Patent Application
20160222868
This invention relates to automotive cooling systems, and more particularly to such systems in automotive vehicles equipped with an exhaust gas recirculation loop.
Internal combustion engines are often cooled by circulating a liquid, typically water mixed with coolant, through the engine block. The liquid circulates in small passages, undergoing heat exchange with the hot engine.
The heated liquid then passes through a radiator, which transfers heat from the liquid inside the radiator pipes to air outside the radiator, thereby cooling the liquid. The liquid is then re-circulated to the engine. A water pump assists in circulating the liquid, and a fan assists the radiator's heat exchange by blowing air upon the radiator's surfaces.
In automotive vehicles, the above-described engine radiator is typically mounted in a position where it receives airflow from the forward movement of the vehicle, such as behind a front grill. This engine radiator is sometimes referred to as the “main” radiator because the vehicle's cooling system may also include additional, usually smaller, radiators.
For example, additional radiators are sometimes used to cool automatic transmission fluids, air conditioner refrigerant, intake air, motor oil or power steering fluid. For cooling motor oil, a small radiator used to cool the engine oil is referred to as an “oil cooler”.
For engines equipped with exhaust gas recirculation (EGR), another type of cooler that may be part of the vehicle's cooling system is an EGR cooler. An EGR cooler reduces exhaust gas temperatures prior to recirculating the exhaust back to the engine's intake system. Typically, the EGR cooler uses liquid coolant and is in fluid communication with the rest of the vehicle's overall cooling system.
A more complete understanding of the present embodiments and advantages thereof may be acquired by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numbers indicate like features, and wherein:
The following description is directed to a method and cooling system for reducing the warm-up time for coolant in an automotive vehicle equipped with an internal combustion engine and EGR. As explained below, the vehicle's “cooling” system is referred to as such even though it may be used to add heat to, as well as remove heat from, various parts of the vehicle system. For example, the cooling system may be used to redistribute heat from the engine to heat the passenger compartment of the vehicle. As another example, the cooling system may redistribute heat from an EGR cooler to an oil cooler to heat engine oil.
As stated in the Background, coolant is circulated throughout the cooling system using a water pump 10. In
Pump 10 delivers the coolant to the engine 11, which has channels running through its engine block and cylinder head. The coolant circulates throughout the engine. Next, the now-heated coolant flows, via a thermostat 12, to the radiator 14, where an airflow heat exchange occurs, assisted by fan 15. This cools the coolant so that it can be recirculated back to the engine.
Heated coolant from the engine 11 may also be delivered to a passenger compartment heater 16. This small heater 16 is a radiator-type heat exchanger, and has an associated blower fan. The heater 16 and its fan warm the passenger compartment's interior, as controlled by valve 17. Like the main radiator 14, the heater 16 removes heat from the engine, but heater 16 makes use of this heat for heating purposes. Coolant from the heater 16 flows back to the pump 10.
With regard to the engine intake/exhaust path, intake air is charged by the compressor portion of turbocharger 25, and is mixed with recirculated exhaust upstream of the intake manifold 23. Exhaust from engine 21 exits via the exhaust manifold 26, with a portion of the exhaust being recirculated via EGR loop 20. The rest of the exhaust is used for operation of the turbine portion of turbocharger 25 and exits via the tailpipe.
With regard to the coolant path, a water pump 24 operates in a manner similar to that of water pump 10 of
EGR cooler 22 is a liquid-air heat exchanger, and uses coolant from the cooling system to cool the recirculated exhaust. EGR cooler 22 cools the recirculated exhaust prior to the exhaust entering the intake manifold 23.
As illustrated, in this conventional EGR system, the coolant flow path from pump 24 includes an EGR coolant path to EGR cooler 22. This EGR coolant path returns coolant back to pump 24, in this case via the engine coolant path.
The coolant system of
Water pump 30 pumps coolant through a pump output path 35a, which divides into an engine coolant loop 35b and an EGR coolant loop 35c. Thus, water pump 30 may deliver coolant simultaneously to both the engine 31 and to the EGR cooler 32. The heat exchange process facilitated by the coolant for the engine 31 and the EGR cooler 32 is like that described above in connection with
From engine 31, the coolant flows back to the water pump 30 via the engine coolant loop 35b. From EGR cooler 32, coolant flows to an oil cooler 33, whose coolant input is in fluid communication with the EGR coolant loop 35c. From oil cooler 33, the coolant flows through an oil cooler output path 35d to directly join the engine coolant loop 35b.
Thus, coolant flows through the EGR cooler 32 and then directly to the oil cooler 33. Oil cooler 33 is closely coupled with engine 31. Oil cooler 33 may be any type of oil-to-liquid heat exchanger. Oil circulating within oil cooler 33 is warmed (or cooled) by the coolant.
As explained below, the placement of oil cooler 33 relative to EGR cooler 32 is such that coolant warmed by EGR cooler 32 will provide heat to warm the oil in oil cooler 33. The more proximate oil cooler 33 is to EGR cooler 32, the more heat will be available from the coolant that is warmed by EGR cooler 32.
An object of this configuration is to decrease the warm up time of the engine 31. When the engine is cold, heat rejected from the EGR cooler 32 is used to heat the rest of the engine. The coolant from the EGR cooler 32 will be warmed. In particular, the warmer coolant will heat the engine oil, using the heat exchange from the coolant to the engine oil as provided by oil cooler 33.
For conventional engines, on the Federal Test Procedure (FTP), the engine oil often takes a considerable time to warm up. Cold engine oil contributes to a nearly 15% difference between the fuel economy on the first bag of the FTP and the 3rd bag of the FTP.
It is recognized that at fully warm engine conditions, the temperature gain of the coolant flowing through EGR cooler 32 is not significant enough to detract from the ability to cool the oil in oil cooler 33.
At some low load conditions, the use of warm coolant coming from the EGR cooler 32 will help keep the oil in oil cooler 33 near optimal temperature. In comparison, in conventional engines, at low loads, the oil can cool below optimum temperatures.
A first modification is a valve 47, which may be used to control the flow of coolant from pump 40 to the engine 41 and to EGR cooler 42. Valve 41 can be used to send coolant to only the coolant loop 45c for EGR cooler 42 and oil cooler 43, or to only the coolant loop 45b for engine 41, or to both coolant paths 45b and 45c. Valve 41 can be a modulating type valve, such that the relative proportions of coolant to the coolant paths can be continuously adjusted.
For example, valve 41 can be used to turn off coolant to the engine 41 upon cold start. A control unit 49 can be programmed to receive data representing cold start engine conditions, and to generate a control signal to valve 41. When the engine is cold, it may be desirable to deliver all or a higher proportion of the coolant from the pump 40 to the EGR coolant loop 45c. Cold start conditions may be represented with various data delivered to control unit 49, such as key on data or temperature data.
Another modification illustrated in
A control unit 49 has appropriate processing hardware and software to control valves 47 and 48a in the manner described above. Control unit 49 may be part of a larger engine control unit or EGR control unit.
In this system, EGR cooler 532 will provide heat almost immediately upon start-up. As described above, this heat can be used to heat oil cooler 533 and/or a passenger compartment heater such as heater 48 of
In the dedicated EGR system of
In the example of this description, the EGR line 520 joins the intake line downstream the turbocharger's compressor. A mixer mixes the fresh air intake with the EGR gas, and a throttle controls the amount of intake (fresh air and EGR) into the intake manifold 502.
In other embodiments, there may be a different number of engine cylinders 501, and/or there may be more than one dedicated EGR cylinder 501d. In general, in a dedicated EGR engine configuration, the exhaust of a sub-group of cylinders is routed back to the intake of all the cylinders, thereby providing EGR for all cylinders. In some embodiments, the EGR may be routed to only the main cylinders.
After entering the cylinders 501, the fresh-air/EGR mixture is ignited and combusts. After combustion, exhaust gas from each cylinder 501 flows through its exhaust port and into exhaust manifold 503. After the turbine, exhaust gas flows to an aftertreatment device, to be treated before exiting to the atmosphere.
If a dedicated EGR cylinder is run rich of stoichiometric A/F ratio, a significant amount of hydrogen (H2) and carbon monoxide (CO) may be formed. In many engine control strategies, this enhanced EGR is used to increase EGR tolerance by increasing burn rates, increasing the dilution limits of the mixture and reducing quench distances. In addition, the engine may perform better at knock limited conditions, such as improving low speed peak torque results, due to increased EGR tolerance and the knock resistance provided by hydrogen (H2) and carbon monoxide (CO).
