CN117090678A - Integrated thermostat housing - Google Patents

Abstract

The application relates to an integrated thermostat housing. A thermostat housing member for a powertrain component includes a first end and a second end. The first end includes a first engagement portion, and the second end is disposed opposite the first end. The second end includes a second engagement portion and a third engagement portion. The thermostat housing member also includes a contoured portion extending between the second engagement portion and the third engagement portion, and a housing portion disposed between the first end and the second end. The housing portion includes at least one recess, wherein the at least one recess is configured to receive a thermostat. The contoured portion includes at least one of an integrated support bracket or an integrated bypass conduit.

Description

Integrated thermostat housing

Technical Field

The present disclosure relates to a thermostat housing having an integrated bypass tube and/or a thermostat housing support bracket.

Background

Optimizing the coolant flow through the thermostat housing can have a strong impact on pump parasitics and coolant temperature control. More specifically, some known engines may have cooling system designs featuring highly restrictive coolant bypass circuits and poor temperature control. For example, typical designs separate the thermostat housing from the bracket, which increases the complexity of the machining process and assembly.

Disclosure of Invention

One aspect of the present disclosure relates to a thermostat housing component for a powertrain component. The thermostat housing member includes a first end portion having a first engagement portion. The thermostat housing member also includes a second end opposite the first end, wherein the second end includes a second engagement portion and a third engagement portion. The thermostat housing member also includes a contoured portion (contoured portion) extending between the second and third junctions, and a housing portion disposed between the first and second ends. The housing portion includes at least one recess, wherein the at least one recess is configured to receive a thermostat. The contoured portion includes at least one of an integrated support bracket or an integrated bypass conduit.

In various embodiments, the contoured portion comprises an integrated support stand. In some embodiments, the contoured portion includes an integrated bypass conduit fluidly coupled to the at least one recess. In other embodiments, the contoured portion includes an integrated support bracket and an integrated bypass conduit. In various embodiments, the second and third joints are configured to be coupled to an air conditioning unit. In some embodiments, the curvature of the profile portion corresponds to the curvature of the air conditioning unit. In other embodiments, the thickness of the contoured portion corresponds to the space between the plurality of components within the powertrain component. In still other embodiments, the thermostat housing member further comprises an outlet conduit, wherein the outlet conduit is fluidly coupled to the housing portion, and wherein the outlet conduit is integrally formed with the contoured portion.

Another aspect of the present disclosure relates to a thermostat housing assembly for a powertrain assembly. The thermostat housing assembly includes an upper member and a lower member configured to be coupled to the upper member. The lower member includes a first end portion including a first engagement portion and a second end portion opposite the first end portion including a second engagement portion and a third engagement portion. The lower component further includes a housing portion disposed between the first end and the second end, wherein the housing portion has at least one recess, and wherein the at least one recess is configured to receive a thermostat. The lower component includes at least one of an integrated support bracket or an integrated bypass conduit.

In various embodiments, the lower component includes a contoured portion defined between the second engagement portion and the third engagement portion. In some embodiments, at least one of the integrated support bracket or the integrated bypass conduit is formed within the contoured portion. In other embodiments, at least one of the outwardly facing surface or the surface opposite the outwardly facing surface of the contoured portion is configured to abut a component within the powertrain component disposed adjacent the thermostat housing component. In still other embodiments, the second and third joints are configured to be coupled to an air conditioning unit within the powertrain component. In various embodiments, the upper component includes an inlet conduit, wherein the inlet conduit is fluidly coupled to the housing portion of the lower component.

Yet another aspect of the present disclosure relates to a powertrain component. The powertrain component includes an engine, a thermostat housing component coupled to the engine, and at least one airflow control member (air flow control component) disposed adjacent the thermostat housing component. The thermostat housing assembly includes an upper member and a lower member configured to be coupled to the upper member. The lower member includes a first end, a second end opposite the first end, and a housing portion disposed between the first end and the second end. The housing portion includes two recesses, wherein each of the two recesses accommodates a thermostat. At least one of the first end or the second end is configured to be coupled to at least one airflow control member.

In various embodiments, the first end includes a first joint and the second end includes a second joint and a third joint, wherein the second joint and the third joint are configured to be coupled to the at least one airflow control member. In some embodiments, the lower component includes a contoured portion extending between the second joint and the third joint, wherein the contoured portion is configured to at least partially surround or abut a portion of the at least one airflow control component. In other embodiments, the profile portion includes an integrally formed bypass conduit, wherein the bypass conduit is fluidly coupled to the housing portion and extends along a length of the profile portion. In still other embodiments, the outlet of the bypass conduit is disposed adjacent the third junction. In various embodiments, the thermostat is at least one of a bellows-type thermostat or a wax-type thermostat.

This summary is illustrative only and is not intended to be in any way limiting. Other aspects, features, and advantages of the devices or processes described herein will become apparent in the detailed description set forth herein when taken in conjunction with the drawings, wherein like reference numerals refer to like elements.

Drawings

FIG. 1 is a schematic representation of a vehicle according to an exemplary embodiment.

FIG. 2 is a perspective view of an exemplary powertrain component that can be used within the vehicle of FIG. 1 having a separate thermostat housing, bypass duct, and air conditioning support bracket.

FIG. 3 is a perspective view of an exemplary powertrain component that can be used within the vehicle of FIG. 1 having a thermostat assembly with an integrated thermostat housing, bypass duct, and air conditioning support bracket.

FIG. 4 is a perspective view of the powertrain component of FIG. 3, adjacent to a thermostat component.

Fig. 5 is a perspective cross-sectional view of the thermostat assembly of fig. 4 taken along line 5-5 of fig. 4.

Fig. 6 is a perspective view of a portion of the thermostat assembly of fig. 4 and 5.

Detailed Description

The following is a more detailed description of various concepts and embodiments related to methods, devices, and systems for improving the structure of a thermostat housing integrated with an air conditioner bracket and bypass tube. Before turning to the drawings, which illustrate certain exemplary embodiments in detail, it is to be understood that this disclosure is not limited to the details or methodology set forth in the specification or illustrated in the drawings. It is also to be understood that the terminology used herein is for the purpose of description only and is not intended to be limiting.

Referring generally to the drawings, a system and method for improving the structure of a thermostat housing to be integrated with an air conditioner bracket and a bypass pipe is provided. The integration of the thermostat housing, bypass tube and air conditioner bracket provides for a simpler layout and assembly, thereby saving cost, tooling time and assembly time.

Referring now to FIG. 1, an exemplary vehicle 100 is shown generally comprising a powertrain system 110, a turbocharger ("turbo") 120, an operator input/output (I/O) device, and a controller 140, wherein the controller 140 is communicatively coupled to each of the foregoing components.

Powertrain 110 facilitates transfer of power from engine 101 and/or motor generator 106 to drive and/or propel vehicle 100. Powertrain 110 includes an engine 101 and at least one motor generator 106, motor generator 106 being operatively coupled to transmission 102. The powertrain system may also include a clutch or torque converter configured to transfer rotational power from the engine 101 and/or motor generator 106 to the transmission 102. The transmission 102 is operatively coupled to a Drive Shaft (DS) 103, the drive shaft 103 being operatively coupled to a differential 104, wherein the differential 104 transfers power output from the engine 101 and/or motor generator 106 to a final drive (depicted as wheels 105) to propel the vehicle 100. Thus, the powertrain 110 may be configured as an electrified powertrain. Generally, the engine 101 may receive a chemical energy input (e.g., fuel such as gasoline or diesel) that is combusted to produce mechanical energy (e.g., in the form of a rotating crankshaft).

An engine 101 coupled to a motor generator 106 and further coupled to a Power Electronics (PE) 108 supplies power to a battery 107. The battery 107 may transfer energy to the motor generator 106 via the power electronics 108. Motor generator 106 may be configured to receive energy from an energy source (i.e., battery 107), wherein motor generator 106 outputs the received energy in the form of available work or energy to propel vehicle 100 alone or in combination with engine 101.

In various embodiments, the vehicle 100 may be a hybrid vehicle (with a hybrid series drive configuration) in which the engine 101 may operate independent of speed/load conditions at the final drive (i.e., wheels 105). By operating independently, engine 101 may operate in a narrow band of speeds/torques that may be optimal for Brake Thermal Efficiency (BTE) for an extended period of time. The efficiency may include peak (or near peak) open cycle efficiency such that the turbocharger 120 may also operate at near peak system efficiency.

Although fig. 1 depicts a particular arrangement for a vehicle 100, it should be understood that other configurations of the vehicle 100 are contemplated within the spirit and scope of the present disclosure. In various embodiments, the vehicle 100 may include a plurality of electrical generators (each similar or identical to the motor generator 106) that may be arranged in various configurations (e.g., parallel configuration, series-parallel configuration, etc.). For example, in a parallel configuration, both the electric motor and the internal combustion engine are operatively connected to the driveline/transmission to propel the vehicle at the same time. Further, in a series-parallel configuration, the engine and the electric motor may be powered independently or simultaneously. In a series-parallel configuration, the powertrain system may include two motor generators and a clutch located between the two motor generators. Further, a clutch may be located between the engine 101 and the motor generator 106 of fig. 1.

The engine 101 may be configured as any internal combustion engine (e.g., a compression ignition or spark ignition internal combustion engine) such that it may be powered by any fuel type (e.g., diesel, ethanol, gasoline, etc.). The engine 101 includes one or more cylinders and associated pistons. Air from the atmosphere is combined with fuel and combusted to power the engine 101. Combustion of fuel and air in the compression chambers of engine 101 produces exhaust gas that is operatively discharged to an exhaust pipe. As described above, engine 101 is coupled to turbocharger 120. The turbocharger 120 includes a compressor wheel coupled to an exhaust gas turbine wheel via a connector shaft, wherein the hot exhaust gas rotates the turbine wheel, thereby rotating the shaft and the compressor to draw in air. By compressing the air, the turbocharger 120 allows more air into the cylinder (or combustion chamber) to burn more fuel and increase power and efficiency. The turbocharger 120 may include a heat exchanger to cool the compressed air before it enters the cylinders. The engine 101 may also be coupled to a timer 112 (e.g., a turbine timer) configured to control an operating time of the engine 101 (e.g., for a predetermined period of time until a threshold temperature is reached, etc.).

Although referred to throughout this disclosure as a "motor generator" 106, meaning its ability to operate as both a motor and a generator, it is contemplated that in some embodiments, the motor generator 106 or motor generator component may be a motor generator separate from the electric motor of the vehicle or hybrid vehicle 100. Motor generator 106 may include torque assist features, regenerative braking energy capturing capability, power generation capability, and any other features of a motor generator used in a hybrid vehicle. Accordingly, motor generator 106 may be any conventional motor generator capable of generating electricity to produce a power output and drive transmission 102. Motor generator 106 may include power conditioning equipment (e.g., an inverter and a motor controller), where the motor controller may be operatively and communicatively coupled to controller 140.

The battery 107 may be configured as any type of rechargeable (i.e., primary) battery and of any size. In various embodiments, the battery 107 may be configured as any type of electrical energy storage and supply device, such as one or more capacitors (e.g., supercapacitors, etc.) and/or one or more batteries commonly used or available for hybrid vehicles (e.g., lithium ion batteries, nickel metal hydride batteries, lead acid batteries, etc.). The battery 107 may be operatively and communicatively coupled to the controller 140 to provide data indicative of one or more operating conditions or characteristics of the battery 107. The data may include, but is not limited to, the temperature of the battery 107, the current flowing into or out of the battery 107, the number of charge-discharge cycles, the battery voltage, etc. In various embodiments, the battery 107 may include one or more sensors coupled to the battery 107, wherein the one or more sensors are configured to sense data associated with the battery 107. In various embodiments, the sensor may include, but is not limited to, a voltage sensor, a current sensor, a temperature sensor, and the like.

As shown in fig. 1, engine 101 is coupled to a thermostat assembly 130, which thermostat assembly 130 is configured to facilitate temperature regulation of engine 101 and/or related components thereof. The thermostat assembly 130 includes at least one thermostat in fluid communication with engine coolant flowing to a radiator within the vehicle 100. In various embodiments, engine coolant may exit the thermostat assembly 130 through an outlet connection located within the housing. Engine coolant that is bypassed and/or returned to the water pump inlet within the engine 101 may exit the thermostat assembly 130 through one or more conduits fluidly coupled to the thermostat assembly 130.

FIG. 2 illustrates a perspective view of an example powertrain component 200, which may be similar or identical to the powertrain system 110 described above. As shown, the powertrain component 200 includes a thermostat housing 205 or the powertrain component 200 is coupled to the thermostat housing 205, the thermostat housing 205 being configured to house at least one thermostat therein. The thermostat housing 205 can be coupled to a separate bypass conduit 215 disposed downstream of the thermostat housing 205. The powertrain component 200 also includes a bracket 210, the bracket 210 being configured to support one or more airflow control members (e.g., an air conditioning unit) within the powertrain component 200. As shown, each of the thermostat housing 205, bypass conduit 215, and bracket 210 may be disposed at a different location within the powertrain component 200, each requiring separate manufacture and installation.

In various embodiments, the powertrain components may be arranged such that the thermostat housing, bypass conduit, and/or bracket (i.e., for supporting one or more airflow control members) are configured as a single component. This arrangement may reduce manufacturing and assembly costs because it reduces the amount of material used (i.e., fewer parts) and reduces the time and complexity of the associated machining process. FIG. 3 is a perspective view of a powertrain component 300, the powertrain component 300 including a thermostat component 305 ("thermostat housing component") having an integrated thermostat housing, bypass conduit, and/or bracket. As shown in fig. 3 and 4, the thermostat assembly 305 is disposed adjacent to an air flow control assembly (e.g., an air conditioner assembly) 310.

Fig. 5 illustrates a cross-sectional view of the thermostat assembly 305 taken along line 5-5 of fig. 4. The thermostat assembly 305 can include an upper member 320 and a lower member 325. The upper member 320 is configured to be received within a first portion 327 disposed near a top region of the lower member 325.

As shown, the upper member 320 includes a first conduit 340, the first conduit 340 being disposed within an uppermost portion of the upper member 320. The first conduit 340 may be an inlet pipe or other conduit configured to receive a fluid (e.g., from a radiator within the powertrain component 300). The first conduit 340 may be coupled to the cover portion 329 or integrally formed with the cover portion 329, the cover portion 329 engaging a top surface of the lower member 325. In various embodiments, the cover portion 329 may be contoured to facilitate dispensing fluid received from the first conduit 340 to at least one thermostat disposed within the thermostat assembly 305.

The lower member 325 includes at least one recess configured to receive at least one thermostat. As shown in fig. 5, the lower member 325 may include a first recess 334 and a second recess 336 configured to receive and house a first thermostat 333 and a second thermostat 335, respectively. In various embodiments, at least one of the first thermostat 333 or the second thermostat 335 may be a wax-type thermostat, a bellows-type thermostat, or any other suitable thermostat type known in the art. For example, in some embodiments, both the first thermostat 333 and the second thermostat 335 may be wax thermostats. In other embodiments, both the first thermostat 333 or the second thermostat 335 may be bellows thermostats. In still other embodiments, one of the first and second thermostats 333, 335 may be a wax-type thermostat, while the other of the first and second thermostats 333, 335 may be a bellows-type thermostat.

As shown, the first and second recesses 334, 336 (and thus the first and second thermostats 333, 335) are in fluid communication with the first conduit 340 (i.e., when the upper component 320 is coupled to the lower component 325). Thus, fluid received through the first conduit 340 may flow through the first recess 334 and the second recess 336 and may be received within the second conduit 345, the second conduit 345 being disposed downstream of the first and second thermostats 333, 335. The second conduit 345 may be an inlet tube or other conduit configured to receive fluid flowing from the first recess 334 and/or the second recess 336.

As shown, the lower member 325 includes a contoured or second portion 370 extending downwardly from the first portion 327. The second portion 370 may be generally convex in shape such that the outward facing surface 373 of the second portion 370 curves inwardly toward the central vertical axis of the lower member 325. In various embodiments, the degree of curvature of the second portion 370 may be based on a corresponding profile of one or more components within the powertrain component 300 that are disposed adjacent to the thermostat component 305. Accordingly, the second portion 370 may be configured to fit between one or more components within the powertrain component 300. In various embodiments, the thickness of the second portion 370 may correspond to the space between the various components within the powertrain component 300. In other embodiments, the second portion 370 may be contoured such that it has a shape that is substantially complementary to the contour of the adjacent component, wherein the second portion 370 may be configured to at least partially surround or abut a portion of the adjacent component (i.e., along the surface 373, or along a surface opposite the surface 373).

In some embodiments, the second portion 370 may be configured to provide structural support to one or more components within the powertrain component 300. For example, the thermostat assembly 305 may be disposed within the powertrain assembly 300 such that a surface 373 of the second portion 370 is disposed adjacent to one or more air flow control members (e.g., an air conditioning unit), wherein the second portion 370 of the lower member 325 mechanically supports the one or more air flow control members. In this manner, the lower component 325, and thus the thermostat assembly 305 as a whole, may serve as an integrated support bracket within the powertrain assembly 300. In various embodiments, the second conduit 345 may be integrally formed with the second portion 370 such that the profile of the second conduit 345 is substantially the same as the profile of the second portion 370.

As shown in fig. 6, the lower member 325 includes a first end 350 and a second end 355, the second end 355 being disposed opposite the first end 350. In various embodiments, the lower component 325 is configured to be coupled to one or more airflow control components (e.g., an air conditioning unit) within the powertrain system 300. Each of the first end 350 and the second end 355 of the lower component 325 may include an engagement portion that is each configured to be coupleable to an adjacent component (e.g., an air conditioning unit) within the powertrain component 300.

As shown, the first end 350 includes a first engagement portion 360 and a second engagement portion 363. The first joint 360 is disposed within the first portion 327 and the second joint 363 is disposed at or near a distal end of the second portion 370 such that the second portion 370 extends from the first joint 360 to the second joint 363. In various embodiments, each of the first and second joints 360, 363 includes at least two apertures, each configured to receive a fastener for coupling the lower component 325 to an adjacent component (e.g., an air conditioning unit) within the powertrain component 300. As shown, the first joint 360 may include two apertures 394, each aperture 394 configured to receive a fastener (e.g., a screw, bolt, etc.), which enables the first joint 360 to be coupled to another component within the powertrain component 300. Similarly, the second joint 363 may include two holes 395, each hole 395 configured to receive a fastener (e.g., a screw, bolt, etc.), which enables the second joint 363 to be coupled to another component within the powertrain component 300.

The second end 355 of the lower component 325 may also have at least one engagement 365. The engagement portion 365 may include at least two apertures 393, each aperture 393 configured to receive a fastener (e.g., a screw, bolt, etc.), which enables the engagement portion 365 to be coupled to another component within the powertrain component 300.

Between the first end 350 and the second end 355, the lower component 325 includes a housing portion 385, with the first recess 334 and the second recess 336 disposed within the housing portion 385. The housing portion 385 may include one or more apertures 387 disposed near an outer edge of the housing portion 385. The one or more apertures 387 may be configured to facilitate coupling the lower member 325 to the upper member 320 via one or more fasteners (e.g., screws, bolts) inserted through the one or more apertures 387.

The unique configuration of the thermostat assembly 305, and in particular the upper and lower members 320 and 325, enables the thermostat assembly 305 to be implemented not only as a housing for one or more thermostats (e.g., thermostats 333 and 335), but also as an integrated support bracket within the powertrain assembly 300.

In various embodiments, the thermostat assembly 305 may be coupled within the powertrain assembly 300 by connecting the engagement portion 365 to a first powertrain component or structure within the powertrain assembly 300 (i.e., by fasteners inserted through the holes 393), and by connecting the first engagement portion 360 and the second engagement portion 363 to one or more second powertrain components or structures within the powertrain assembly 300 (i.e., by fasteners inserted through the holes 394 and 395). When connected within the powertrain component 300, the housing portion 385 contains thermostats 333 and 335, facilitating fluid flow through the thermostat component 305 via the respective recesses 334 and 336, the recesses 334 and 336 being fluidly coupled to both the first conduit 340 and the second conduit 345.

Further, the lower component 325, once coupled at one or both of the first end 350 and the second end 355, may provide structural support to adjacent components within the powertrain component 300. For example, if the lower member 325 is coupled to an air conditioning unit (or other air flow control system) within the powertrain component 300 (i.e., via the first and second ends 350, 355), the lower member 325 may structurally support the air conditioning unit via the first and second portions 327, 370. In this manner, the thermostat assembly 305 can include an integrated support bracket.

Additionally or alternatively, the thermostat assembly 305 may include an integrated bypass conduit 347, as shown in fig. 6. In various embodiments, the lower member 325 may be configured such that the housing portion 385 is fluidly coupled (e.g., via the first recess 334 and/or the second recess 336) to the bypass conduit 347. As shown in fig. 6, the bypass conduit 347 may be configured to extend along the second portion 370 (i.e., the bypass conduit 347 may extend along the length of the second portion 370). The outlet of the bypass conduit 347 may be disposed at the junction 363 or near the junction 363 (e.g., adjacent the junction 363) may be configured to couple to one or more fluid conduits 380. One or more fluid conduits 380 may direct a fluid flow away from the thermostat assembly 305 (e.g., to a water pump). In some embodiments, the fluid conduit 380 may be integrally formed with the second portion 370 of the lower member 325. In various embodiments, the fluid conduit 380 may include one or more seals 383, the seals 383 being disposed at an end of the conduit 380 that is distal from the second junction 363.

In various embodiments, the thermostat assembly 305 can be configured to include an integrated bypass conduit 347, and can also be configured as an integrated support bracket. In such an embodiment, the thermostat assembly 305 is configured to enable fluid flow through the bypass conduit 347, and the lower component 325 is configured to provide support to adjacent components within the powertrain assembly 300.

In various embodiments, at least one of the upper member 320 and the lower member 325 comprises aluminum or an aluminum alloy. In some embodiments, the upper member 320 and/or the lower member 325 may comprise one or more non-metallic materials. In some embodiments, the upper component 320 may be manufactured by one or more casting processes. In other embodiments, the lower component 325 may be manufactured by one or more casting processes.

As used herein, the terms "about," "substantially," and similar terms are intended to have a broad meaning consistent with common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who review this disclosure will appreciate that these terms are intended to allow the description of certain features described and claimed without limiting the scope of such features to the precise numerical ranges provided. Accordingly, these terms should be construed to indicate insubstantial or insignificant modifications or changes to the described and claimed subject matter are considered to be within the scope of the disclosure described in the appended claims.

It should be noted that the term "exemplary" and variations thereof as used herein to describe various embodiments are intended to indicate that such embodiments are possible examples, representations, and/or illustrations of possible embodiments (and such term is not intended to mean that such embodiments must be special or excellent examples).

The term "coupled" and variants thereof as used herein refer to two members directly or indirectly joined to one another. Such joining may be stationary (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such joining may be achieved by the two members being directly coupled to each other, the two members being coupled to each other using one or more separate intermediate members, or the two members being coupled to each other using an intermediate member integrally formed as a single unitary body with one of the two members. If a "couple" or a variant thereof is modified by an additional term (e.g., directly coupled), the general definition of "couple" provided above is modified by the plain language meaning of the additional term (e.g., "directly coupled" means that there is no joining of any separate intermediate member of the two members), resulting in a narrower definition than the general definition of "couple" provided above. Such coupling may be mechanical, electrical or fluid. For example, circuit a "coupled" to circuit B may mean that circuit a communicates directly with circuit B (i.e., without intermediaries) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

Although the figures and descriptions may illustrate particular sequences of method steps, the sequence of steps may be different than that depicted and described unless otherwise specified above. Further, two or more steps may be performed concurrently or with partial concurrence unless indicated differently above. Such variations may depend, for example, on the software and hardware system selected and the designer's choice. All such variations are within the scope of the present disclosure.

The foregoing description of the embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from the present disclosure. The embodiments were chosen and described in order to explain the principles of the present disclosure and its practical application to enable one skilled in the art to utilize various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure as expressed in the appended claims.

Thus, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims (20)

1. A thermostat housing member for a powertrain component, the thermostat housing member comprising:

a first end portion including a first engagement portion;

a second end opposite the first end, the second end including a second engagement portion and a third engagement portion;

a contoured portion extending between the second joint and the third joint; and

a housing portion disposed between the first end and the second end, the housing portion including at least one recess configured to house a thermostat;

wherein the contoured portion comprises at least one of an integrated support bracket or an integrated bypass conduit.

2. The thermostat housing component of claim 1, wherein the contoured portion comprises the integrated support bracket.

3. The thermostat housing component of claim 1, wherein the contoured portion comprises the integrated bypass conduit fluidly coupled to the at least one recess.

4. The thermostat housing component of claim 1, wherein the contoured portion comprises the integrated support bracket and the integrated bypass conduit.

5. The thermostat housing component of any one of claims 1-4, wherein the second engagement portion and the third engagement portion are configured to be coupled to an air conditioning unit.

6. The thermostat housing component of claim 5, wherein a curvature of the contoured portion corresponds to a curvature of the air conditioning unit.

7. The thermostat housing component of claim 5, wherein a thickness of the contoured portion corresponds to a space between components within the powertrain component.

8. The thermostat housing component of any one of claims 1-4 and 6-7, further comprising an outlet conduit fluidly coupled to the housing portion, the outlet conduit being integrally formed with the contoured portion.

9. A thermostat housing assembly for a powertrain assembly, the thermostat housing assembly comprising:

an upper member; and

a lower component configured to be coupled to the upper component, the lower component comprising:

a first end portion including a first engagement portion;

a second end opposite the first end, the second end including a second engagement portion and a third engagement portion; and

a housing portion disposed between the first end and the second end, the housing portion including at least one recess configured to house a thermostat;

wherein the lower component comprises at least one of an integrated support bracket or an integrated bypass conduit.

10. The thermostat housing assembly of claim 9, wherein the lower member includes a contoured portion defined between the second engagement portion and the third engagement portion.

11. The thermostat housing assembly of claim 10, wherein at least one of the integrated support bracket or the integrated bypass conduit is formed within the contoured portion.

12. The thermostat housing assembly of claim 10 or 11, wherein at least one of an outwardly facing surface of the contoured portion or a surface opposite the outwardly facing surface is configured to abut a component within the locomotion assembly that is disposed adjacent the thermostat housing assembly.

13. The thermostat housing assembly of any one of claims 9-11, wherein the second engagement portion and the third engagement portion are configured to be coupled to an air conditioning unit within the powertrain assembly.

14. The thermostat housing assembly of any one of claims 9-11, wherein the upper component includes an inlet conduit fluidly coupled to the housing portion of the lower component.

15. A locomotion assembly comprising:

an engine;

a thermostat housing assembly coupled to the engine; and

at least one air flow control member disposed adjacent the thermostat housing assembly;

wherein the thermostat housing assembly includes:

an upper member; and

a lower component configured to be coupled to the upper component, the lower component comprising:

a first end;

a second end opposite the first end; and

a housing portion disposed between the first end and the second end, the housing portion comprising two recesses, each of the two recesses accommodating a thermostat;

wherein at least one of the first end or the second end is configured to be coupled to the at least one airflow control member.

16. The locomotion assembly of claim 15, wherein:

the first end includes a first engagement portion;

the second end includes a second engagement portion and a third engagement portion, the second engagement portion and the third engagement portion being engageable with the at least one air flow control member.

17. The locomotion assembly of claim 16, wherein the lower part comprises a profile portion extending between the second and third engagement portions, the profile portion being configured to at least partially surround or abut a portion of the at least one air flow control part.

18. The locomotion assembly of claim 17, wherein the profile portion comprises an integrally formed bypass conduit fluidly coupled to the housing portion and extending along the length of the profile portion.

19. The locomotion assembly of claim 18, wherein the outlet of the bypass conduit is disposed adjacent the third junction.

20. The locomotion assembly of any one of claims 15-19, wherein each thermostat is one of a bellows-type thermostat and a wax-type thermostat.