduced flow through the radiator for lower temperatures.
Turning now to
The coolant bypass chamber 210 houses the thermostatic mechanism including the bypass shutoff valve 230 and a main thermostatic valve 235. When the thermostatic mechanism is in bypass mode, the bypass shutoff valve 230 is open and the main thermostatic valve 235 is closed, and the coolant is directed through the coolant bypass circuit 245 to an outlet pipe 250. Once the coolant reaches a desired operating temperature, the thermostatic mechanism is operative to open the main thermostatic valve 235 and close the bypass shutoff valve 230 in order to direct the coolant through a coolant and air passage 255 and into the surge tank chamber 220. The coolant then mixes with an additional quantity of coolant stored in the surge tank chamber 220, warming the additional quantity of coolant. The coolant then flows through the outlet pipe 250 back into the coolant circulation system. The outlet pipe optionally have a valve to prevent backflow from the coolant bypass circuit 245 which is closed during bypass mode. The thermostatic mechanism may optionally be replaced by a valve system switched by a temperature sensor such as a thermocouple and microprocessor or the like.
The active coolant management device 200 may further employ a first pressure valve 275 to permit air to flow into the surge tank 220 thorough the coolant and air passage 255 but will restrict the flow of coolant to pass by. The air separated out of the cooling system into the surge tank 220 may be pushed to atmosphere pressure through the second pressure valve 280. The exemplary coolant system further includes a first pressure relief valve 275 such as a float valve or a jiggle valve, and a second pressure release valve 280, such as a pressure valve or a pressure cap, which may be used to separate trapped air in the coolant circuit and within the pressurized coolant reservoir. If a pressure cap is employed as the second pressure relief valve 280, it may be used to fill the system with coolant.
Turning now to
The exemplary wax pellet thermostatic valve 327a, 327b may be formed using a rigid housing encasing a pin valve driven by a copper loaded wax pellet inside a sealed body. As the temperature of the coolant increases, the wax expands, expanding the sealed body driving the pin valve. In this exemplary embodiment, the expanding sealed body may actuate the opening of the main thermostatic valve 320a, 320b and the closing of the bypass shutoff valve 335a, 335b wherein the contracting sealed body may actuate the closing of the main thermostatic valve 320a, 320b and the opening of the bypass shutoff valve 335a, 335b.
Benefits of the proposed system with the coolant bypass chamber include increased faster Engine warm up, increased engine fuel economy, and faster cabin warm up during cold conditions. In addition, engine oil and transmission oil warm up will be improved using Stack Plate Heat Exchangers (SPHE).
Turning now to
The method may be further operative to couple the coolant to the reservoir bypass is performed in response to the temperature of the coolant being less than the threshold temperature, wherein the coolant is coupled to at least one of the reservoir and the reservoir bypass by a thermostat. The method may be operative to determine the temperature of the coolant in response to a temperature sensor. The reservoir may contain an additional volume of vehicle coolant to be used by the vehicle coolant circulation system after the coolant had reached a threshold temperature. The threshold temperature may be determined in response to an operating temperature of a vehicle propulsion system.
In addition, while the previously discussed exemplary embodiments describe the coolant bypass chamber and a surge tank chamber collocated, the two tanks may optionally be located in separate locations and connected via a hose or the like. While a wax pellet thermostat was described in the exemplary embodiment, the system may be implemented with electronic valves controlled by an engine coolant temperature sensor and activated by engine control modules or the like.
The foregoing discussion disclosed and describes merely exemplary embodiments of the present invention. One skilled in the art will readily recognize from such discussion and from the accompanying drawings and claims that various changes, modifications and variations can be made therein without departing from the spirit and scope of the invention as defined in the following claims.
