Split Cooling System With 3-Port Valve and Sealing Member
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Solution Overview
Problem
The existing integrated flow control valve systems for internal combustion engines face increased costs and complexity, with compromised cooling performance due to the need for a 4-way control scheme, leading to unstable temperature control and ineffective heat management, particularly when applying variable split cooling.
Innovation Solution
A split cooling system is implemented, featuring a 3-port integrated flow control valve and a split cooler with a sealing member that increases flow resistance and reduces heat transfer by sealing off channels in the cylinder block when the temperature exceeds a preset level, allowing for efficient heat management without the need for a variable split cooling port.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If an integrated flow control valve based on a 4-way control scheme is used to control cooling water flow to the radiator, heater core, oil cooler, and EGR cooler, then the flow rate distribution can be optimized, but the cost burden and layout complexity increase
Solution Approach 1:
The patent divides the cooling system into two independent circuits: a heater circuit (including heater core and EGR cooler) and an oil cooling circuit (including oil cooler). The integrated flow control valve is simplified from a 4-way scheme to a 3-port scheme, with each port controlling flow to one of these two circuits. This segmentation reduces the number of control ports needed while maintaining effective flow distribution control across all components.
2Adaptability or versatility
If an integrated flow control valve based on a 4-way control scheme is used to control cooling water flow, then the flow rate distribution can be optimized, but the manufacturing cost increases
Solution Approach 1:
The patent segments the cooling water flow control into two independent circuits (heater circuit and oil cooling circuit), allowing the use of a simplified 3-port integrated flow control valve instead of a complex 4-way valve. This reduction in valve complexity directly lowers manufacturing costs while preserving the ability to optimize flow distribution to all cooling components through the two circuit architecture.
3Device complexity
If cooling water is controlled only for the engine, then the temperature control can be simplified, but the temperature of cooling water in the EGR cooler and oil cooler increases, deteriorating cooling performance
Solution Approach 1:
The patent creates separate control circuits for the heater/EGR cooler and oil cooling functions. The integrated flow control valve independently regulates cooling water flow to each circuit, ensuring that the EGR cooler and oil cooler receive adequately cooled water even when engine cooling demands vary. This circuit segmentation enables proper temperature control in all components without requiring complex unified temperature management.
Solution Approach 2:
The patent applies local quality control by allowing different cooling water temperatures and flow rates in different circuits based on local requirements. The heater circuit can operate with warmer water while the oil cooling circuit receives cooler water, with each circuit's flow independently controlled by the integrated flow control valve. This enables optimized cooling performance in each component without compromising overall system simplicity.
4Adaptability or versatility
If a variable split cooling port is added to the integrated flow control valve to implement variable split cooling, then the temperature control adaptability improves, but the device complexity and cost increase
Solution Approach 1:
The patent achieves variable split cooling functionality through the two independent circuit architecture controlled by the 3-port integrated flow control valve, eliminating the need for an additional variable split cooling port. The valve can independently adjust flow distribution between the heater circuit and oil cooling circuit, providing the necessary adaptability for variable split cooling operations without increasing valve structural complexity or requiring a 4-way control scheme.
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
This configuration stabilizes cooling water temperature control, enhances heat management, reduces costs, and simplifies packaging by eliminating the variable split cooling port, while maintaining effective cooling performance across varying engine loads.
Implementation Method 1
a sealing member configured to be filled in the coupling groove and expanded when the temperature of the cooling water supplied into the water jacket is equal to or higher than a preset temperature
Implementation Method 2
a method for forming a cooling channel in a cylinder block and a cylinder head of the engine and forcibly circulating cooling water to the cooling channel by an operation of a water pump
Implementation Method 3
an integrated flow control valve configured to include an inlet provided to be supplied with the cooling water of the cylinder head and a plurality of valves that are opened and closed to distribute the cooling water introduced through the inlet to an oil heat exchanger, a heater core, and a radiator
Data Source
AI summary
A split cooling system of an internal combustion engine may include a water pump configured to circulate cooling water; a cylinder head and a cylinder block configured to be supplied with the cooling water from the water pump; an integrated flow control valve configured to include an inlet provided to be supplied with the cooling water of the cylinder head and a plurality of valves that are configured to be opened or closed to distribute the cooling water introduced through the inlet to an oil heat exchanger, a heater core, and a radiator; and a split cooler configured to be mounted at the cylinder block to provide a split cooling channel in the cylinder block and the cylinder header.