Coolant Pump Control Slide Pressure Chamber Design
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Solution Overview
Problem
Mechanically controllable coolant pumps in internal combustion engines face challenges in quickly controlling coolant flow at startup, especially at idle speed, due to insufficient coolant pressure, leading to delayed heating and potential overheating or cooling issues.
Innovation Solution
A method involving a second pressure chamber filled with pressurized coolant to adjust the control slide's position based on coolant temperature, ensuring optimal coolant flow control without relying on spring forces, and utilizing a solenoid valve to preset the slide's position for immediate engine restart, preventing overheating or excessive cooling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a mechanically controlled coolant pump is used to regulate coolant flow, then the pump structure is simple and cost-effective, but insufficient coolant pressure at idle speed prevents rapid control of the control valve
Solution Approach 1:
The system pre-pressurizes the second pressure chamber before engine startup, so that when the engine starts, the control valve can immediately move to the desired position without waiting for coolant pressure to build up. This preliminary preparation of hydraulic pressure enables rapid valve response while maintaining the simple mechanically controlled pump structure.
Solution Approach 2:
A second pressure chamber is introduced as an intermediary hydraulic system that can be independently pressurized. This intermediary system provides the additional force needed to move the control valve rapidly, decoupling the valve control speed from the main coolant pump's pressure generation speed.
2Loss of time
If the control valve is moved to close the annular gap to prevent coolant flow, then engine heating is rapid, but the engine may overheat or cool excessively without proper flow management
Solution Approach 1:
The control valve position is made dynamically adjustable based on real-time coolant temperature feedback. The system can transition between closed position (for rapid heating), partially open position (for temperature maintenance), and fully open position (for cooling), allowing optimal temperature management throughout the engine operating cycle.
Solution Approach 2:
A temperature sensor continuously monitors coolant temperature and provides feedback to the control system. Based on this feedback, the control valve position is automatically adjusted to maintain the coolant temperature within the optimal range, preventing both overheating and excessive cooling.
3Ease of operation
If spring forces are used to return the control valve to its original position, then the valve can be reset automatically, but the response speed is limited by the spring mechanism
Solution Approach 1:
The spring-based mechanical return mechanism is replaced with a hydraulically actuated return system. A second pressure chamber can be pressurized to push the control valve back to its original position, providing faster and more controllable reset action compared to spring forces, while maintaining automatic operation.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Ensures rapid engine heating and prevents overheating or cooling by optimizing coolant flow control, reducing the cold-start phase and maintaining efficient heat management across various operating states.
Implementation Method 1
A second impeller, in particular a control pump impeller, is arranged on the drive shaft downstream of the coolant pump impeller in the direction of coolant flow. The control pump impeller is designed to convey the coolant into a second pressure chamber of the control slide, in particular axially opposite the first pressure chamber.
Implementation Method 2
A solenoid valve is arranged in the pressure channel, in particular downstream of the control pump outlet, via which the solenoid valve can be actuated by current to open or close the pressure channel
Implementation Method 3
a first impeller, in particular a coolant pump impeller, is arranged on the drive shaft upstream of the coolant pump outlet in the direction of coolant flow. The coolant pump impeller is designed to convey the coolant from a pump inlet into a conveying channel surrounding the coolant pump impeller and to a pump outlet
Implementation Method 4
A control slide is arranged in the conveying channel, via which a flow cross-section of an annular gap between an outlet of the coolant pump impeller and the surrounding conveying channel can be controlled
Data Source
Figure 1
AI summary
Methods are known for controlling a mechanically controllable coolant pump for an internal combustion engine, wherein coolant is conveyed by means of a coolant pump impeller (20) into a conveying channel (12) surrounding the coolant pump impeller (20) and to a pump outlet (30), wherein the conveying is dependent upon the position of an adjustable control slide (54), by means of which a through-flow cross-section of an annular gap (58) between an outlet (60) of the coolant pump impeller (20) and the surrounding conveying channel (12) is controlled, and wherein for reduction of the coolant volume flow conveyed to the pump outlet (30) by decreasing the through-flow cross-section a first pressure chamber (70) on a first axial side of the control slide (54) is filled with a pressurised coolant. In order to guarantee a short heating time while ensuring a sufficient cooling, according to the invention, in order to increase the coolant volume flow conveyed to the pump outlet (30) by enlarging the through-flow cross-section, a second pressure chamber (72) on a side of the control slide (54) axially opposite the first side is filled with pressurised coolant, and when the internal combustion engine is switched off the control slide (54) is moved into a defined position, depending upon the coolant temperature, in which the control slide (54) remains until starting of the engine.