Flow system with pump and change-over switch

Abstract

A method and apparatus for cooling a heat generating component of a vehicle includes: a first pump operated to pump coolant at least to a first heat absorbing device when the heat generating component is in operation; and a second pump which is operated to at least pump the coolant to the first heat absorbing device when the heat generating component stops operating.

Description

Technical Field

[0001] The present invention generally relates to thermal management systems. More specifically, the present invention relates to a flow system for a thermal management system that uses a pump and a switch to switch the flow of a fluid to a heat generating or absorbing component. Background Art

[0002] In motor vehicles, in order to circulate the coolant in the coolant circuit between the vehicle radiator and the internal combustion engine, a mechanically driven coolant pump is usually used. The coolant pump is arranged between the vehicle radiator and the internal combustion engine, and is driven by the driving force of the internal combustion engine through a belt. The current vehicle design in the automotive industry is aimed at improving the fuel efficiency of the vehicle. For this purpose, for example, a start-stop system is used, and the internal combustion engine in the vehicle is temporarily shut down when the vehicle stops at a red light, a railway guardrail, etc. Once the parking situation is over and the vehicle operator steps on the accelerator pedal, the internal combustion engine will restart. In this start-stop system, the operation of the coolant pump is also stopped because the internal combustion engine is shut down due to system reasons. Specifically, due to the shutdown of the internal combustion engine, the belt drive no longer transmits the driving force to the mechanical coolant pump, so that its operation stops, so there is no coolant circulation in the coolant circuit. In the case of high external temperature and correspondingly high engine or coolant temperature, stopping the flow circulation of the coolant in the coolant circuit due to engine shutdown may cause the engine temperature to rise above the safe allowable level.

[0003] Additionally, in a conventional coolant loop, most of the thermal energy in the circulating coolant is typically dissipated into the air through a heat exchanger, such as a radiator, heater core, or transmission oil cooler. Under normal operating conditions, the engine and transmission may only require nominal coolant flow to maintain proper temperatures for internal components. However, under severe operating conditions, the engine may require increased coolant flow to maintain proper component temperatures. If a high-flow coolant pump is used to provide high coolant flow rates to prevent overheating under severe conditions, the coolant flow under normal operating conditions will be excessive, resulting in parasitic energy losses within the engine and transmission. Under cold start conditions, the engine and transmission may also require increased coolant flow to achieve and maintain proper temperatures for internal components.

[0004] In currently known coolant circuits for use in engine driven vehicles, separate auxiliary pumps and inlet switching valves are used with branch cooling circuit lines to provide auxiliary fluid pump flow and switch coolant flow to heat absorbing components of the vehicle, which results in high component costs. It is therefore an object of the present invention to provide an integrated pump and switch wherein the pump functions as an auxiliary fluid pump, can be selectively energized to pump fluid through the vehicle's cooling circuit, and switched to control coolant flow through the branch cooling circuit. Summary of the invention

[0005] The present invention relates to a method for cooling a heat generating component of a vehicle, comprising pumping a coolant from a first pump to at least a first heat absorbing device when the heat generating component is in operation. The method further comprises pumping a coolant from a second pump to at least the first heat absorbing device when the heat generating component stops operating.

[0006] The present invention also relates to a device for cooling a heat-generating component of a vehicle, the device comprising: a first pump, which is operated to pump coolant to at least a first heat-absorbing device when the heat-generating component is working; and a second pump, which is operated to pump coolant to at least the first heat-absorbing device when the heat-generating component is caused to stop working.

[0007] In one embodiment, a first inlet of a switch integrated with the second pump is connected to an outlet of the second heat sink. The first inlet directly delivers the coolant received at the first inlet from the outlet of the second heat sink to the second pump. The second inlet of the switch is connected to an outlet of the third heat sink. The switch is arranged to selectively deliver the coolant received at the second inlet from the outlet of the third heat sink to the second pump.

[0008] Those skilled in the art can easily see other technical features based on the following drawings, description and claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] For a more complete understanding of the present invention, reference is now made to the following description taken in conjunction with the accompanying drawings, in which:

[0010] Figure 1 A schematic diagram of the system of the present invention is shown;

[0011] Figure 2 A perspective view showing a pump and a switch of the present invention;

[0012] Figure 3 It shows that the present invention Figure 1 A first cross-sectional perspective view of the upper housing of the pump and the switch; and

[0013] Figure 4 The present invention shows Figure 1 A second cross-sectional perspective view of the upper housing of the pump and the diverter switch. DETAILED DESCRIPTION

[0014] definition

[0015] The term "communication" refers to operable allowing fluid to flow between the listed components, which can be characterized as "fluid communication." The term "communication" can also refer to data or signal transmission between the listed components, which can be characterized as "information communication."

[0016] The term "downstream communication" means that at least a portion of the fluid flowing to the object in downstream communication can operatively flow from the object in fluid communication therewith.

[0017] The term "upstream communication" means that at least a portion of the fluid flowing out of the upstream communication object can be operatively flowed to the object in fluid communication therewith.

[0018] The term "direct communication" refers to the flow of fluid from an upstream component into a downstream component without passing through any other intermediate vessels.

[0019] The term "bypass" means that an object is not in downstream communication with the bypass object, at least in the sense of bypassing it.

[0020] The accompanying drawings discussed below and the various embodiments used to describe the principles of the present invention in this patent document are for illustrative purposes only and should not be interpreted as limiting the scope of the present invention in any way. Those skilled in the art will appreciate that the principles of the present invention can be implemented in any type of appropriately arranged device or system.

[0021] Figure 1 A system 10 for managing and regulating the temperature of heat generating components of a vehicle, such as its powertrain, is shown. The heat generating components of the vehicle powertrain generally include an engine 12 and a transmission 71. Heat energy generated by the engine 12 is absorbed from the engine by circulating a coolant fluid in the vehicle engine through a series of coolant passages, including an engine inlet 13 and an engine outlet 15. The system 10 includes a pump 20 mechanically driven by the engine 12, a first valve 30, a pump and switch 60, a first heat sink such as a radiator 40, a second heat sink such as a heater core 50 mounted in a passenger compartment 51, and a third heat sink such as a transmission oil heat exchanger 70 in direct communication with the transmission 71.

[0022] The first coolant circuit 25 supplies coolant fluid to the engine 12 using a mechanical pump 20 having a pump inlet 21 and a pump outlet 22. The pump outlet 22 is fluidly connected to a fluid connection 23. The mechanical pump 20 is driven by a belt attached to the engine, which operates the mechanical pump 20 to drive coolant fluid through the first coolant circuit 25 as long as the engine 12 is running. The fluid connection 23 communicates upstream with a coolant conduit 26 of the first coolant circuit 25 and is connected to the engine inlet 13.

[0023] The coolant flow to the radiator 40 is controlled by the first valve 30. The first valve 30 has a first valve inlet 31, a second valve inlet 32, and a first valve outlet A and a second valve outlet B. The first valve inlet 31 is connected to the downstream of the engine outlet 15 via the coolant conduit 27. The second inlet 32 ​​receives coolant from the return conduit 69. The first valve 30 is arranged to switch the coolant entering the first valve inlets 31 and 32 to flow out from the first valve outlet A or the second valve outlet B. The switching of the valve outlet can be performed in any convenient manner by an electric actuator, such as an actuator. The actuator is controlled by a control signal from the mode controller 90 via the communication line 92. The mode controller 90 can also receive a sensor signal from the temperature sensor 33 along the communication line 93. The sensor 33 is arranged to send a signal representing the temperature of the coolant flowing through the coolant conduit 27 from the engine 12.

[0024] The first valve 30 can be operated by the mode controller 90 to apply the heat energy absorbed by the coolant from the engine 12 to the radiator 40, or to bypass the radiator 40 to reapply the heated coolant back to the engine 12. For example, the first valve 30 can be selectively controlled to connect the downstream coolant line 27 to the radiator inlet 41 through the outlet A of the first valve 30. By passing the coolant through the radiator 40, the heat energy is released from the coolant. In the event that the engine 12 has not yet reached its operating temperature (sensed by the sensor 33 and reporting the temperature to the mode controller 90), the mode controller can provide instructions to the first valve 30 to connect the coolant line 27 to the outlet B to use the bypass line 43. The bypass line 43 directs the coolant from the engine outlet 15 downstream to the fluid connection 45 near the radiator 40 and the inlet 21 of the mechanical pump 20.

[0025] Thermal energy can also be released from the coolant fluid by passing the coolant through the second coolant loop 35. The second coolant loop 35 includes a heater core (HTC) 50 having a heater core (HTC) inlet 52 and an HTC outlet 53, and a transmission oil cooler (TOC) 70 having a transmission oil cooler (TOC) inlet 72 and a TOC outlet 73. The HTC inlet 52 is in fluid communication with a fluid joint 23 on the upstream side of the mechanical pump 20. The TOC 70 can also be used to exchange thermal energy between the coolant in the second coolant loop 35 and the transmission oil. The transmission oil lubricates the transmission 71 and exchanges thermal energy with the transmission 71. The TOC inlet 72 is in fluid communication with the fluid joint 23 upstream of the mechanical pump 20. The coolant pumped through the outlet 22 of the mechanical pump 20 flows into the fluid joint 23 and flows to the HTC inlet 52 through the coolant pipe 36 and flows to the TOC inlet 72 through the coolant pipe 76.

[0026] The return side of the second coolant loop 35 is connected to the downstream of the first coolant loop 25 through the pump and switch 60. The pump and switch 60 includes an electric auxiliary fluid pump 62 and a switch 64 as an integrated unit. The first inlet 63 of the switch 64 is fluidly connected to the HTC outlet 53. The second inlet 65 of the switch 64 is in fluid communication with the TOC outlet 73. The coolant flowing downstream from the HTC 50 returns to the first coolant loop 25 through the first inlet 63 of the valve switch 64. The first inlet 63 is not switched, so all the coolant received through the switch 64 is passed to the auxiliary pump 62. The coolant flows through the auxiliary pump 62, where the coolant flows from the outlet 68 to the second valve inlet 32 ​​of the first valve 30 via the return line 69.

[0027] Downstream coolant flow from the TOC 70 exits the TOC outlet 73 and connects to the second inlet 65 of the switch 64. When the switch 64 is in position A, the coolant from the TOC 70 passes through the switch 64 to the auxiliary pump 62 where it mixes with the coolant from the HTC 50 to exit the outlet 68 and return to the second valve inlet 32 ​​of the first valve 30 via the return line 69.

[0028] The auxiliary pump 62 and the switch 64 are each arranged to be energized by a signal provided by a mode controller 90. The mode controller 90 outputs control signals to the pump and switch 60 via a communication link 96. The mode controller 90 provides power and control signals to place the pump and switch 60 in a selected operating mode based on various vehicle operating conditions.

[0029] Under normal driving conditions, the transmission oil may not need to be cooled, therefore, the mode controller 90 may send a control signal to the pump and switch 60 to place the switch 64 in the first operating mode. In the first operating mode, the inlet 65 moves to position B, which blocks the coolant from flowing through the switch 64. In the first operating mode, the coolant from the TOC outlet 73 stops flowing through the TOC exchanger 70.

[0030] However, under severe operating conditions, such as when driving in extremely hot air temperatures or towing a trailer, the transmission 71 may need to cool the heat energy accumulated in the transmission oil to maintain a proper operating temperature. Under such operating conditions, the mode controller 90 can place the switch 64 in the second operating mode by sending a control signal to the switch 64 to place the valve inlet 65 in position A. In this second operating mode, coolant flows from the TOC outlet 73, through the switch 64 and out of the auxiliary pump 62, through the outlet 68 to the second inlet 32 ​​of the first valve 30 and the first coolant circuit 25.

[0031] In order to maximize fuel efficiency, modern internal combustion engines employ a start-stop system to temporarily shut down or stop the engine 12, such as when stopping at a red light, railroad guardrail, etc. Once the stopping situation is over and the vehicle operator depresses the accelerator pedal, the engine 12 is restarted. Due to the system-related shutdown of the engine 12 in such a start-stop system, the operation of the mechanical coolant pump (e.g., the mechanical pump 20) is also stopped. Specifically, due to the shutdown of the engine 12, the belt drive device driving the mechanical pump 20 no longer transmits the driving force, so that its operation stops, and therefore no coolant circulates in the coolant circuits 25 and 35. In the case of high external temperature and correspondingly high engine or coolant temperature, the coolant circulation that stops flowing in the system 10 due to the shutdown of the engine may cause the temperature of the engine 12 to rise above a safely permissible level.

[0032] The mode controller 90 can send a control signal to the pump and the switch 60 to place it in the third operating mode. In the third operating mode, the mode controller 90 sends a signal to the auxiliary pump 62 via the communication line 96 to turn on the auxiliary pump 62. Through the auxiliary pump 62, the charged coolant fluid is pumped through the system 10, thereby effectively replacing the pumping action provided by the mechanical pump 20, which is in a stopped state due to the engine 12 being turned off. The auxiliary pump 62 is electrically driven using the vehicle battery or other source of stored electrical energy. The auxiliary pump 62 pumps coolant from the HTC outlet 53 into the switch inlet 63 and from the TOC outlet 73 into the switch inlet 65. Coolant is pumped from the switch inlet 65 only when the switch inlet 65 is in valve position A. The auxiliary pump 62 pumps fluid from the outlet 68 into the coolant return conduit 69 to the first valve 30 and into the engine 12 and radiator 40 of the first coolant loop 25. The auxiliary pump 62 remains on until the engine 12 is restarted and the mechanical pump 20 takes over pumping coolant through the system 10. Upon restarting the engine 12, the mode controller sends a command to the auxiliary pump 62 to stop operating, thereby shutting down the auxiliary pump 62. The mechanical pump 20 once again assumes the task of circulating fluid through the system 10 driven by the engine 12.

[0033] Figure 2-4 An exemplary pump and switch 60 of the present invention is shown. The pump and switch 60 includes a motor section 112, a switch section 64, and a pump section 62 as an integral unit. A first inlet 63 extends outwardly from the switch section 64, providing a non-switched inlet for coolant to flow to the pump section 62 via a passage 121. A second coolant inlet 65 includes a passage 126 that extends into the switch section 64 and to a rotatable valve switch 180. The valve switch 180 is arranged to be switched to an open or closed position to allow or prevent fluid flow from the second inlet 65 to the pump section 62. Figure 4The actuator 50 shown in FIG. 1 is housed in an actuator cover 23 mounted on the switch section 64. When the actuator 50 is energized by the mode controller 90, the actuator 150 is arranged to rotate the valve switch 180 to position the valve switch from the closed B position of the first operating mode to the open A position of the second operating mode, as described above.

[0034] The switch section 64, the first inlet 63, the second inlet 65, the pump section 62 and the outlet 68 are integrated into a single upper housing 25 made of a suitable glycol and high temperature resistant thermoplastic material. The actuator cover 123 accommodates the actuator 15 therein.

[0035] The motor section 112 includes Figure 3 and 4 The intermediate cover member 129 shown. The top surface of the intermediate cover member 129 forms the bottom plate of the pump section 62. The impeller 160 is rotatably mounted above the bottom plate and is enclosed in a pump chamber 162 formed inside the pump section 62. The chamber 148 extends from the bottom surface of the intermediate cover member 129. The chamber 148 accommodates an electric motor (not shown) to which the motor shaft 143 of the electric motor is attached. The electric motor can be connected to electrical terminals (not shown) that are electrically connected to the communication line 96 from the mode controller 90. The communication line 96 provides control signals to the electric motor in the form of electrical pulses to energize the electric motor and control its rotation, speed and torque.

[0036] The auxiliary pump 62 includes an impeller 160 that rotates within a cylindrical pump chamber 162 formed by a circular wall 164. The motor shaft 143 rotates the impeller 160 causing the fluid contained in the pump chamber 162 to be discharged through the outlet 68 at an accelerated flow rate.

[0037] The valve switching switch 180 is installed in the chamber 221 of the valve switching switch section 64. The chamber 221 extends through the upper housing 125 in parallel with the passage 121. The valve switching switch 180 is connected to the upper housing 125 via the chamber 221. Figure 4 The gear set 206 is shown mechanically connected to the actuator 50. The actuator motor 150 is arranged to rotate the valve switching switch 180 to position A or position B when energized by the mode controller 90. In position A, the opening 186 is aligned with the passage 126. The coolant in the passage 126 flows through the opening 186 and flows into the pump chamber 162. Rotating the valve switching switch to position B moves the opening 186 away from the passage 126, thereby preventing the coolant from flowing from the passage 126 to the pump chamber 162. The sealing member 325 is arranged in the lower chamber of the chamber 221 to prevent the coolant from leaking from the passage 126 when the valve switching switch 180 is placed in position B, thereby moving the opening 186 away from the passage 126.

[0038] The upper housing 125 of the switch section 16 may also include an electronics section 127 that may house electronics (not shown) for driving the actuator 50. Control signals sent to the actuator 50 may be coupled to the electronics in the electronics section 127 using electrical conductors extending from electrical terminals that also connect the motor to the communications line 96. The control signals coupled from the communications line 96 to the electronics in the electronics section 127 cause the actuator 150 to rotate the valve switch 180.

[0039] It may be advantageous to clarify the definitions of certain words and phrases used throughout this patent document. The term "connected" and its derivatives cover direct and indirect connections. The terms "include" and "comprises" and their derivatives mean inclusion rather than limitation. The term "or" is inclusive, meaning and / or. The phrase "associated with..." and its derivatives may mean including, included within, interconnected with, contained within, connected to or connected with, connected to or connected with, communicable with, coordinated with, interlaced, juxtaposed, close to, bound to or bound with, having, having a property of, having a relationship with, etc. The phrase "at least one of...", when used with a list of items, means that different combinations of one or more of the listed items may be used, and only one item in the list may be required. For example, "at least one of A, B, and C" includes any combination of A, B, C, A and B, A and C, B and C, and A and B and C.

[0040] The description in this application should not be construed as implying that any particular element, step, or function is an essential or critical element that must be included within the scope of the claims. The scope of the patented subject matter is limited only by the claims that are approved. In addition, unless the exact words "means for..." or "step for..." are expressly used in a particular claim, followed by a participle phrase identifying the function, no claim is intended to invoke 35 U.S.C. §112(f) for any subsequent claim or claim element. The use of terms such as (but not limited to) "mechanism", "module", "device", "unit", "component", "element", "member", "device", "machine", "system", or "controller" in the claims should be understood and intended to refer to structures known to those skilled in the relevant art that are further modified or enhanced by the features of the claims themselves and are not intended to invoke 35 U.S.C. §112(f).

[0041] Although the present invention has described certain embodiments and generally associated methods, the changes and arrangements of these embodiments and methods will be apparent to those skilled in the art. Therefore, the above description of the exemplary embodiments does not define or restrict the present invention. Other changes, substitutions and variations are also possible without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims

1. A method for cooling a heat generating component of a vehicle, comprising: When the heat generating component is in operation, pumping coolant from the first pump to at least the first heat absorbing device; and When the heat generating component is caused to stop operating, coolant is pumped from the second pump to at least the first heat absorbing device.

2. The method according to claim 1, wherein: The heat generating component and the first heat sink are connected to a first coolant circuit, and the first coolant circuit is further connected to a second coolant circuit including a second heat sink and a third heat sink, the second coolant circuit receiving the coolant from the first coolant circuit.

3. The method according to claim 2, wherein: The switch receives coolant from the second heat sink at a first inlet and directs the coolant to the second pump, and the first coolant circuit receives coolant from the second pump.

4. The method according to claim 3, wherein: The switch receives coolant from the third heat sink at a second inlet, and the switch selectively directs the coolant from the third heat sink to the second pump.

5. The method according to claim 4, wherein: The switch is selectively operated to direct coolant received at the second inlet to the second pump.

6. The method according to claim 4, wherein: The switch is selectively operated to prevent the coolant from reaching the second pump.

7. The method according to claim 4, wherein: The second pump is energized to pump coolant from the second pump to the first coolant circuit.

8. The method according to claim 7, wherein: The changeover switch and the second pump are electrically connected to a mode controller and the mode controller selectively operates the changeover switch.

9. The method according to claim 8, wherein: When the heat generating component is caused to stop operating, the mode controller energizes the second pump to pump coolant from the second pump.

10. A device for cooling a heat generating component of a vehicle, comprising: a first pump, when the heat generating component is in operation, the first pump being operated to pump coolant to at least a first heat absorbing device; and A second pump is operated to pump coolant to at least the first heat sink when the heat generating component is caused to stop operating.

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