EP0787249B1 - Systeme pour reguler l'ecoulement d'un fluide de controle de temperature - Google Patents

Systeme pour reguler l'ecoulement d'un fluide de controle de temperature Download PDF

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Publication number
EP0787249B1
EP0787249B1 EP95934428A EP95934428A EP0787249B1 EP 0787249 B1 EP0787249 B1 EP 0787249B1 EP 95934428 A EP95934428 A EP 95934428A EP 95934428 A EP95934428 A EP 95934428A EP 0787249 B1 EP0787249 B1 EP 0787249B1
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European Patent Office
Prior art keywords
fluid
valve
flow
temperature control
engine
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EP95934428A
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German (de)
English (en)
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EP0787249A1 (fr
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Thomas J. Hollis
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Priority claimed from US08/306,240 external-priority patent/US5458096A/en
Priority claimed from US08/306,281 external-priority patent/US5463986A/en
Priority claimed from US08/306,272 external-priority patent/US5467745A/en
Priority claimed from US08/447,471 external-priority patent/US5522350A/en
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Publication of EP0787249A1 publication Critical patent/EP0787249A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/001—Heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/002—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/04—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/13—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/40—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/50—Temperature using two or more temperature sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/62—Load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/20—Warning devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/22—Fail safe using warning lamps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/10—Fuel manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/12—Turbo charger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2070/00—Details
    • F01P2070/08—Using lubricant pressure as actuating fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • This invention relates to a system for controlling the state of a flow control valve for controlling the flow of temperature control fluid within an internal combustion gasoline or diesel engine equipped with a radiator.
  • Page 111 of the Goodheart-Willcox automotive encyclopedia The Goodheart-Willcox Company, Inc., South Holland, Illinois, 1979 describes that as fuel is burned in an internal combustion engine, about one-third of the heat energy in the fuel is converted to power. Another third goes out the exhaust pipe unused, and the remaining third must be handled by a cooling system. This third is often underestimated and even less understood.
  • the cooling system circulates water or liquid coolant through a water jacket which surrounds certain parts of the engine (e.g., block, cylinder, cylinder head, pistons).
  • the heat energy is transferred from the engine parts to the coolant in the water jacket.
  • the transferred heat energy will be so great that it will cause the liquid coolant to boil (i.e., vaporize) and destroy the cooling system.
  • the hot coolant is circulated through a radiator well before it reaches its boiling point. The radiator dissipates enough of the heat energy to the surrounding air to maintain the coolant in the liquid state.
  • thermostats To avoid running the coolant through the radiator, coolant systems employ a thermostat.
  • the thermostat operates as a one-way valve, blocking or allowing flow to the radiator.
  • Figs. 31-33 (described below) and Fig. 2 of U.S. Patent No. 4,545,333 show typical prior art thermostat controlled coolant systems.
  • Most prior art coolant systems employ wax pellet type or bimetallic coil type thermostats. These thermostats are self-contained devices which open and close according to precalibrated temperature values.
  • Coolant systems must perform a plurality of functions, in addition to cooling the engine parts.
  • the cooling system In cold weather, the cooling system must deliver hot coolant to heat exchangers associated with the heating and defrosting system so that the heater and defroster can deliver warm air to the passenger compartment and windows.
  • the coolant system must also deliver hot coolant to the intake manifold to heat incoming air destined for combustion, especially in cold ambient air temperature environments, or when a cold engine is started.
  • the coolant system should also reduce its volume and speed of flow when the engine parts are cold so as to allow the engine to reach an optimum hot operating temperature. Since one or both of the intake manifold and heater need hot coolant in cold ambient air temperatures and/or during engine start-up, it is not practical to completely shut off the coolant flow through the engine block.
  • U.S. Patent No. 4,484,541 discloses a vacuum operated diaphragm type flow control valve which replaces a prior art thermostat valve in an engine cooling system. When the coolant temperature is in a predetermined range, the state of the diaphragm valve is controlled in response to the intake manifold vacuum. This allows the engine coolant system to respond more closely to the actual load on the engine.
  • U.S. Patent No. 4,484,541 also discloses in Fig. 4 a system for blocking all coolant flow through a bypass passage when the diaphragm valve allows coolant flow into the radiator. In this manner, all of the coolant circulates through the radiator (i.e., none is diverted through the bypass passage), thereby shortening the cooling time.
  • U.S. Patent No. 4,399,775 discloses a vacuum operated diaphragm valve for opening and closing a bypass for bypassing a wax pellet type thermostat valve.
  • the diaphragm valve closes the bypass so that coolant flow to the radiator is controlled by the wax pellet type thermostat.
  • the diaphragm valve opens the bypass, thereby removing the thermostat from the coolant flow path. Bypassing the thermostat increases the volume of cooling water flowing to the radiator, thereby increasing the thermal efficiency of the engine.
  • U.S. Patent No. 4,399,776 discloses a solenoid actuated flow control valve for preventing coolant from circulating in the engine body in cold engine operation, thereby accelerating engine warm-up. This patent also employs a conventional thermostat valve.
  • U.S. Patent No. 4,545,333 discloses a vacuum actuated diaphragm flow control valve for replacing a conventional thermostat valve.
  • the flow control valve is computer controlled according to sensed engine parameters.
  • U.S. Patent No. 4,369,738 discloses a radiator flow regulation valve and a block transfer flow regulation valve which replace the function of the prior art thermostat valve. Both of those valves receive electrical control signals from a controller.
  • the valves may be either vacuum actuated diaphragm valves or may be directly actuated by linear motors, solenoids or the like.
  • the controller varies the opening amount of the radiator flow regulation valve in accordance with a block output fluid temperature.
  • U.S. Patent No. 5,121,714 discloses a system for directing coolant into the engine in two different streams when the oil temperature is above a predetermined value.
  • One stream flows through the cylinder head and the other stream flows through the cylinder block.
  • a flow control valve closes off the stream through the cylinder block.
  • the flow control valve is connected to an electronic control unit (ECU).
  • ECU electronice control unit
  • This patent describes that the ECU receives signals from an outside air temperature sensor, an intake air temperature sensor, an intake pipe vacuum pressure sensor, a vehicle velocity sensor, an engine rotation sensor and an oil temperature sensor.
  • the ECU calculates the best operating conditions of the engine cooling system and sends control signals to the flow control valve and to other engine cooling system components.
  • U.S. Patent No. 5,121,714 employs a typical prior art thermostat valve 108 for directing the cooling fluid through a radiator when its temperature is above a preselected value.
  • This patent also describes that the thermostat valve can be replaced by an electrical-control valve, although no specific examples are disclosed.
  • U.S. Patent No. 4,744,336 discloses a solenoid actuated piston type flow control valve for infinitely varying coolant flow into a servo controlled valve.
  • the solenoids receive pulse signals from an electronic control unit (ECU).
  • the ECU receives inputs from sensors measuring ambient temperature, engine input and output coolant temperature, combustion temperature, manifold pressure and heater temperature.
  • One prior art method for tailoring the cooling needs of an engine to the actual engine operating conditions is to selectively cool different portions of an engine block by directing coolant through different cooling jackets (i.e., multiple circuit cooling systems).
  • different cooling jackets i.e., multiple circuit cooling systems.
  • one cooling jacket is associated with the engine cylinder head and another cooling jacket is associated with the cylinder block.
  • U.S. Patent No. 4,539,942 employs a single cooling fluid pump and a plurality of flow control valves to selectively direct the coolant through the respective portions of the engine block.
  • U.S. Patent No. 4,423,705 shows in Figs. 4 and 5 a system which employs a single water pump and a flow divider valve for directing cooling water to head and block portions of the engine.
  • Still other prior art systems employ a single water pump and single water jacket, and vary the flow rate of the coolant by varying the speed of the water pump.
  • U.S. Patent No. 5,121,714 discloses a water pump which is driven by an oil hydraulic motor.
  • the oil hydraulic motor is connected to an oil hydraulic pump which is driven by the engine through a clutch.
  • An electronic control unit (ECU) varies the discharge volume of the water pump according to selected engine parameters.
  • U.S. Patent No. 4,079,715 discloses an electromagnetic clutch for disengaging a water pump from its drive means during engine start-up or when the engine coolant temperature is below a predetermined level.
  • DE-A-3516502 discloses a device for regulating the flow of cooling water in an internal combustion engine. Performance graph values for coolant temperature and external temperature receive signals from engine sensors. A servomotor is controlled in accordance to the sensed signals.
  • the present invention provides a temperature control system in a liquid cooled internal combustion engine equipped with a radiator.
  • the system comprises a flow control valve, first and second sensors and an engine computer.
  • the flow control valve controls flow of a temperature control fluid through a passageway.
  • the flow control valve has a first state for preventing or inhibiting the flow and a second state for allowing the flow.
  • the first sensor detects the temperature of the temperature control fluid and the second sensor detects ambient air temperature.
  • the engine computer receives signals from the first and second sensors and compares the signals to a set of predetermined values which define a curve. Preferably a portion of the curve has a non zero slope.
  • the engine computer determines a desired state of the valve based on the comparison and produces control signals for actuating the valve into the desired state.
  • a method for controlling the flow of temperature control fluid through an internal combustion engine includes the steps of receiving an ambient temperature signal and a temperature control signal, comparing the received signals to a set of predetermined values for determining a desired state of a flow control valve and and actuating the flow control valve into the desired state.
  • Fig. 1 is a top plan view of one preferred form of a hydraulically operated electronic engine temperature control valve for controlling the flow of temperature control fluid in an engine.
  • Fig. 2 is a sectional side view of the valve in Fig. 1, taken along line 2-2 in Fig. 1.
  • Fig. 3 is a different sectional side view of the valve in Fig. 1, taken along line 3-3 in Fig. 1.
  • Fig. 4 is yet another sectional side view of the valve in Fig. 1, taken along line 4-4 in Fig. 1.
  • Fig. 5 is a horizontal sectional view of the valve in Figs. 1 and 2, taken along line 5-5 in Fig. 2.
  • Fig. 6 is a diagrammatic view of the valve in Fig. 1 connected to parts of an engine.
  • Fig. 7 is sectional side view of a preferred form of a multi-function valve which controls the flow of temperature control fluid to plural parts of an engine, shown in a first position.
  • Fig. 8 is sectional side view of the multi-function valve of Fig. 7, shown in a second position.
  • Fig. 9 is a sectional side view of a piston type hydraulically operated electronic engine temperature control valve for controlling the flow of temperature control fluid in an engine.
  • Fig. 10 is an end view of the valve in Fig. 9.
  • Fig. 11 is a sectional side view of another embodiment of a piston type hydraulically operated electronic engine temperature control valve for controlling the flow of temperature control fluid in an engine.
  • Fig. 12 is an end view of the valve in Fig. 11.
  • Fig. 13A is an enlarged view of a stationary rod seal employed in the embodiment of the invention shown in Fig. 7.
  • Fig. 13B is an enlarged view of a gasket seal employed in the embodiment of the invention shown in Fig. 7.
  • Fig. 14 is a diagrammatic illustration of a temperature control system of an internal combustion engine employing the multi-function valve of Figs. 7 and 8.
  • Fig. 15 is an exploded view of a portion of the valve in Fig. 2 showing a preferred embodiment of a diaphragm and how it attaches to the valve housing.
  • Figs. 16A and 16B are sectional views of a hydraulic fluid injector suitable for controlling the state or position of the valves in the invention.
  • Fig. 16C is a sectional view of an alternative type of hydraulic fluid injector suitable for controlling the state or position of the valves in the invention.
  • Fig. 17 is a block diagram circuit of the connections to and from an engine computer for controlling the state or position of the valves in the invention.
  • Fig. 18 is a diagrammatic sectional view of an engine block showing a temperature control fluid passageway through the engine block to an oil pan, for use with the valve shown in Fig. 7.
  • Figs. 19 and 20 are graphs showing the state of a valve in the invention at selected temperature control fluid and ambient air temperatures.
  • Fig. 21 is a graph showing the state of prior art wax pellet type or bimetallic coil type thermostats at the same selected temperature control fluid and ambient air temperatures of temperatures as in Figs. 19 and 20.
  • Figs. 22A and 22B are graphs showing the state of a plurality of valves in the invention at selected temperature control fluid and ambient air temperatures.
  • Fig. 23 is a graph showing the actual temperature of the temperature control fluid when controlling the plurality of valves referred to in Fig. 22A according to the Fig. 22A scheme, compared to the actual temperature of engine coolant when a prior art thermostat is employed and controlled according to the Fig. 21 scheme.
  • Fig. 24 is a diagrammatic sectional view of an engine block showing restrictor/shutoff flow control valves in accordance with the invention.
  • Fig. 25 is a sectional side view of the restrictor/shutoff valve mounted to a fluid passageway.
  • Fig. 26 is an exploded view of the parts of the restrictor/shutoff valve in Fig. 25.
  • Fig. 27 is a sectional view of the restrictor/shutoff valve in Fig. 25, taken along line 27-27 in Fig. 25.
  • Fig. 28 is a sectional view of the restrictor/shutoff valve in Fig. 25, taken along line 28-28 in Fig. 25.
  • Fig. 29 is a sectional side view of an alternative embodiment of the restrictor/shutoff valve in its environment for simultaneously controlling fluid flow in two different passageways.
  • Fig. 30 is a diagrammatic sectional view of the water jacket in an engine block showing how the restrictor/shutoff valve controls fluid flow in interior and exterior passageways of the water jacket.
  • Fig. 31 is a diagrammatic view of the coolant circulation flow path through a prior art engine when a thermostat is closed.
  • Fig. 32 is an idealized diagrammatic view of the coolant circulation flow path through a prior art engine when a thermostat is open.
  • Fig. 33 is an actual diagrammatic view of the coolant circulation flow path through a prior art engine when a thermostat is open.
  • Fig. 34 is a sectional side view of a preferred form of a multi-function valve which controls the flow of temperature control fluid to plural parts of an engine.
  • Fig. 35A is a flow chart for a first embodiment of a novel system for dithering the hydraulic injectors.
  • Fig. 35B is a flow chart for a second embodiment of a novel system for dithering the hydraulic injectors.
  • Fig. 35C is a flow chart for a third embodiment of a novel system for dithering the hydraulic injectors.
  • Fig. 1 shows a top plan view of electronic engine temperature control valve 10 (hereafter, "EETC valve 10 ”) as it would appear attached to an engine temperature control fluid passageway 12 .
  • the EETC valve 10 is attached to the passageway 12 by mounting bolts 14 .
  • the EETC valve 10 includes two major subcomponents, a valve mechanism 16 and a pair of solenoid actuated hydraulic fluid injectors 18 and 20 .
  • the injector 18 is a fluid inlet valve and the injector 20 is a fluid outlet valve. In effect, the injectors 18, 20 are one-way flow through valves.
  • valve housing sub-parts including housing 22 of the valve mechanism 16 and housings 24 and 26 of the respective hydraulic fluid injectors 18 and 20 .
  • the EETC valve 10 also includes fluid pressure sensor 28 mounted to the valve housing through insert 30 .
  • the insert 30 is a brass fitting.
  • Fig. 1 Also visible in Fig. 1 are electrical terminals 32, 34, and fluid inlet and outlet tubes 36, 38 , associated with respective fluid injectors 18 and 20 . These tubes are attached to respective solid tubes which feed into the valve housing through inserts 30 . Those inserts 30 are not visible in this view. However, the insert 30 associated with the inlet tube 36 is visible in Fig. 3.
  • the inlet tube 36 is connected to a source of pressurized hydraulic fluid, such as engine lubrication oil.
  • the outlet tube 38 is connected to a low pressure reservoir of the hydraulic fluid, such as an engine lubrication oil pan.
  • Each of the electrical terminals 32, 34 are connected at one end to a solenoid inside of its respective fluid injector (not shown) and at the other end to a computerized engine electronic control unit (ECU) (not shown).
  • ECU computerized engine electronic control unit
  • Fig. 2 shows a sectional side view of one version of the EETC valve 10 , taken along line 2-2 in Fig. 1.
  • the EETC valve 10 is a hydraulically actuated diaphragm valve 40 .
  • the diaphragm valve 40 reciprocates within the valve housing 22 along axis A between a first and second state or position.
  • the solid lines in Fig. 2 shows the valve 40 in the first position which is associated with a valve "closed” state.
  • Fig. 2 also shows the valve's second position in phantom which is associated with a valve "open” state. In the first "closed” position, the valve 40 prevents flow of temperature control fluid (hereafter, "TCF”) through passageway opening 42 .
  • TCF temperature control fluid
  • valve 40 In the second "open" position, the valve 40 allows fluid flow through the opening 42 .
  • the opening 42 leads to the engine radiator (not shown). Also visible in Fig. 2 is the electrical terminal 34 and the outlet tube 38 associated with the solenoid 20 , the fluid pressure sensor 28 , and one of the mounting bolts 14 .
  • the temperature control fluid (TCF) referred to herein is typically known in the art as "coolant.”
  • Coolant is a substance, ordinarily fluid, used for cooling any part of a reactor in which heat is generated.
  • the TCF not only removes heat energy from engine components but is also employed in certain embodiments to deliver heat energy to certain engine components.
  • the TCF is more than merely a coolant.
  • the prior art referenced herein relates to engine cooling systems
  • the invention herein employs its unique valve(s) in an engine temperature control system, providing both cooling and heating functions to engine components.
  • the valve 40 reciprocates within the valve mechanism housing 22 .
  • the housing 22 is constructed of body 44 and cover 46 , held together by band clamp or crimp 48 .
  • the body 44 includes a generally horizontal dividing wall 50 which divides the body 44 into upper compartment 52 and lower compartment 54 .
  • the center of the dividing disk or wall 50 has a circular bore to allow passage of a reciprocating valve shaft or rod therethrough, as described below.
  • a cylindrical collar 56 extends vertically upward and downward from the inner edge of the dividing wall 50 , thereby coinciding with the outer circumference of the circular bore.
  • the collar 56 is integral with the dividing wall 50 .
  • the lower end of the lower compartment 54 leads to the opening 42 .
  • valve 40 reciprocates between a first "closed” position wherein the valve 40 prevents flow of TCF through passageway opening 42 and a second "open” position wherein the valve 40 allows fluid flow through the opening 42 .
  • the water pump circulates the TCF only through the engine block water jacket. If the heater or defroster is in operation, the fluid is also circulated through a heat exchanger for the passenger compartment heater, typically a heater core.
  • the valve 40 is "open,” most of the TCF flows through the radiator before it is circulated through the engine block water jacket and the heater's heat exchanger.
  • valve 40 functions in a manner similar to the prior art wax pellet thermostat.
  • the valve 40 is electronically controlled and thus can be opened and closed according to a computer controlled signal tailored to specific engine operating conditions and ambient environmental conditions.
  • the diaphragm valve 40 includes upper chamber 58 , diaphragm 60 , plate 62 , lower chamber 64 , shaft or rod 66 , valve member 68 and biasing spring 70 .
  • the diaphragm 60 , plate 62 and spring 70 are disposed in the housing body's upper compartment 52 .
  • the diaphragm 60 separates the housing body's upper compartment 52 into the upper and lower chambers 58, 64 .
  • the spring 70 is seated on one side against a lower surface of the plate 62 and on the other side against an upper surface of the housing body's dividing wall 50 .
  • the rod 66 is also seated on one side against the lower surface of the plate 62 and extends through the housing body's upper and lower compartments 52, 54 .
  • the diaphragm 60 is mechanically linked to the valve member 68 through the plate 62 and the rod 66 .
  • the position of the diaphragm 60 is thus communicated through the plate 62 and the rod 66 to the valve member 68 , thereby causing the valve member 68 to reciprocate between the first and second positions, shown in solid and in phantom, respectively.
  • the lower chamber portion of the body 44 includes air bleed opening 72 therethrough for removing and reintroducing air into the lower chamber 64 as the diaphragm valve 40 is moved between its first and second positions.
  • Radial O-ring 74 prevents the hydraulic fluid from leaking out of passage 76 .
  • the valve 40 also includes a gasket seal 78 around the periphery of the opening 42 to allow the valve member 68 to close off flow through the opening 42 when the valve 40 is in the first position.
  • the gasket seal 78 also functions as the valve seat for the valve member 68 .
  • the gasket seal 78 is generally square in vertical cross-section, although other shapes are contemplated by the invention.
  • One preferred type of gasket seal material is Viton®, manufactured by E.I. Du Pont De Nemours & Co., Wilmington, DE.
  • An O-ring 80 is disposed within the outer circumference of the rod 80 to prevent TCF in the lower compartment 54 from leaking into the valve's lower chamber 64 .
  • the diaphragm 60 possesses special characteristics to allow it to more easily withstand very high pressures. Details of the diaphragm 60 are more fully discussed with respect to Fig. 15.
  • the diaphragm valve upper chamber 58 is in fluid communication with hydraulic fluid passageway 82 through opening 84 therebetween.
  • the fluid passageway 82 is in fluid communication with the outlet of the hydraulic fluid injector 18 and the inlet of the hydraulic fluid injector 20 through the passage 76 , as best shown in Fig. 4.
  • the fluid passageway is also in fluid communication with the fluid pressure sensor 28 to allow the pressure in the passageway to be monitored for controlling the valve state.
  • Diaphragm valves of the size suitable for installation in an engine fluid passageway can typically withstand pressures in the range of 200 psi (1378 kPa).
  • the diaphragm strength is typically the first component to fail due to excessive high pressure. Pressure monitoring helps to ensure that pressures do not exceed those which the valve components can safely handle.
  • the diaphragm includes certain features to allow it to better withstand a high pressure environment.
  • Fig. 15 shows a preferred diaphragm and an exploded view of the preferred manner in which the diaphragm is mounted in the diaphragm valve mechanism housing to achieve the best results under high pressure.
  • the diaphragm valve 40 disclosed herein is actuated by pressurized and depressurizing the upper chamber 58 with hydraulic fluid.
  • a hydraulic fluid system has numerous advantages over a vacuum actuated system including less sensitivity to temperature extremes, and increased accuracy, durability and reliability.
  • the valve 40 functions as follows.
  • the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to open the injector's valve.
  • the ECU sends a control signal to the solenoid of the hydraulic fluid injector 20 to close that injector's valve, if it is not already closed.
  • Pressurized hydraulic fluid from the fluid inlet tube 36 flows through the fluid injector 18 , the hydraulic fluid passageway 82 , the opening 84 and into the valve upper chamber 58 , where it pushes against the diaphragm 60 and plate 62 .
  • the diaphragm 60 moves downward, thereby causing the valve member 68 to move downward.
  • the upper chamber 58 expands as the diaphragm 60 and plate 62 moves downward.
  • the pressure in the chamber rises.
  • the pressure sensor 28 detects that the fluid pressure has reached a predetermined level, it causes the ECU to start a timer which runs for a predetermined period of time. After that time has expired, the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to close the injector's valve.
  • the hydraulic fluid in the upper chamber 58 thus remains trapped therein.
  • the predetermined pressure level and time period are empirically determined so as to allow the valve member 68 to reach its open or second position.
  • the open injector valve should be closed as soon as the diaphragm valve 40 has reached the desired state.
  • a diaphragm valve 40 is selected which will always open under less pressure than exists in the hydraulic fluid system that the inlet fluid injector 18 is attached to.
  • the ECU can be programmed to open the valve of the outlet fluid injector 20 for a short period of time (e.g., one second). This is similar to the technique for bleeding air from a vehicle's hydraulic braking system.
  • the pressure sensor 28 will immediately sense this condition.
  • the ECU responds by again sending a control signal to the solenoid of the hydraulic fluid injector 18 to open the injector's valve.
  • the pressure sensor 28 detects that the fluid pressure has again reached the predetermined level, it causes the ECU to start a timer which runs again for a predetermined period of time. After that time has expired, the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to close the injector's valve.
  • the process of opening the EETC valve is automatically delayed by the ECU during engine start-up until the source of the hydraulic fluid pressure reaches it normal operating level.
  • the delay period is about two or three seconds to allow for lubrication of all critical engine components.
  • the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to close the injector's valve, if it is not already closed. Simultaneously, the ECU sends a control signal to the solenoid of the hydraulic fluid injector 20 to open that injector's valve.
  • the pressurized hydraulic fluid inside the upper chamber 58 flows out of the upper chamber 58 through the opening 84 , into the hydraulic fluid passageway 82 , through the open valve of the hydraulic fluid injector 20 and into the fluid outlet tube 38 .
  • the fluid outlet tube 38 connects to a reservoir (not shown) of hydraulic fluid.
  • biasing spring 70 pushes the diaphragm 60 and plate 62 upward, thereby causing the valve member 68 to move upward until the valve 40 becomes closed.
  • the pressure sensor 28 detects that the upper chamber 58 is no longer pressurized, it causes the ECU to send a control signal to the solenoid of the hydraulic fluid injector 20 to close that injector's valve.
  • valve 40 does not need to be operating to close the valve 40 .
  • a "hot engine off soak” i.e., the time period subsequent to shutting off a hot engine
  • the valve 40 stays open since the hydraulic fluid remains trapped in the upper chamber 58 .
  • This function mimics prior art cooling systems which maintain an open path to the radiator until the thermostat's wax pellet rehardens.
  • the ECU which is powered from the vehicle's battery
  • Fig. 3 shows a different sectional side view of the diaphragm version of the EETC valve 10 , taken along line 3-3 in Fig. 1. This view more clearly shows the entire path of the TCF from a passageway leading from the engine block water jacket, through the valve 40 and to the radiator. As noted above, if the valve 40 is closed, the TCF circulates directly back into the engine block water jacket, without being diverted into the radiator.
  • Fig. 3 also shows the inlet hydraulic fluid injector 18 and the fluid inlet tube 36 leading thereto, along with the insert 30 associated therewith.
  • the insert 30 is preferably a brass fitting.
  • the passageway 82 from the outlet of the injector's valve to the upper chamber 58 is not visible in this view but is clearly shown in Fig. 4.
  • the fluid connection or path between the fluid inlet tube 36 and the injector 18 is also not visible in this view but is understandable with respect to Fig. 6.
  • Fig. 4 shows yet another sectional side view of the diaphragm version of the EETC valve 10 , taken along line 3-3 in Fig. 1.
  • This view shows fluid passageway 86 from the outlet of the hydraulic fluid injector 18 to the passage 76 leading to the diaphragm upper chamber 58 , and from the upper chamber 58 to the passage 76 leading from the hydraulic fluid injector 20 .
  • the fluid connections or paths between the fluid inlet and outlet tubes 36 , 38 and the respective injectors 18, 20 are also not visible in this view but are understandable with respect to Fig. 6.
  • Fig. 5 is a horizontal sectional view of the EETC valve 10 in Figs. 1 and 2, taken along line 5-5 in Fig. 2. This view shows more of the internal structure of the valve parts.
  • Fig. 6 shows diagrammatically the preferred embodiment of how the EETC valve 10 connects to a source of hydraulic fluid.
  • the source of hydraulic fluid is engine lubrication oil.
  • a portion of engine block 88 is cut away to show engine lubrication oil pump 90 and engine lubrication oil reservoir 92 in oil pan 94 .
  • outlet 96 of the oil pump 90 feeds oil to practically all of the engine moving parts under pump pressure through distributing headers (not shown).
  • the fluid inlet tube 36 is connected to the oil pump outlet 96 .
  • An optional replaceable filter 98 may be placed in the pressurized oil line to ensure that the oil flowing to the valve 10 does not clog the injectors.
  • the fluid outlet tube 38 is connected to the oil reservoir 92 in the oil pan 94 .
  • Figs. 7 and 8 show another preferred form of an EETC valve 100 which simultaneously controls the flow of TCF to plural parts of an engine.
  • the EETC valve 100 controls fluid flow to the radiator and the oil pan.
  • a first position flow to the radiator is blocked and flow to the oil pan is permitted.
  • the EETC valve 100 is in a second position flow to the radiator is permitted and flow to the oil pan is blocked.
  • Fig. 7 shows the EETC valve 100 in the first position
  • Fig. 8 shows the valve in the second position.
  • the EETC valve 100 controls fluid flow to the radiator, oil pan and a portion of the engine block water jacket.
  • that portion of the water jacket comprises the portion around the intake manifold.
  • the EETC valve 100 employs a diaphragm valve 102 .
  • the sectional view in Fig. 7 is slightly different than the section taken of EETC valve 10 through line 2-2 in Fig. 1 so as to show the TCF passage through the EETC valve 100 .
  • a top plan view of the EETC valve 100 will appear identical to EETC valve 10 shown in Fig. 1.
  • the valve parts and housing of EETC valve 100 differ only slightly from the EETC valve 10 .
  • One difference between EETC valve 10 and EETC valve 100 lies in the shape of the housing body's dividing wall and collar attached thereto. In the embodiment of the invention shown in Fig.
  • dividing wall 104 has a unique shape to allow it to accept a unique stationary rod seal 106 .
  • the seal 106 performs a function similar to the O-ring 80 shown in Fig. 2. That is, the seal 106 prevents TCF in the valve's lower compartment 108 from leaking into the valve's lower chamber 142 .
  • the EETC valve 100 is similar to the EETC valve 10 in that its housing 112 includes a body 114 and a cover 116 , held together by band clamp or crimp 118.
  • the dividing wall 104 in Fig. 7 is defined by three integrally formed portions, a downwardly tapered portion 120 attached at one end to a sidewall of housing 112 , a generally vertical portion 122 attached at one end to the other end of the tapered portion 120 , and a generally horizontal portion 124 attached at one end to the other end of the generally vertical portion 122 .
  • the center of the dividing wall 104 has a circular bore to allow passage of reciprocating valve rod 126 therethrough, in the same manner as the valve rod in EETC valve 10 .
  • the generally horizontal portion 124 does not extend completely across the radius of the housing 112 .
  • a cylindrical collar 128 extends vertically upward from the other end of the horizontal portion 124 (i.e., from the inner edge of the dividing wall 104 ), thereby coinciding with the outer circumference of the circular bore. Unlike the collar 56 in diaphragm valve 40 , the collar 128 does not extend downward from the dividing wall 104 . Instead, the dividing wall 104 includes an integrally formed extension flange 130 which extends perpendicularly downward by a short distance from a center region of the horizontal portion 124 . The unique stationary rod seal 106 is attached to a lower surface of the dividing wall 104 as best shown in Fig. 13A.
  • Fig. 13A shows an enlarged view of the circled dashed region in Fig. 7 associated with the stationary rod seal 106 .
  • Reciprocating valve rod 126 moves along axis A adjacent to the inner sidewall of the dividing wall's horizontal portion 124 .
  • the extension flange 130 includes a curved outer wall surface 132 and a generally planar inner wall surface 134 .
  • the extension flange 130 extends downward from the horizontal portion by a distance of about d 1 .
  • a cylindrical seal 136 having a generally rectangular vertical cross-section is fit into the space between the extension flange's inner wall surface 134 and the outer circumferential wall of the rod 126 (or the outer circumferential wall of the dividing wall's bore, if the rod 126 is not yet inserted into place).
  • the seal 136 has a vertical width slightly less than d 1 so that the seal 136 lies approximately flush with a horizontal plane formed by the lower surface of the extension flange 130 .
  • the seal 136 also has a circular impression therein for accepting O-ring 138 .
  • Retention cup 140 is attached to the lower surface of the extension flange 130 and the seal 136. The outer edge of the cup 140 wraps around the curved outer wall surface 132 of the extension flange 130.
  • One suitable material for the retention cup 140 is a brass cup crimped over the curved outer wall surface 132 .
  • a suitable material for the seal 136 is a standard POLYPAK® retention seal manufactured by Parker-Hannifin Corp., Cleveland, OH.
  • a suitable rod 126 will have an outer diameter of about 3/8 inch (0.95 cm).
  • a stationary rod seal 106 constructed with those materials will withstand TCF pressures of at least 50 psi (345 kPa).
  • the stationary rod seal 106 inhibits debris which becomes lodged on the lower portion of the rod 126 from traveling up into the valve's lower chamber 142 when the rod 126 moves from the second position shown in Fig. 8 to the first position shown in Fig. 7.
  • the stationary rod seal 106 effectively acts as a wiper, dislodging any such debris from the rod 126 and depositing in the valve's lower compartment 108 where it can be carried away by the TCF.
  • the dividing wall 104 /stationary rod seal 106 feature in EETC valve 100 can replace the dividing wall/O-ring sealing structure in EETC valve 10 .
  • the diaphragm valve 102 includes a reinforced gasket seal 144 .
  • the details of the gasket seal 144 are shown more clearly in Fig. 13B.
  • the gasket seal 144 also functions as the valve seat for valve member 146 .
  • Fig. 13B shows an enlarged view of the circled dashed region in Fig. 7 associated with the gasket seal 144 .
  • the gasket seal 144 provides two functions. First, it functions as a sealing seat for the valve member 146 . Second, it prevents the TCF from flowing into the valve's lower compartment 108 when the EETC valve 100 is in the first position.
  • the gasket seal 144 includes an elastomer material 148 having a cut-out 150 .
  • a washer 152 preferably of stainless steel, is snapped into the cut-out 150 .
  • the washer 152 limits the travel of the valve member 146 by strengthening and supporting the gasket seal 144 , thereby increasing the integrity of the seal 144 . If the cut-out 150 and washer 152 were not present, the valve member 146 would be more prone to push through the elastomer material 148 under high pressure conditions. To inhibit this from occurring, the inner diameter of the washer 152 is dimensioned to be smaller than the outer diameter of the bottom of the valve member 146.
  • the gasket seal 144 is pressed into a cut-out 154 in a wall of TCF passageway 156 , although it may also be located in a cut-out of a wall of the valve's lower compartment 108 .
  • the cut-out 154 and the washer's cut-out 150 are dimensioned so that an outer diameter portion of the washer 152 recesses in the wall. This arrangement tightly traps the washer 152 into position.
  • the first embodiment of the EETC valve 100 controls fluid flow to the radiator and the oil pan. This is accomplished by including an opening 158 in the TCF passageway 156 leading to an additional TCF passageway 160 .
  • the passageway opening 158 is positioned within the passageway 156 so that when the valve member 146 is in the first position (as shown in Fig. 7), the valve member 146 does not block the opening 158, thereby allowing flow of a portion of the fluid therethrough.
  • the valve member 146 When the valve member 146 is in the second position (as shown in Fig. 8), the valve member 146 becomes seated against the opening 158 , thereby closing the opening 158 , and thus preventing flow of any of the fluid therethrough.
  • the diaphragm valve 102 does not need to be modified to provide the additional control function associated with the fluid flow to the oil pan. It is only necessary to position the opening 158 so that the valve member 146 seats over it at the end of its stroke, as shown in Fig. 8.
  • Fig. 15 shows the preferred diaphragm 102 exploded from the housing body 114 and valve cover 116 .
  • the diaphragm 102 is formed from a flexible material which moves between the first position shown in Fig. 7 and the second position shown in Fig. 8 as hydraulic fluid fills into and empties from the diaphragm valve's upper chamber.
  • the diaphragm 102 includes an integrally molded O-ring type flange 110 which extends downward from the outer circumference and seats into groove 162 formed in the upper edge of the body 114 .
  • the diaphragm also includes an integrally molded bead 164 on the top side of the flange 110.
  • the preferred material for the diaphragm 102 is an elastomer 166 , covered with fabric 168 on its lower surface.
  • elastomer 166 elastomer 166
  • fabric 168 elastomer 168
  • Viton® and Nomex® both manufactured by E.I. Du Pont De Nemours & Co., Wilmington, DE. This type of diaphragm is designed by RPP Corporation, Lawrence, MA.
  • the size of the diaphragm 102 is determined by the dimensions of the EETC valve 100 .
  • a suitable diaphragm 102 will have the following dimensions:
  • Fig. 15 shows the preferred embodiment of the housing body/diaphragm/valve cover subassembly
  • the equivalent subassembly in the EETC valve 10 also preferably employs this embodiment.
  • the diaphragm in the EETC valve 10 has an integrally molded O-ring type flange which extends upward from the outer circumference and seats into a groove formed in the lower edge of the valve cover.
  • the diaphragm in the EETC valve 10 is also preferably an elastomer, covered with fabric on its lower surface.
  • the diaphragm in the EETC valve 10 does not include an integrally molded bead on an opposite side of the flange. Accordingly, it is easier and cheaper to manufacture.
  • the particular features of the diaphragm 102 and the manner in which it is assembled between the housing body 114 and valve cover 116 allows the diaphragm 102 to withstand larger pressures than the diaphragm of the EETC valve 10 .
  • Fig. 14 diagrammatically shows a temperature control system of an internal combustion engine employing the multi-function EETC valve 100 of Figs. 7 and 8, including the first and second embodiments of fluid flow provided by the dual action diaphragm valve 102 .
  • the fluid paths to and from the automobile heater are not shown in this simplified diagram.
  • EETC valve 100 When the EETC valve 100 is employed in its first embodiment to control fluid flow only to the radiator and the oil pan, the system shown in Fig. 14 function as follows.
  • the TCF When the diaphragm valve 102 is in the second position shown in Fig. 8 (i.e., open to TCF flowing to the radiator, closed to TCF flowing to the oil pan), the TCF enters a TCF jacket 200 formed in a cylinder block. From there, it is supplied to TCF jackets 202 and 204 formed respectively in a cylinder head and an intake manifold. The engine TCF leaving the jackets 200, 202 and 204 flows through the valve 102 and is introduced to radiator 206 through radiator inlet passage 208. The TCF which enters the radiator 206 is cooled during its passage therethrough by air flow from cooling fan 210 located at the rear side of the radiator 206. The cooled TCF is supplied to a TCF pump 212 (e.g., a water pump) through the radiator outlet passage 214 . The TCF supplied to the pump 212 is again circulated to the jackets 200, 202 and 204.
  • a TCF pump 212 e.g., a water pump
  • the TCF which enters the TCF jacket 200 is supplied to the TCF jackets 202 and 204 .
  • the engine TCF leaving the jackets 200 and 202 bypasses the radiator 206 through bypass passage 216 and is delivered directly to the pump 212 for recirculation.
  • the passageway 160 is now open to fluid flow, a portion of the TCF flows therethrough and into heat exchanger 218 in the oil pan 94 .
  • the heat exchanger 218 comprises a U-shaped heat conductive tube 220 which allows heat from the TCF to pass into the oil in the oil pan 94 . Other tubing shapes are also suitable.
  • the TCF exiting the heat exchanger 218 flows back into the pump 212 for recirculation.
  • the engine lubrication oil In cold temperature environments, or when an engine is first warmed up, the engine lubrication oil should be heated to its normal operating temperature as rapidly as possible, and maintained it at that temperature.
  • engine coolant In prior art engine cooling systems, engine coolant is not employed to assist in this goal. To the contrary, prior art systems work against this goal by immediately circulating coolant through the jacket and removing heat from the engine block, and thus from the engine oil.
  • This invention helps to achieve that goal by circulating a portion of the TCF through the oil pan 94 . Since the diaphragm valve 102 is likely to be in the Fig. 7 first position in cold temperature environments, or when the engine is first warmed up, the oil in the oil pan 94 will receive warm or hot TCF when it needs it the most. The heat energy transferred from the warm or hot TCF into the oil allows the oil to more quickly reach its ideal operating temperature. In effect, the TCF diverted to the oil pan 94 recaptures some of the parasitic engine heat loss caused by circulation of the TCF.
  • the inventive system described herein allows the engine oil to capture some of the heat energy in the TCF after the engine is turned off.
  • the heat energy in the coolant of prior art cooling systems is wasted by being passed into the environment. Since the valve 102 will always be in the first position after engine cooldown, heat energy can pass by convection through the passageway 160 and into the oil pan 94 . If the ambient air temperature is very cold, the valve 102 may even remain in the first position during and after engine operation. Thus, convective heating of the engine oil will continue after the engine is turned off.
  • the mass of hot TCF has the potential to keep the engine oil warm for hours after engine shut-off.
  • the EETC valve 100 operates in a second embodiment wherein it controls fluid flow through the radiator, oil pan and a portion of the engine block water jacket (e.g., the portion around the intake manifold).
  • a portion of the engine block water jacket e.g., the portion around the intake manifold.
  • the valve's hydraulic fluid passageway 170 includes opening 172 leading to fluid outlet tube 174 through housing insert 176 , preferably a brass fitting.
  • the outlet tube 174 is connected to an intake manifold flow control valve.
  • This valve is not shown in Fig. 8, but is labelled in Fig. 14 as valve 300 .
  • the valve 300 controls the flow of fluid through the intake manifold jacket 204 which surrounds the intake manifold (not shown).
  • the valve 300 can be any valve which is moved from a first position to a second position by hydraulic fluid pressure applied to a valve chamber, wherein the first position is associated with unrestricted fluid flow through an associated passageway and the second position is associated with either restricted or blocked flow through the passageway.
  • a valve 300 suitable for this purpose is described in Figs. 24-30 of this disclosure.
  • the valve 300 can comprise any type of hydraulically fluid actuated valve such as a piston valve, diaphragm valve or the like.
  • pressurized hydraulic fluid flows through the passageway 170 into upper chamber 178 . Simultaneously, a portion of the hydraulic fluid flows through the opening 172 , into the fluid outlet tube 174 and into the chamber (not shown) of the intake manifold flow control valve 300 . The pressurized fluid in this chamber causes the valve 300 to move from the first position (unrestricted flow) to the second position (restricted or blocked flow).
  • the hydraulic fluid in the upper chamber 178 flows out through an outlet hydraulic fluid injector in the same manner as described with respect to Figs. 2-5.
  • the hydraulic fluid in the chamber of the valve 300 flows back into the EETC valve 100 and out through this outlet hydraulic fluid injector. In this manner, the state of the EETC valve 100 determines the state of the valve 300 .
  • This control scheme is to reduce the amount of heat energy flowing through the intake manifold when the engine is hot.
  • the intake manifold has an ideal temperature of about 120 degrees Fahrenheit. In such engines, there is no significant advantage in heating the intake manifold to temperatures higher than about 130 degrees Fahrenheit. In fact, extremely hot intake manifold temperatures reduce combustion efficiency.
  • the volume of air expands as it is heated. As the air volume expands, the number of oxygen molecules per unit volume decreases. Since combustion requires oxygen, reducing the amount of oxygen molecules in a given volume decreases combustion efficiency.
  • Prior art cooling jackets typically deliver coolant through the intake manifold at all times.
  • the coolant temperature is typically in a range from about 160 (71.1°C) to about 200 (93.3°C) degrees Fahrenheit.
  • the coolant may be significantly hotter than the ideal temperature of the intake manifold. Nevertheless, the prior art cooling system will continue to deliver hot coolant through the intake manifold, thereby maintaining the intake manifold temperature in an excessively high range.
  • the second embodiment of the invention described herein employs the EETC valve 100 to restrict or block the flow of TCF through the intake manifold, thereby avoiding the unwanted condition described above.
  • the EETC valve 100 When the EETC valve 100 is in the first position shown in Fig. 7, it is likely that the temperature of the TCF is below that which would cause the intake manifold to exceed its ideal operating temperature. Thus, when the EETC valve 100 is in the first position, flow of TCF through the intake manifold is permitted.
  • the intake manifold flow control valve scheme can also be employed with the EETC valve 10 shown in Figs. 2-5. This scheme functions with or without the modification to the temperature control fluid passageway 12 for diverting the fluid to the oil pan.
  • the valve 300 is shown at the end of the intake manifold jacket 204 , thereby "dead heading” the flow of fluid through the jacket 204 .
  • “Dead heading” is used herein to describe the state whereby the flow of fluid is blocked but the fluid still remains in the water jacket passage due to the continuous pumping of fluid by the engine's water pump.
  • valve 300 can be placed in the passageway leading to the beginning of the intake manifold jacket 204 (shown in phantom), thereby preventing both fluid flow through the intake manifold jacket 204 and convective fluid heat flow between the jacket 204 and the jackets 200 and 202 .
  • EETC valve 100 controls fluid flow to the radiator, oil pan and a portion of the engine block water jacket (e.g., the portion around the intake manifold) produces a highly effective engine temperature control system in a wide range of ambient temperature conditions, as well as during engine warm up. In cold temperature environments and during warm up, the EETC valve 100 allows flow of the TCF to the oil pan and the intake manifold, thereby causing the engine oil and intake manifold to more rapidly reach their ideal operating temperatures.
  • the EETC valve 100 shuts off flow of the TCF to both the oil pan and the intake manifold since neither the oil, nor the intake manifold need additional heat energy under either of those conditions.
  • the EETC valve 100 can also control the flow of the TCF to portions of the engine block water jacket other than the portion around the intake manifold.
  • the valve 300 shown in Fig. 14 can alternatively be placed to block or restrict flow through portions of the cylinder block jacket 200 or the cylinder head jacket 202.
  • a plurality of water jacket blocking/restricting valves can be simultaneously controlled from the hydraulic fluid system of the diaphragm valve 102 .
  • Fig. 14 shows one such additional valve 400 in phantom at the end of the cylinder head jacket 402 .
  • the EETC valve 100 can also be employed to address a design compromise inherent in prior art engine cooling systems employing prior art thermostats.
  • Prior art Figs. 31 and 32 show a simplified diagrammatical representation of coolant circulation flow paths through such an engine.
  • the coolant temperature is represented by stippling densities, hot coolant having the greatest density and cold coolant having the smallest density.
  • Fig. 31 shows that when thermostat 1200 is closed, the coolant that exits water jacket 1202 flows through orifice 1204 , into the intake side of water pump 1206 , and then back to the water jacket 1202 .
  • the coolant circulates entirely within the engine water jacket 1202 , avoiding radiator 1208 .
  • Fig. 32 shows that when the thermostat 1200 is open, all of the coolant circulates through the radiator 1208 , into the intake side of the water pump 1206 , and then back to the water jacket 1202 .
  • Fig. 32 is an idealized diagram of coolant flow. Since fluid takes the path of least resistance, most of the coolant will flow through the larger opening associated with the thermostat 1200 , as opposed to the more restrictive orifice 1204 . However, a small amount of coolant still passes through the orifice 1204 and into the intake side of the water pump 1206 , as shown in prior art Fig. 33. Since this small amount of coolant is not cooled by the radiator 1208 , it raises the overall temperature of the coolant reentering the water jacket to a level higher than is desired.
  • the opening associated with the thermostat 1200 is made as large as possible and the orifice 1204 is made as small as possible.
  • the orifice 1204 is made too small, circulation through the water jacket 1202 will be severely restricted when the thermostat 1200 is closed. This may potentially cause premature overheating of portions of the engine block and will reduce the amount of heat energy available for the heater and intake manifold during engine start-up and in cold temperature environments.
  • the orifice 1204 is made too large, the percentage of coolant flowing therethrough will be large when the thermostat 1200 is open. Accordingly, the average temperature of the coolant returning to the water jacket 1202 will be too hot to properly cool the engine.
  • Fig. 34 shows how the EETC valve 100 can be employed to create this idealized system.
  • Fig. 34 is similar to Figs. 7 and 8, except that the opening 158 shown in Figs. 7 and 8 is an orifice 1210 and this orifice 1210 is the only fluid flow path for the TCF when the EETC valve 100 is in the first position shown in Fig. 7. That is, there is no alternative path to the water pump when the EETC valve 100 is in the first position. This is in contrast to the system in Fig. 7 wherein a portion of the TCF flows through the opening 158 and into the passageway 160 , and the remaining portion of the TCF flows to the water pump.
  • the system in Fig. 34 takes advantage of this already existing return path (shown in Fig. 18) to achieve the same function.
  • the orifice 1210 can be sized as large as allowed by the valve member 146 , and thus need not be restricted in size by the constraints described above with respect to the prior art engine cooling systems.
  • the TCF flowing through the orifice 1210 travels through the passageway 160 and follows the same path as shown in Fig. 18.
  • the EETC valve 100 in the configuration in Fig. 34 is in the second position (not shown, but similar to Fig. 8), no TCF can flow through the orifice 1210 , thereby achieving the idealized "no flow" state unattainable in the prior art system described above.
  • the EETC valve 100 can also be employed in an anticipatory mode to address one problem in prior art engine cooling systems, specifically, the problem of sudden engine block temperature peaks caused when a turbocharger or supercharger is activated. These sudden peaks, in turn, may cause a rapid rise in coolant temperature and engine oil temperature to levels which exceed the ideal range. Since prior art cooling systems typically cannot shut off flow of coolant to the intake manifold, the rise in engine block temperature causes even more unnecessary heat energy to flow around the already overheated intake manifold. Furthermore, if the engine is still warming up, the prior art wax pellet type thermostat might not even be open. The thermostat might also be closed even if the coolant temperature has reached the range in which it should open, due to hysteresis associated with melting of the wax.
  • the invention herein can employ the EETC valve 100 to lessen the temperature rise effects of the turbocharger or supercharger.
  • a signal can be immediately delivered to the EETC valve 100 to cause it to move into its second position, as shown in Fig. 8, if it is already not in that position. This will stop the flow of TCF to the engine oil and through the intake manifold, in anticipation of a rapid temperature rise in the oil and the intake manifold due to the action of the turbocharger or supercharger. Likewise, the flow of TCF through the radiator will lessen any peaking of the engine block temperature.
  • the EETC valve can then be returned to the state dictated by the ECU.
  • valves 10 and 100 Although the preferred embodiment of the invention employs a diaphragm valve in valves 10 and 100 , other types of hydraulically activated chamber-type valves can be employed in place of the diaphragm valve.
  • One particularly suitable type of valve is a piston valve having a piston head which reciprocates within the bore of a piston housing, wherein the piston head includes a piston shaft and a cup.
  • Figs. 9 and 10 disclose one embodiment of a piston valve and Figs. 11 and 12 disclose another embodiment of a piston valve. Both types of valves provide a fluid flow passageway through at least a portion of the housing when the valve is open and block off the fluid flow passageway through that portion of the housing when the valve is closed. Both types of valves employ the outer circumferential wall of their piston shafts to block a fluid passageway opening through the housing, thereby preventing fluid flow through any portion of the housing. The valves allow flow of fluid through the portion of the housing by moving the outer circumferential wall of their piston shafts wall away from the opening.
  • the valve embodiment in Figs. 11 and 12 is a flow-through type of valve. That is, when the valve is open, the fluid controlled by the valve flows through the interior of the piston head. In contrast, in the embodiment in Figs. 9 and 10, the fluid does not flow through the piston head.
  • the piston head is moved from the closed to the open position by the force of hydraulic fluid pressure against a rear surface of the cup, and is moved back to the closed position by the force of a biasing spring, in a manner similar in principle to movement of the diaphragm valves in valves 10 and 100 .
  • the hydraulic fluid enters and leaves the piston valve through a pair of hydraulic fluid injectors in the same manner as in the valves 10 and 100 .
  • Fig. 9 shows a sectional side view of EETC valve 500 and Fig. 10 shows a right end view of the EETC valve 500 in Fig. 9.
  • the solid lines in Fig. 9 shows the EETC valve 500 in its first position which is associated with a valve "closed” state.
  • Fig. 9 also shows the valve's second position in phantom which is associated with a valve "open” state.
  • Figs. 9 and 10 are described together.
  • the EETC valve 500 includes valve mechanism casing or housing 502 , piston head 504 , an inlet hydraulic fluid injector 18 and an outlet hydraulic fluid injector 20 . Only the inlet hydraulic fluid injector 18 is visible in Fig. 9, whereas both injectors 18, 20 are visible in Fig. 10. Injector 18 is connected to fluid inlet tube 36 and injector 20 is connected to fluid outlet tube 38 , in the same manner as the valves 10 and 100 .
  • the housing 502 is a generally cylindrical solid structure having a bore 506 therethrough.
  • the housing 502 is bolted closed at one end 508 by cover 510 and open at the other end 512 .
  • the housing 502 is defined by five main parts, the cover 510 , a first cylindrical portion 514 having an inner diameter of about d 1 , a second cylindrical portion 516 having an inner diameter of about d 2 and two barrels 518, 520 extending from the housing 502 , each barrel housing one of the fluid injectors 18, 20 .
  • Barrel 518 and injector 18 are visible in Fig. 9. Only the barrel 518 is visible in Fig. 9, whereas both barrels 518, 520 are visible in Fig. 10.
  • the diameter d 2 is larger than d 1 .
  • the housing 502 also includes two openings therethrough.
  • a first opening 522 located in a mid-region of the first cylindrical portion 514 allows temperature control fluid (TCF) from passageway 524 to pass therethrough when the first opening 522 is not obstructed by the piston head 504 .
  • a second opening (not shown) allows hydraulic fluid to flow into and out of a chamber 526 within the housing's second cylindrical portion 516 , to and from the pair of fluid injectors 18, 20 .
  • Fluid pressure sensor 550 is in communication with the chamber 526 .
  • the sensor 550 is visible in Fig. 10 but is not visible in Fig. 9. This sensor 550 performs the same function as the fluid pressure sensor 28 in the EETC valve 10 .
  • the piston head 504 is a unitary solid structure defined by two main parts, a piston shaft 528 and a piston cup 530 connected to one end of the shaft 528 .
  • the other end of the shaft 528 is closed.
  • the piston cup 530 and the left hand portion of the piston shaft 528 reciprocate within the second cylindrical portion 516 of the housing 502 .
  • the piston shaft 528 is a preselected length which allows its outer circumferential wall to block the first opening 522 when the piston head 504 is in the first position and allows its outer circumferential wall to move completely away from the first opening 522 when the piston head 504 is in the second position.
  • the piston shaft 528 has an outer diameter d 3 which is slightly less than d 1 , thereby allowing the shaft 528 to fit tightly within the bore's first cylindrical portion 514 .
  • the piston cup 530 has an outer diameter d 4 which is slightly less than d 2 , thereby allowing the cup 530 to fit tightly within the bore's second cylindrical portion 516 .
  • the cup 530 has a rear surface 532 which faces the piston shaft 528 .
  • the cup includes grooves 534 around its outer circumferential surface for seating piston O-rings 536 therein.
  • the inner circumferential surface of the bore's first cylindrical portion 514 includes grooves 538 around its circumference for seating O-rings 540 therein.
  • the cup 530 also includes a cup-shaped insert 538 for holding one end of biasing spring 542 therein.
  • the EETC valve 500 is biased in the closed position by the biasing spring 542 which is mounted at the one end to an inner surface of the cup's insert 538 and at the other end to an inner surface of the cover 510 .
  • the cover 510 includes knob 544 which extends perpendicularly into the bore 506 from the center of its inner surface, the other spring end being seated around the knob 544 .
  • the valve associated with the fluid injector 18 is opened in response to a control signal from an ECU (not shown). Simultaneously, the valve associated with the fluid injector 20 is closed, if it is not already closed. Pressurized hydraulic fluid from the fluid inlet tube 36 flows through the injector 18 and into the chamber 526 , where it pushes against the piston cup's rear surface 532 . When the fluid pressure against the cup's rear surface 532 exceeds the opposing force of the biasing spring 542 , the piston head 504 moves to the left until it reaches the second position shown in phantom, thereby causing the piston shaft 528 to move away from the first opening 522 .
  • the TCF in the passageway 524 can now flow through the right hand portion of the housing 502 and into the radiator.
  • a pressure sensor (not shown) and the ECU (not shown) cooperate in the same manner as described with respect to the EETC valve 10 to determine when to close the valve of the hydraulic fluid injector 20 , thereby trapping the hydraulic fluid in the chamber 526 .
  • the piston shaft 528 will remain in the second position as long as the fluid injector valves remain closed.
  • the O-rings 536 and 540 prevent the hydraulic fluid in the chamber 526 from leaking out into other parts of the housing 502 .
  • the O-rings 540 prevent the TCF from leaking into other parts of the housing 502 .
  • the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to close the injector's valve, if it is not already closed. Simultaneously, the ECU sends a control signal to the solenoid of the hydraulic fluid injector 20 to open that injector's valve.
  • the pressurized hydraulic fluid inside the chamber 526 flows out through the housing's second opening (not shown), through the open valve of the hydraulic fluid injector 20 and into the fluid outlet tube 38 .
  • the biasing spring 542 pushes the piston head to the right and into the first position, thereby causing the piston shaft 528 to block the first opening 522 and shut off fluid flow through the EETC valve 500 .
  • the pressure sensor (not shown) detects that the chamber 526 is no longer pressurized, it causes the ECU to send a control signal to the solenoid of the hydraulic fluid injector 20 to close that injector's valve.
  • Figs. 11 and 12 show a flow-through version of a piston valve suitable for use as an EETC valve.
  • Fig. 11 shows a sectional side view of EETC valve 600 and
  • Fig. 12 shows a right end view of the EETC valve 600 in Fig. 11.
  • the solid lines in Fig. 11 shows the EETC valve 600 in its first position which is associated with a valve "closed” state.
  • Fig. 11 also shows the valve's second position in phantom which is associated with a valve "open” state.
  • Figs. 11 and 12 are described together.
  • the EETC valve 600 includes valve mechanism casing or housing 602 , piston head 604 , an inlet hydraulic fluid injector 18 and an outlet hydraulic fluid injector 20 . Only the inlet hydraulic fluid injector 18 is visible in Fig. 11, whereas both injectors 18, 20 are visible in Fig. 12. Injector 18 is connected to fluid inlet tube 36 and injector 20 is connected to fluid outlet tube 38 , in the same manner as the valves 10 and 100 .
  • the housing 602 is a generally cylindrical solid structure having a bore 606 therethrough.
  • the housing 602 is closed at one end 608 and open at the other end 612 .
  • the housing 602 is defined by five main parts, including three cylindrical portions and two barrels.
  • the three cylindrical portions are, from left to right, a first cylindrical portion 614 having an inner diameter of about d 1 , a second cylindrical portion 616 having an inner diameter of about d 2 and a third cylindrical portion 617 having an inner diameter of about d 3 .
  • the diameter d 2 is larger than d 1 and the diameter d 3 is about the same as d 1 .
  • the first cylindrical portion 614 is closed at the left end (which corresponds to the closed housing end 608 ) and open at the right end.
  • the second and third cylindrical portions 616 and 617 are open at both ends.
  • the right end of the third cylindrical portion 617 corresponds to the open housing end 612 .
  • the third cylindrical portion 617 is a separate structural piece and is bolted to the second cylindrical portion 616 by an integral circular flange 646 .
  • the left end of the third cylindrical portion 617 extends slightly into the right end of the second cylindrical portion 616 .
  • Two barrels 618, 620 extend from the housing 602 , each barrel housing one of the fluid injectors 18, 20 . Barrel 618 and injector 18 are visible in Fig. 9. Only the barrel 618 is visible in Fig. 11, whereas both barrels 618, 620 are visible in Fig. 12.
  • the housing 602 also includes two openings therethrough.
  • a first opening 622 located near the left end of the first cylindrical portion 614 allows temperature control fluid (TCF) from passageway 624 to pass therethrough when the first opening 622 is not obstructed by the piston head 604 .
  • a second opening (not shown) allows hydraulic fluid to flow into and out of a chamber 626 within the housing's second cylindrical portion 616 , to and from the pair of fluid injectors 18, 20 .
  • Fluid pressure sensor 650 is in communication with the chamber 626 .
  • the sensor 650 is visible in Fig. 12 but is not visible in Fig. 10. This sensor 650 performs the same function as the fluid pressure sensor 28 in the EETC valve 10 .
  • the piston head 604 is a unitary solid structure defined by two main parts, a hollow piston shaft 628 and a piston cup 630 connected to one end of the shaft 628 . Unlike the other end of the shaft 528 in the piston head 504 , the other end of the shaft 628 (i.e., the left end) is open. Also, a center region of the piston cup 630 is hollow. The piston cup 630 and the right hand portion of the piston shaft 628 reciprocate within the second cylindrical portion 616 of the housing 602 .
  • the piston shaft 628 is a preselected length which allows its outer circumferential wall to block the first opening 622 when the piston head 604 is in the first position and allows its outer circumferential wall to move completely away from the first opening 622 when the piston head 604 is in the second position.
  • the piston shaft 628 has an outer diameter d 4 which is slightly less than d 1 , thereby allowing the shaft 628 to fit tightly within the bore's first cylindrical portion 614.
  • the piston cup 630 has an outer diameter d 5 which is slightly less than d 2 , thereby allowing the cup 630 to fit tightly within the bore's second cylindrical portion 616 .
  • the cup 630 has a rear surface 632 which faces the piston shaft 628 .
  • the cup includes grooves 634 around its outer circumferential surface for seating piston O-rings 636 therein.
  • the inner circumferential surface of the bore's first cylindrical portion 614 includes grooves 638 around its circumference for seating O-rings 640 therein.
  • the EETC valve 600 is biased in the closed position by biasing spring 642 which is seated at one end against the cup's inner surface 648 , and at the other end around the outer circumference of the left end of the third cylindrical portion 617 .
  • the far end of the spring's other end lies against the circular flange 646 .
  • the valve associated with the fluid injector 18 is opened in response to a control signal from an ECU (not shown). Simultaneously, the valve associated with the fluid injector 20 is closed. Pressurized hydraulic fluid from the fluid inlet tube 36 flows through the injector 18 and into the chamber 626 , where it pushes against the piston cup's rear surface 632 . When the fluid pressure against the cup's rear surface 632 exceeds the opposing force of the biasing spring 642 , the piston head 604 moves to the right until it reaches the second position shown in phantom, thereby causing the piston shaft 628 to move away from the first opening 622 .
  • the TCF in the passageway 624 can now flow through the hollow interior of the piston head 604 , through the right hand portion of the housing 602 (i.e., the third cylindrical portion 617 ) and into the radiator.
  • the hydraulic fluid remains trapped in the chamber 626 because the only outlet passageway, the valve of the hydraulic fluid injector 20 , is closed.
  • the piston shaft 628 will remain in the second position as long as the states of the fluid injector valves are not changed.
  • the O-rings 636 and 640 prevent the hydraulic fluid in the chamber 626 from leaking out into other parts of the housing 602 .
  • the O-rings 640 prevent the TCF from leaking into other parts of the housing 602 .
  • the ECU sends a control signal to the solenoid of the hydraulic fluid injector 18 to close the injector's valve. Simultaneously, the ECU sends a control signal to the solenoid of the hydraulic fluid injector 20 to open that injector's valve.
  • the pressurized hydraulic fluid inside the chamber 626 flows out through the housing's second opening (not shown), through the open valve of the hydraulic fluid injector 20 and into the fluid outlet tube 38 .
  • the biasing spring 642 pushes the piston head 604 to the left and into the first position, thereby causing the piston shaft 628 to block the first opening 622 and shut off fluid flow through the EETC valve 600 .
  • the hydraulic fluid flow paths in the EETC valves 500 and 600 differ slightly from the paths in the EETC valves 10 and 100 .
  • the hydraulic fluid does not flow through any common passages or passageways between the injectors and the valve chamber. Instead, each injector is in direct communication with the valve chamber. This feature is illustrated in Figs. 10 and 12 by respective phantom dashed lines 552 and 652 which extend from the fluid injectors into the valve chamber.
  • Figs. 16A and 16B show a hydraulic fluid injector 700 in cross-section which is suitable for controlling the state or position of the EETC valves in the invention.
  • the fluid injector 700 is solenoid activated and includes an electrical terminal 702 connected at one end to injector solenoid 704 and at the other end to an ECU (not shown).
  • the solenoid 704 When the solenoid 704 is energized, it causes needle valve 706 to move up, thereby moving it away from seat 708 and opening orifice 710 to fluid flow.
  • biasing spring 712 causes the needle valve 706 to return to the closed position.
  • Fig. 16A shows the inlet fluid flow path from a source of pressurized hydraulic fluid, through the injector and to the valve chamber. The valve in this figure thus performs the function of the valve 18 in Fig. 4.
  • Fig 16B shows the outlet fluid flow path from the valve chamber, through the injector and to a reservoir of hydraulic fluid. The valve in this figure thus performs the function of the valve 20 in Fig. 4.
  • the fluid injector 700 is similar to a DEKA Type II bottom feed injector, commercially manufactured by Siemens Automotive, Newport News, VA. Although this injector is typically employed to inject metered quantities of gasoline into the combustion chamber of an engine, it can also function as a valve to pass other types of hydraulic fluid therethrough.
  • the hydraulic fluid is engine lubrication oil
  • the Siemens type injector can be employed with only minor modifications such as an increased lift or stroke (e.g., .016 inches [0.04064 cm], instead of .010 inches [0.0254 cm]) and a larger flow orifice for increased flow capacity. Also, since engine oil is not as corrosive as gasoline, internal components of the Siemens type injector do not need to be plated. Furthermore, the filter associated with commercially available injectors is not employed.
  • the inlet fluid injector 700 is preferably operated in a reverse flow pattern. That is, fluid flows through the inlet injector 700 in an opposite direction as the injector is normally employed in a gasoline engine. When the inlet injector 700 is operated in this manner, pressure from the valve chamber tends to seal the needle valve 706 against its seat 708 , thereby lessening the tendency of the injector 700 to leak.
  • Fig. 16C shows an alternative type of hydraulic fluid injector 800 in cross-section which is suitable for controlling the state or position of the EETC valves in the invention.
  • the injector 800 is similar to a DEKA Type I top feed injector, commercially manufactured by Siemens Automotive, Newport News, VA. In this type of injector, the hydraulic fluid flows through the entire length.
  • Fig. 16C shows both fluid flow paths through the same injector 800 , only one injector 800 is employed for each path.
  • the injector 800 is also preferably operated in a reverse flow pattern and without a filter. This type of injector has a numerous advantages over the DEKA Type II injector.
  • the top of the injector 800 is connected directly to the EETC valve's upper chamber, not to a common passage. This allows for more versatile packaging configurations because the inlet and outlet injectors do not need to be physically near each other. It also reduces the amount of retained trapped air in the EETC valve, potentially eliminating the need to bleed out trapped air when filling the chamber.
  • the injector 800 is also smaller and cheaper than the injector 700 .
  • One disadvantage of this type of injector is that it is more difficult to get hydraulic fluid such as oil to flow smoothly therethrough.
  • Fig. 17 shows a block diagram circuit of the connections to and from ECU 900 for controlling the state or position of the EETC valves.
  • the ECU 900 receives sensor output signals from at least the following sources:
  • the ECU 900 utilizes some or all of those sensor signals to generate open/close command signals for the fluid injectors of the EETC valve.
  • the hydraulic fluid pressure signals are also employed to detect unsafe operating conditions.
  • the engine oil fluid pressure signal can be employed to detect unsafe operating conditions and/or to determine when the oil lubrication system is sufficiently pressurized to allow for proper operation of the EETC valve.
  • a typical control routine for opening a diaphragm type EETC valve sized to replace a prior art wax pellet or bimetallic coil type thermostat and employing fluid injectors connected to the engine lubrication oil system is as follows:
  • step 2 will take longer, thereby lengthening the total time.
  • the ECU 900 can also perform other emergency control functions to maintain the TCF in a safe range. For example, in extremely hot ambient air conditions, the temperature of the TCF might exceed a safe range, even if the EETC valve is fully open. In typical prior art vehicles, an overheating condition will be signalled to the driver through a dashboard mounted engine warning light or the like.
  • the novel system shown in Fig. 17 can respond to this condition by temporarily opening the heater core valve and/or shutting off the vehicle's air conditioning system. The first of these measures will assist in removing excess heat from the engine block. The second of these measures will reduce the load on the engine, thereby reducing its heat energy output. If these measures still fail to reduce the temperature of the TCF to a safe range, the system can then activate the engine warning light.
  • Another dashboard mounted light can indicate when the ECU has taken emergency control of the vehicle's climate control system.
  • the heater core valve can be automatically deactivated to avoid draining heat energy from the engine block until the temperature of the TCF reaches an acceptable minimum level.
  • Fig. 18 diagrammatically shows the flow path of the TCF diverted from the passageway 156 in Fig. 7.
  • the passageway 160 is connected to one end of passage 802 drilled through the engine block.
  • the other end of the passage 802 is connected to the inlet end of the heat conductive tube 220 inside the engine block oil pan 94 .
  • the passage 802 is sealed at both ends by O-rings 804 to prevent leakage of the TCF into the oil pan 94 .
  • the O-rings 804 also function to insulate the passage 802 from the oil pan 94 and the passageway 160 .
  • the passageway 160 and the inlet end of the tube 220 can be connected to ends of an insulated tube exterior to the engine block.
  • the outlet end of the heat conductive tube 220 is connected to a passageway leading to the water pump inlet (not shown).
  • the tube 220 is secured inside the oil pan 94 by hanger 806 attached to the engine block.
  • the hanger 806 is insulated to prevent it from conducting heat energy from the tube 220 into the engine block.
  • the hanger 806 also cushions the tube 220 from engine vibrations. Suction through the tube 220 is enhanced by placing the outlet end close to the water pump inlet.
  • the passageway 160 can also lead to other passages and tubes disposed in other engine parts, thereby allowing the TCF to warm or heat those other parts too.
  • additional TCF passages can lead to tubes disposed in the reservoir of the automatic transmission, the brake system's master cylinder or ABS system, windshield washer fluid or the like. The TCF would then flow to these parts whenever it flows to the oil pan.
  • flow to one or more of these parts can be controlled by a separate flow control valve so that when the TCF flows to the oil pan, the fluid selectively flows to desired parts in accordance with different temperature parameters.
  • the EETC valves described herein are designed to replace the prior art wax pellet type or bimetallic coil type thermostat. These thermostats are typically located in an opening connecting a radiator inlet passage to an outlet of an engine water jacket. Accordingly, the EETC valves are dimensioned to fit into that opening. Likewise, the EETC valve housing includes holes to allow the valves to be mounted in that opening in the same manner as the prior art thermostats are mounted within the engine. Thus, the EETC valves can be retrofitted into existing engine TCF passageways.
  • the only additional apparatus required to install the EETC valve 10, 500 and 600 are the hydraulic fluid lines and electrical wires for connection to the inlet and outlet hydraulic fluid injectors. These lines and wires can be placed inside the engine compartment wherever space permits.
  • the TCF passageway must be slightly modified to provide the extra passageways shown diagrammatically in Fig. 14.
  • the fluid outlet tube 174 must be provided from the EETC valve 100 to the valve 300 .
  • the EETC valve can alternatively be located wherever it can properly perform the function(s) attributed thereto. Likewise, the EETC valve can have other sizes which are appropriate for its alternative location.
  • the EETC valves are suitable for any form of internal combustion engine which opens and closes an engine block TCF passageway to a radiator.
  • engine block TCF passageway to a radiator.
  • gasoline and diesel engine environments are within the scope of the invention.
  • the hydraulic fluid which controls the state or position of the EETC valve is preferably engine oil, it can be any type of pressurized hydraulic fluid associated with a vehicle powered by an internal combustion engine.
  • the hydraulic fluid is power steering fluid wherein the source of the pressurized hydraulic fluid is the high pressure line of a power steering pump.
  • the hydraulic fluid emptied from the EETC valve flows into the power steering fluid reservoir.
  • the power steering pump is modified so that it provides high pressure at all times. That is, high pressure can be tapped from the pump when the wheel is not being turned and when the engine is off, in addition to when the wheel is being turned.
  • this version employs a prior art pressure regulating valve in the high pressure line to achieve a constant output pressure of about 10 to about 120 psi (69 to 827 kPa), regardless of the varying input pressure of the power steering unit, which can range up to 1000 psi 6895 kPa). In this manner, the EETC valve is never exposed to pressures exceeding about 120 psi (827 kPa), regardless of the output pressure of the power steering unit.
  • a separate hydraulic fluid system operates the EETC valve. This embodiment would require many components to be uniquely dedicated to the task, and thus would significantly increase the cost of the system.
  • Dead heading or restricting TCF flow through portions of the water jacket reduces heat loss from the engine block. It also reduces the mass of TCF circulating through the water jacket, thereby raising the temperature of the circulating mass above what it would be if the mass was larger. Both of these effects allows the engine block to warm up more quickly. As noted above, heat energy is primarily transferred to and from the engine block by the flow of fluid. Therefore, dead heading or restricting the flow will have almost the same effect as shutting off the flow. Since dead heading or restricting TCF flow effectively traps all or part of the TCF in the dead headed or restricted passageway, the trapped TCF acts as an insulator. This insulation function further reduces heat loss from the engine block.
  • EETC valve Some of the preferred materials for constructing the EETC valve and operating parameters were described above. In one embodiment of the invention, the following materials and operating parameters were found to be suitable for a diaphragm type EETC valve.
  • the ECU 900 can be programmed with specific information to control the state of the EETC valves and any restrictor/shutoff valves 300 and/or 400 associated therewith.
  • Figs. 19 and 20 show one example of how the ECU 900 is programmed with information to control the state of an EETC valve based upon the temperature of the TCF and the ambient air temperature
  • Fig. 21 shows the state of prior art wax pellet type or bimetallic coil type thermostats within the same ranges of temperatures.
  • prior art wax pellet type or bimetallic coil type thermostats are factory set to open and close at a preselected coolant temperature.
  • the state of these thermostats are not affected by the ambient air temperature. That is, no matter how cold the ambient air temperature becomes, these thermostats will open when the coolant temperature reaches the factory set value.
  • a thermostat designed for use in a cooling system employing a permanent type antifreeze is typically calibrated to open at about 188 (86.7°C) to about 195 (90.56°C) degrees Fahrenheit and be fully open between about 210 (98.9°C) to about 212 (100°C) degrees Fahrenheit.
  • the ECU 900 in Fig. 17 is programmed with the curve shown in Fig. 19.
  • the curve divides the coordinate system into two regions, one on either side of the curve.
  • the ECU 900 continuously monitors the ambient air temperature and the TCF temperature to determine what state the EETC valve should be in. If coordinate pairs of these values lie in region 1 of the Fig. 19 graph, the EETC valve is closed (or remains closed if it is already in that state). Likewise, if coordinate pairs of these values lie in region 2, the EETC valve is opened (or remains open if it is already in that state). If coordinate pairs lie exactly on the curve, the ECU is programmed to either automatically select one of the two regions or to modify one or both of the values so that the coordinate pair does not lie exactly on the curve.
  • the curve shown in Fig. 19 has been experimentally determined to provide optimum engine temperature control in a typical internal combustion engine when an EETC valve replaces the typical prior art thermostats described above.
  • the curve can be different, depending upon the desired operating parameters of the engine and its accessories.
  • An engine employing an EETC valve which is controlled according to the curve in Fig. 19 will have lower emissions, better fuel economy and a more responsive vehicle climate control system than the same engine employing the thermostat. These improvements will be greatest in the lower ambient temperature ranges.
  • the EETC valve will remain closed until the TCF exceeds about 260 degrees Fahrenheit (126.7 °C), a condition that might not even occur unless the engine is driven very hard and/or fast. Consequently, the TCF flowing through the engine water jacket will not unnecessarily remove valuable heat energy from the engine block and engine lubrication oil. Furthermore, the TCF flowing through the heater core will become hot more quickly and will remain hotter than the coolant in the Fig. 21 scenario, thereby resulting in improved defrosting and vehicle interior heating capabilities.
  • the EETC valve can be any of the valves described in the invention. If the EETC valve is employed in conjunction with one or more of the restrictor/shutoff flow control valves 300 or 400 , the curve can be slightly modified to obtain optimum temperature control conditions. Specifically, the portion of the curve between about 58 (14.4°C) to about 80 (26.67°C) degrees Fahrenheit can have the same slope as the portion of the curve between about 60 (15.6°C) degrees to about zero (-17.8°C) degrees Fahrenheit.
  • EETC valve 100 When the EETC valve is employed in conjunction with the additional flow control valves, emission levels will even be lower, fuel economy even greater, and the vehicle climate control system even more responsive than the system employing only the EETC valve. If the EETC valve 100 is employed in the system, hot ETC will flow through the oil pan at virtually all times when the ambient air temperature is zero degrees Fahrenheit (-17.8°C). This will improve the oil viscosity and reduce engine sludge build-up.
  • the EETC valve When the EETC valve is employed in conjunction with flow control valves associated with the cylinder head and/or cylinder block, very precise tailoring of engine temperature can be achieved. For example, when the ambient temperature is very low and the EETC valve is closed, the one or more flow control valves are likewise closed to restrict and/or dead head the TCF that would ordinarily flow through certain portions of the engine block. Preferably, the TCF is allowed to flow only through the hottest portions of the engine block, such as areas of the cylinder head jacket closest to the cylinders. This achieves at least two desired effects. First, the TCF flowing through the limited portions of the engine water jacket will not unnecessarily remove valuable heat energy from the engine block and engine lubrication oil.
  • the limited amount of the TCF which exits the water jacket will be hotter than if the TCF flowed through all parts of the engine block.
  • the TCF flowing through the heater core will become hot more quickly and will remain hotter than if the TCF flowed through all parts of the engine block, thereby resulting in improved defrosting and vehicle interior heating capabilities.
  • Fig. 22A shows a valve state graph which employs a curve similar to the curve in Fig. 20 but which employs the valve states to control the state of the EETC valve and two restrictor/shutoff valves.
  • region 1 the EETC valve is closed and the restrictor/shutoff valves are in an restricted/blocked state.
  • region 2 the EETC valve is open and the restrictor/shutoff valves are in an unrestricted/unblocked state.
  • Fig. 23 graphically shows a dotted curve of the actual temperature of the temperature control fluid measured in an engine block of a GM 3800 transverse engine equipped with an EETC valve and two restrictor/shutoff valves when the state of the valves are controlled according to the Fig. 22A scheme.
  • the restrictor/shutoff valves are located on either sides of a V-shaped engine block in the outer TCF flow passages around the cylinder liner, and together restrict the flow through the engine block by about 50 percent in their fully restricted state.
  • Fig. 23 also shows a dashed curve of the actual temperature of engine coolant measured in the engine block when a prior art wax pellet type or bimetallic coil type thermostat is employed and its state determined according to the prior art Fig. 21 scheme.
  • the prior art thermostat operates to try to maintain a constant coolant temperature in a range from about 180 (82.2°C) to about 190 (87.8°C) degrees Fahrenheit.
  • the ambient air temperature is very hot (e.g., 100 degrees Fahrenheit [37.8 °C])
  • the coolant temperature will exceed the desired range even if the thermostat is fully open. This is because the ability of the vehicle's cooling system to cool the coolant is dependent upon the capacity of the radiator. It is usually impractical and too expensive to install a radiator large enough to maintain temperatures below 200 degrees Fahrenheit (93.3°C) at all times.
  • coolant temperatures will exceed the optimal range in hot weather conditions.
  • the system employing the EETC valve and restrictor/shutoff valves show an improved TCF temperature curve because it maintains the TCF temperature more closely to the optimum range throughout a greater ambient temperature range.
  • the ambient air temperature is very hot (e.g., 100 degrees Fahrenheit [37.8°C]) and full flow through the radiator has begun, the TCF temperature will be slightly less than the coolant temperature in the prior art system, mainly as a result of the greater flow allowed through the EETC valve, as compared to the prior art wax pellet type thermostat.
  • the cooling capability of the system in the invention will still be limited by the fixed capacity of the radiator.
  • the system in the invention maintains the TCF temperature at values significantly higher than the coolant temperature in the prior art system. This is because the restrictor/shutoff valves have been placed in the state where they restrict or shut off a portion of flow through the engine block. This flow restriction reduces the heat energy loss from the engine block, thereby allowing the limited amount of flowing TCF to reach a greater temperature.
  • the engine block heat energy loss is reduced in at least two ways. First, less TCF flows through the water jacket so less heat energy is transferred to the TCF where it is lost to the atmosphere. Second, the restricted and/or trapped TCF acts as an insulator around portions of the engine block.
  • the TCF improves the operating capability of the vehicle interior heater and defroster. Furthermore, since the engine operates at a hotter temperature, engine out exhaust emissions are lower, fuel economy is greater than in the prior art system. Also, sludge is less likely to form in the engine.
  • the EETC valve and restrictor/shutoff valves can be controlled according to separate curves, as shown in Fig. 22B.
  • the flow of TCF can be more precisely tailored to achieve a more optimum actual TCF temperature in Fig. 23.
  • the EETC valve should normally be fully open and the restrictor/shutoff valves should normally be fully unrestricted/unblocked.
  • the EETC valve should normally be fully closed and the restrictor/shutoff valves should normally be fully restricted/blocked.
  • Fig. 22B shows a region 3 wherein these dual states are achieved.
  • a TCF temperature differential of about 15 degrees Fahrenheit is employed.
  • a system employing the curves shown in Fig. 22B will allow the restrictor/shutoff valve(s) to open or unblock the TCF passageway shortly before the EETC valve opens flow to the radiator at a given ambient air temperature.
  • One advantage of this system is that the temperature of the TCF circulating through the engine block's water jacket will become more homogeneous by opening the restrictor/shutoff valves before the EETC valve is opened, thereby improving the overall accuracy of the system in determining when to open the EETC valve. This is because the total TCF mass will be heated to the desired programmed temperature (as determined by the EETC valve curve) before TCF flow is induced through the radiator.
  • the temperature TCF in different portions of the engine block can vary significantly. For example, if the fluid in the outer water jacket passageways is dead headed, it will be colder than the fluid in the inner water jacket passageways. When the restrictor/shutoff valves are opened, the hotter and colder fluids immediately begin to mix, thereby reducing the variation in temperature of the TCF in different portions of the water jacket. Thus, as the TCF continues to heat up, the measured TCF temperature, which determines when to open the EETC valve, will be more accurate.
  • the EETC valve described herein can be employed with one or more restrictor/shutoff flow control valves to improve the temperature control function of the system over that which would be achieved when employing only the EETC valve, with or without its optional oil pan heating feature.
  • the restrictor/shutoff flow control valves 300 and 400 shown in Fig. 14 can be any type suitable for the task.
  • one type of novel restrictor/shutoff flow control valve particularly suitable for this task is disclosed in Figs. 24-30.
  • Fig. 24 is a diagrammatic sectional view of a typical prior art four cylinder engine block showing three flow control valves 1000 1 , 1000 2 and 1000 3 which restrict TCF flow through portions of engine block TCF passageways 1002 1 , 1002 2 and 1002 3 , respectively, and one flow control valve 1000 4 which blocks TCF flow through intake line 1003 associated with an intake manifold. (The outtake line associated with the intake manifold is not visible in this view.)
  • the manner in which a flow control valve 1000 blocks flow, as opposed to restricting flow is best illustrated with respect to Fig. 29, described below.
  • the flow control valve 300 is similar to the flow control valve 1000 4
  • the flow control valve 400 is equivalent to one of the flow control valves 1000 1 , 1000 2 and 1000 3 .
  • Fig. 24 also shows EETC valve 1006 for controlling flow of the TCF to the radiator, and heater control valve 1008 for controlling flow of the TCF to the heater core.
  • the state or position of the EETC valve 1006 and the flow control valves 1000 1 , 1000 2 , 1000 3 and 1000 3 are controlled by hydraulic fluid injector pairs 1010 , as described above.
  • Fig. 24 only shows one pair of hydraulic fluid injectors 1010 which simultaneously controls the state of the flow control valves 1000 1 , 1000 2 and 1000 3 .
  • the state of the flow control valve 1000 4 may be controlled by a separate pair of injectors 1010 (not shown), or may be controlled by the injectors associated with the EETC valve 1006 (not shown).
  • fluid inlet tube 1012 connected to a source of pressurized hydraulic fluid 1014 and fluid outlet tube 1016 connected to hydraulic fluid reservoir 1018 .
  • the source of pressurized hydraulic fluid 1014 is engine lubrication oil from an oil pump, whereas the hydraulic fluid reservoir 1016 is the oil pan.
  • Figs. 25 and 26 show the restrictor/shutoff valve 1000 .
  • Fig. 25 shows a sectional side view of the valve 1000 mounted in a TCF passageway.
  • the solid lines in Fig. 25 show the valve 1000 in a first position which is associated with a valve "open” or unrestricted/unblocked state.
  • Fig. 25 also shows, in phantom, the valve 1000 in a second position which is associated with a valve "closed” or restricted/blocked state.
  • Fig. 26 shows an exploded view of the parts of the valve 1000. For clarity, Figs. 24, 25 and 26 are described together.
  • the restrictor/shutoff valve 1000 includes, among other parts, valve mechanism casing or housing 1020 , piston 1022, reciprocating shaft 1024 and piston valve seal or plug 1026 .
  • An inlet/outlet tube 1028 attached to the rear of the housing 1020 is in fluid communication with the pair of the hydraulic fluid injectors 1010 associated with the valve 1000 . If the valve 1000 is not controlled by the remote pair of injectors 1010 (as shown in Fig. 24), the injectors 1010 are part of the valve 1000 itself.
  • the pair of hydraulic fluid injectors 1010 are similar to the injectors 18, 20 .
  • the housing 1020 is a generally cylindrical solid structure having a bore 1030 therethrough.
  • the bore 1030 has a generally uniform inner diameter of d 1 .
  • the housing bore 1030 is partially closed at left end or near end 1032 by circular plate 1035 , described in more detail below.
  • Circular mounting flange 1038 extends perpendicularly outward from the outer circumferential walls of the housing's near end 1032 .
  • the mounting flange 1038 includes a plurality of holes 1040 therethrough for receiving a series of bolts 1042 which attach the valve 1000 to solid wall 1046 surrounding first passageway 1048 .
  • Gasket 1049 is disposed between the mounting flange 1038 and the outer facing surface of the wall 1046 .
  • the solid wall 1046 is either part of an engine block or intake manifold surrounding a TCF passageway.
  • the housing bore 1030 is closed at right end or far end 1034 , except for opening 1036 therethrough.
  • One end of the inlet/outlet tube 1028 is attached to the housing opening 1036 , thereby placing the hydraulic fluid injectors 1010 in fluid communication with the housing bore 1030 .
  • the piston 1022 and reciprocating shaft 1024 are disposed in the bore 1030 and have generally uniform outer diameters of d 2 and d 3 , respectively. Diameters d 2 and d 3 are generally equal, and are slightly less than d 1 , thereby allowing the piston 1022 and reciprocating shaft 1024 to fit tightly in the bore 1030 .
  • the piston 1022 includes front or left outer facing surface 1050 and rear or right outer facing surface 1052 .
  • the piston 1022 also includes grooves around its outer circumferential surface for seating O-rings 1054 therein.
  • the reciprocating shaft 1024 is a generally cylindrical hollow solid structure which is open at left end or near end 1056 and closed at right end or far end 1058.
  • the shaft's far end 1058 has an outer facing surface 1060 and an inner facing surface 1062 .
  • the outer facing surface 1060 lies adjacent to, and in contact with the piston's left outer facing surface 1050 .
  • the shaft 1024 includes four cut-outs along a near end or leftmost portion of its longitudinal axis.
  • One cut-out 1064 is labelled in Fig. 26.
  • the cut-outs 1064 are equally spaced around the shaft's outer circumference. In this manner, the cut-outs 1064 form four fingers 1068 from that portion of the shaft's outer circumferential wall.
  • Each finger 1068 has an end surface 1069 with shouldered edges 1094 .
  • Biasing spring 1070 is disposed inside of the hollow reciprocating shaft 1024 . One end of the spring 1070 lies against the shaft's inner facing surface 1062 and the other end of the spring 1070 lies against an inner facing surface of the circular plate 1035.
  • the plate 1035 includes four cut-outs 1072 therethrough which have the same general shape as the shaft finger's end surfaces 1069 as they would appear without the shouldered edges 1094 .
  • the location of the cut-outs 1072 match the location of the fingers 1068 when the finger's end surfaces 1069 are adjacent to the plate 1035 .
  • the cut-outs 1072 are slightly larger than the finger's end surfaces 1069 (without the shouldered edges 1094 ) so that the fingers 1068 can reciprocally slide through the cut-outs 1072 , and thus through the plate 1035.
  • the piston valve plug 1026 also includes four cut-outs 1075 therethrough which also have the same general shape as the shaft finger's end surfaces 1069 .
  • the location of the cut-outs 1075 match the location of the fingers 1068 when the finger's end surfaces 1069 are adjacent to the plug 1026 .
  • the cut-outs 1075 are slightly larger than the end surfaces 1069 to allow the end surfaces 1069 to fit snugly therein.
  • the cut-outs 1075 function as attachment locations for welding or mechanically staking the fingers 1068 to the plug 1026 .
  • the shaft's fingers 1068 are slid through the plate 1035 . Then, the end surfaces 1069 of the shaft's four fingers 1068 are welded or mechanically staked to the piston valve plug 1026 at the cut-out locations 1075 . The shouldered edges 1094 of the finger' end surfaces 1069 prevent the fingers 1068 from pushing through the cut-outs 1075 and facilitate attachment of the fingers 1068 to the plug 1026 .
  • the valve 1000 is biased in the first position (i.e., valve "open” or unrestricted/unblocked state) by the biasing spring 1070 .
  • the force of the spring 1070 biases the reciprocating shaft 1024 in its rightmost position within the housing bore 1030 .
  • the length of the shaft 1024 and valve housing 1020 is such that in the first position, the shaft 1024 is fully retracted into the housing 1020 and the inner facing surface of the plug 1026 lies adjacent to the outer facing surface of the housing plate 1035, and in the second position, the outer facing surface of the plug 1026 lies adjacent to far wall 1071 of the first passageway 1048.
  • the piston 1022 in the first position, is in its rightmost position within the bore 1030 , and in the second position, the piston 1022 is in its leftmost position within the bore 1030 .
  • the bore 1030 includes a small amount of space, labelled as chamber 1074, between the piston's right outer facing surface 1052 and the bore's far end 1034 .
  • the valve associated with the inlet fluid injector of the pair of hydraulic fluid injectors 1010 is opened in response to a control signal from an ECU (not shown). Simultaneously, the valve associated with the outlet fluid injector of the pair of fluid injectors 1010 is closed. Pressurized hydraulic fluid from the fluid inlet tube 1012 flows through the inlet fluid injector of the pair 1010 , through the tube 1028 and into the chamber 1074 , where it pushes against the piston's rear outer facing surface 1052 .
  • Fig. 25 represents unrestricted flow of TCF through the first passageway 1048 by straight arrow lines and represents restricted flow by dashed squiggly arrow lines.
  • the valve 1000 When the valve 1000 is in the second position, the flow of TCF is only partially restricted because the TCF can still flow through the shaft's cut-outs 1072 (i.e., between the fingers 1068 ) and/or around the shaft 1024 .
  • the percentage of restriction flow is determined by a plurality of factors, including the following four factors:
  • valve 1000 is employed as a two-position valve which is either in a first or second position, only the first two factors will be relevant to the percentage of restriction.
  • the hydraulic fluid in the chamber 1074 remains trapped therein because the only outlet passageway, the valve of the outlet hydraulic fluid injector of the pair 1010 is closed.
  • the shaft 1024 will remain in the second position as long as the states of the fluid injector valves are not changed.
  • the O-rings 1054 prevent the hydraulic fluid in the chamber 1074 from leaking out into other parts of the housing bore 1030 , while also preventing the TCF (which may find its way into the housing bore 1030 and hollow shaft 1024 through the plate's cut-outs 1072 ) from leaking into the chamber 1074.
  • the ECU sends a control signal to the solenoid of the inlet hydraulic fluid injector in the pair 1010 to close the injector's valve.
  • the ECU sends a control signal to the solenoid of the outlet hydraulic fluid injector of the pair 1010 to open that injector's valve.
  • the pressurized hydraulic fluid inside the chamber 1074 flows out through the housing's opening 1036 , into the tube 1028 , through the open valve of the outlet hydraulic fluid injector and into the fluid reservoir 1018 .
  • the biasing spring 1070 pushes the shaft 1024 and piston 1022 to the right and back into the first position, thereby causing the shaft's fingers 1068 to retract out of the first passageway 1048 .
  • valve 1000 shown in Fig. 25 is only one of a plurality of similar valves which are all connected to a single pair of hydraulic fluid injectors 1010 . Only a single pressure sensor is required for each grouping of valves connected to a common pair of injectors 1010 . Thus, the valve 1000 shown in Fig. 25 relies upon a pressure sensor in another valve in this grouping for a measurement of its chamber pressure. Since the tube 1028 is in fluid communication with the other valve chambers, it is also in fluid communication with that pressure sensor. If it is desired to operate the valve 1000 in Fig. 25 independent of other valves, a pressure sensor and separate pair of injectors 1010 would be associated with the valve 1000 .
  • Fig. 27 is a sectional view of the valve 1000 in Fig. 25. taken along line 27-27 in Fig. 25. This view shows, from the center outward, the housing plate 1035 , biasing spring 1070 , four shaft fingers 1068 , housing 1020 , bolts 1042 and solid wall 1046 .
  • Fig. 28 is a sectional view of the valve 1000 in the second position shown in Fig. 25, taken along line 28-28 in Fig. 25.
  • the valve 1000 represented by Fig. 28 has an oval shaped plug 1026' instead of the round plug shown in Figs. 25 and 26.
  • This view shows, from the center outward, the four shaft fingers 1068 , plug 1026' and passageway far wall 1071 .
  • Fig. 28 highlights an important feature of the invention, that the plug 1026' can be shaped and sized to seat against a far wall 1071 having any shape or size. That is, the plug 1026' can have any desired footprint.
  • the plug 1026 shown in Figs. 25 and 26 is a cylindrical disk, it need not have that shape.
  • Water jacket passageways and TCF passageways around an intake manifold typically include odd shaped bends, curves and the like which cannot be easily dead headed or blocked by simple-shaped plugs.
  • the novel valve 1000 described herein accepts an infinite variety of plug sizes and shapes, as long as the plug 1026 includes a region for welding or mechanically staking the end surfaces 1069 of the shaft's four fingers 1068 thereto.
  • Fig. 29 shows a sectional side view of valve 1000' mounted to solid wall 1046' in first passageway 1048' .
  • Fig. 29 illustrates how the valve 1000' can be employed for the dual function of restricting the first passageway 1048' , while simultaneously dead heading or blocking a second passageway 1076 .
  • This embodiment of the restrictor/shutoff valve is not controlled by remote pairs of fluid injectors. Instead, the fluid injectors are attached to housing 1020' in a manner similar to the integral fluid injectors associated with the EETC valves 500 and 600 . In the section shown in Fig. 29, one of the pair of fluid injectors 1010' (the inlet injector) is visible. Fig. 29 also shows fluid pressure sensor 1090' for detecting the fluid pressure in the valve chamber 1074'. The valve 1000' also includes an optional opening 1092' for allowing the pair of fluid injectors 1010' to be in fluid communication with chambers of other valves 1000 or 1000' . In this manner, the pair of fluid injectors 1010' controls the state of these other valves.
  • the first and second positions of the valve 1000' are represented by solid and phantom lines, in the same manner as shown in Fig. 25.
  • both passageways are unblocked and unrestricted by the valve's shaft 1024 .
  • the first passageway 1048' is restricted by the shaft's fingers 1068 and the second passageway 1076 is blocked by the plug 1026 .
  • the plug 1026 may have openings (not shown) therethrough to allow a portion of the TCF in the second passageway 1076 to pass into the first passageway 1048' .
  • the valve 1000' functions as a restrictor/restrictor valve (i.e., it restricts, but not block the flow of TCF in the first and second passageways).
  • the major purpose of the restrictor/shutoff valves 1000 are to block or reduce the flow of TCF through TCF passageways. As shown in Fig. 29, the novel valve 1000 can simultaneously restrict flow through one passageway, while blocking or dead heading flow through a different passageway. This simultaneous restricting/dead heading function is particularly useful when one or more valves 1000 are employed in the engine block water jacket to selectively control flow of TCF through "interior” and "exterior” water jacket passageways. "Interior" passageways, as defined herein, are those which are associated with interior most regions of the engine block water jacket, whereas “exterior” passageways, as defined herein, are those which are associated with exterior most regions of the water jacket. In a typical engine, the interior passageways are closest to the engine's moving parts. Consequently, those passageways are typically closest to the oil lines which lubricate those moving parts and are closest to the hottest parts of the engine block.
  • Page 111 of the Goodheart-Willcox automotive encyclopedia The Goodheart-Willcox Company, Inc., South Holland, Illinois, 1979, notes that the heat removed by the cooling system of an average automobile at normal speed is sufficient to keep a six-room house warm in zero degree Fahrenheit (-17.8°C) weather.
  • this passage refers to an operating mode where the thermostat is open and flow to the radiator is permitted, it is clear that tremendous quantities of heat energy are generated by an average automobile, even when the coolant is not hot enough to open the thermostat. Internal combustion engines manufactured today fail to take full advantage of such heat energy, especially in cold ambient temperature environments.
  • Fig. 30 is a simplified diagrammatic sectional view of the water jacket in engine block 1078 showing two interior passageways 1080 , two exterior passageways 1882 and valves 1000 1 , 1000 2 for respectively dead heading and restricting those passageways. That is, each valve 1000 1 and 1000 2 blocks flow through an exterior passageway 1082 and simultaneously restricts flow through an interior passageway 1080 . In the embodiment shown in Fig. 30, the valve 1000 1 blocks flow through the lower exterior passageway, whereas the valve 1000 2 dead heads the flow through the upper exterior passageway. As noted above, dead heading the flow allows the TCF fluid trapped in the passageway to function as an insulator, further reducing undesired heat energy loss from the engine block 1078 to the ambient environment.
  • Fig. 30 thus shows how the valve 1000' shown in Fig. 29 is employed in a water jacket wherein the first passageway 1048' is equivalent to an interior passageway and the second passageway 1076 is equivalent to an exterior passageway.
  • the pair of hydraulic fluid injectors 1010 associated with the restrictor/shutoff valves may be similar to the injectors 18, 20 , the preferred inlet fluid injector will most likely require a larger flow capacity than the inlet fluid injector 18. Likewise, the fluid inlet tube 1012 will also most likely require a larger flow capacity than the fluid inlet tube 36 associated with the injector 18.
  • the larger flow capacity may be required because the restrictor/shutoff valve will usually be operated (i.e., moved into a restricted or blocked position) in much lower ambient air temperatures than the EETC valve.
  • engine lubrication oil is employed as the hydraulic fluid, such oil will have a higher viscosity in a cold temperature environment. When the oil is thick and slow flowing, the valve chamber will fill more slowly than when the oil is at a higher temperature, and thus at a lower viscosity. If the ambient air temperature is very low (e.g., sub-zero degrees Fahrenheit [below -17.8°C]), the filling time could become unacceptably long. By increasing the flow capacity through the inlet injector and into the chamber, the filling time is decreased to compensate for the higher viscosity oil.
  • the orifice 710 should be increased. Also, the lift of the needle valve 706 should be greater. The greater lift will probably require a greater capacity solenoid 704.
  • the outlet fluid injector associated with the restrictor/shutoff valve is only opened when the valve is moved into an unrestricted or unblocked position. Since this will normally occur only after the engine has warmed up and the oil viscosity has decreased, this injector and its associated outlet tube need not necessarily be designed to handle a greater flow capacity. Likewise, since the chamber of the EETC valve is filled (thereby allowing TCF fluid flow to the radiator) only when the engine and engine oil are relatively hot, the injectors 18, 20 will usually not encounter this flow capacity problem either.
  • the restrictor/shutoff valves can be employed in an anticipatory mode to lessen the sudden engine block temperature peaks caused when a turbocharger or supercharged is activated, in the same manner as the anticipatory mode described above with respect to the EETC valves.
  • a signal can be immediately delivered to the restrictor/shutoff valves to cause the valves to be placed in their unrestricted/unblocked state, if they are not already in that state.
  • the valves can then be returned to the state dictated by the ECU.
  • a system wherein the states of the EETC valve and restrictor/shutoff valves are controlled according to one or more of the curves will perform better upon engine start-up than a cooling system having a thermostat controlled solely by coolant temperature.
  • the curves allow the designer to anticipate expected engine operating conditions based on the present TCF and ambient air temperature. Accordingly, the EETC valve can be immediately opened and the restrictor/shutoff valves can be immediately placed in an unblocked/unrestricted state in anticipation of an expected engine operating condition that would call for such states.
  • a problem may occur after the engine has been shut-off if the hydraulic fluid does not fully drain out of the hydraulic tubes 36, 38 and back into the reservoir.
  • the viscosity of the fluid that remains in the tubes may increase such that the fluid becomes thick (e.g., molasses-like).
  • the thick fluid may lengthen the time required to fully actuate the valve to change its state. Accordingly, the engine will not be operating as efficiently as desired. In extreme conditions, the fluid may become so thick so as to completely inhibit the actuation of the EETC valve.
  • the present system "dithers" the solenoids. That is, the engine control unit (ECU) 900 determines when the engine has shut-off, at which point control signals are sent to the solenoids. The control signals result in the solenoids causing the injectors to "open” and “close” a series of times. Each time the injector opens, the upper end of the fluid tube is exposed to air pressure in the EETC valve. The air pressure, working in combination with the force of gravity, causes the fluid in the tube to retreat back into the reservoir. The dithering will even work on the fluid input tube 36 which is normally filled with pressurized hydraulic fluid because, with the engine shut-off, pressure is no longer being supplied to the hydraulic fluid in the inlet tube 36 .
  • opening the hydraulic injector 18 associated with the fluid inlet tube 36 will not result in fluid entering passage 76 but, instead, will result in the air pressure from passage 76 entering the fluid inlet tube 36 causing the hydraulic fluid in the line to retreat to its starting point, e.g., oil pump.
  • the ECU 900 determines that the engine is shut-off.
  • the ECU sends signals to the solenoids controlling the fluid injectors in communication with the fluid inlet and outlet tubes 36, 38 .
  • the signals direct the fluid injectors 18, 20 to open and close a predetermined number of times or according to a preprogrammed schedule. This causes air pressure from the passage 76 to enter the fluid inlet and outlet tubes 36, 38 which, acting in combination with the force of gravity, causes the fluid in the lines to return to their respective reservoirs (e.g., oil pump 94 , oil pan 90 ).
  • the dithering of the solenoids will allow the hydraulic fluid to naturally and readily flow back to its reservoir. If the dithering occurs after the hydraulic fluid has cooled, the higher viscosity of the hydraulic fluid will likely slow down its natural flow back into the reservoir. That is, the viscosity of the hydraulic fluid may increase such that the force of gravity and the pressure created by the dithering may not be sufficient to drive the fluid back into the reservoir. Accordingly, it is preferred that the dithering occur soon after the engine ignition has been turned off.
  • a variety of different techniques for dithering the solenoids may be practiced within the scope of this invention. For example, it may be desirable, depending on the configuration of the system, to open both hydraulic injectors simultaneously and hold them in the open position for a sufficient amount of time to permit the fluid to return to the oil pan. Alternately, and more preferably, it is desirable to open and close the injectors in a 50% duty cycle (i.e., 50% off/50% on). This is equivalent to a step function map or schedule which is, preferably, programmed into the memory of the ECU 900.
  • the amount of cycles, the length of time that a injector is open, and the total duration of the dithering will vary depending on the system configuration (e.g., diameter of fluid tube, length of fluid tube, type of fluid utilized, etc.). Additionally, other scheduling functions may be utilized, e.g. sinusoidal, linear, logarithmic, exponential, etc. In a GM 3800 V6 transverse internal combustion engine, it has been found that dithering the injectors in a 50% duty cycle for between 5 and 30 seconds and at about 6 Hz is sufficient. More preferably, the dithering is performed for a total time of 10 seconds.
  • a flow chart is shown depicting one embodiment for controlling the dithering of the hydraulic injectors.
  • the subroutine begins by determining whether the engine ignition has been turned off. Since the dithering of the valves should only be accomplished when the engine is no longer running, this step determines when dithering is needed.
  • the ECU 900 receives engine operating state parameters (shown in Fig. 17). A variety of signals may be utilized to determine if the engine is running, such as an ignition signal, a signal from the distributor, the engine RPM, or the engine manifold vacuum.
  • the system can begin to dither the solenoids. This is accomplished by starting a timer and sending signals to the hydraulic solenoid injectors 18, 20 to open and close according to a predetermined schedule.
  • the predetermined schedule may simply comprise an oscillating step function curve. The dithering is continued until the timer expires whereupon the subroutine ends.
  • the amount of dithering time required is empirically determined and, as stated above, depends on the configuration of the system.
  • the predetermined schedule for controlling the dithering is also empirically determined based on the system configuration.
  • the timer is eliminated and, instead, the predetermined schedule would control the duration of the dithering. That is, the injectors are opened and closed according to the preprogrammed schedule. Once the program schedule is complete, the dithering ends.
  • the dithering was initiated immediately after the engine was shut-off.
  • the system continuously monitors the temperature of the hydraulic fluid.
  • T o which is chosen to be indicative of a relatively warm, low viscosity hydraulic fluid state
  • the system begins to dither the injectors to remove any hydraulic fluid in the tubes.
  • Fig. 35B An alternate and more preferred embodiment of the invention is illustrated in Fig. 35B.
  • the system determines when the engine has been shut-off as described above. The system then determines whether the valve, which is this case is the EETC valve, is open or closed. If the valve is closed, i.e., inhibiting TCF flow to the radiator, the system begins to dither the solenoids/injectors as discussed above. If the valve is not closed, i.e., the valve is open, permitting TCF flow to the radiator, then the system continuously monitors the valve state to determine when it closes, at which point the dithering of the solenoids commences.
  • the valve which is this case is the EETC valve
  • This preferred embodiment of the dithering system is related to the "hot engine off soak" described above. More specifically, after the system determines that the engine has been shut-off, it then determines the state of the valve 40 by comparing the sensed temperature control fluid and ambient air temperatures to the predetermined temperature control curves, such as those discussed above and shown in Figs. 19 and 20. If the valve state is "open” according to the curves, the system keeps the injectors closed, continuing to trap the hydraulic fluid in the upper chamber 58 of the EETC valve 10 , and thereby maintaining the flow path to the radiator.
  • the ECU 900 After the sensed TCF and ambient air temperatures have changed so as to define a "closed" valve state according to the temperature control curves, the ECU 900 sends a signal to open the fluid injector 20 in communication with the fluid outlet tube 36 permitting the upper chamber 58 to empty. The ECU 900 then sends a sequence of signals to the fluid injectors 18, 20 to begin dithering in accordance with a predetermined schedule.
  • This embodiment provides the greatest benefit in engines that are frequently shut-off for only short periods of time before being restarted, such as delivery vans in urban environments.
  • the temperature of the hydraulic fluid in these engines is not likely to fall below the temperature at which the viscosity begins to become excessive. Accordingly, there is no need to dither the hydraulic injectors unless it is determined that the engine is beginning to cool significantly.
  • the temperature control fluid be allowed to circulate through the radiator for cooling.
  • the invention also encompasses the dithering of the hydraulically actuated restrictor/shut-off valves discussed above.
  • the solenoids associated with the restrictors/shut-off valves and not be dithered regardless of the temperature of the hydraulic fluid.
  • the primary intent with this embodiment of the invention is to prepare the engine for start-up. That is, if it is determined that the restrictor/shut-off valves are actuated just prior to engine ignition shut-off, then it is likely that the engine is relatively cold (i.e., below its optimum operating temperature) and, accordingly, the valves are restricting the flow of TCF through the water jacket in order to increase the engine temperature. Therefore, since the temperature of the engine would not likely have risen after it was shut-off, upon restarting the engine will need to be heated up as quickly as possible to bring it to its optimum operating temperature. In order to achieve this, the restrictor/shut-off valves should be in their actuated (restricted) position. Hence, by preventing dithering of the injectors in the restrictor/shut-off valves when they are already actuated, the system assists in preparing the engine for restarting.
  • the restrictor/shut-off valves are not actuated (unrestricted flow position) when the engine is shut-off, then the temperature of the TCF at shut-off is relatively hot.
  • the restrictor/shut-off valves be actuated immediately to reduce the flow of TCF and, thereby, heat up the engine quicker.
  • the present invention dithers the valves in a similar fashion to the embodiments described above for the EETC valve. This will minimize any delay in the actuation of the valves caused by the high viscosity hydraulic fluid.
  • Figure 35C illustrates a flow chart of the preferred embodiment for dithering the restrictor/shut-off valves.
  • the "open" position or state (permitting TCF flow to radiator) of the valve corresponds to the "actuated” position of the valve wherein the hydraulic fluid fills the chamber 58 .
  • the "actuated" position of the EETC valve corresponds to the "closed” position of the valve (inhibiting TCF flow to radiator).
  • the dithering of the valve would be similar to the restrictor/shut-off valve. More specifically, if the valve is actuated in the closed state when the engine is shut-off, (inhibiting TCF flow to the radiator), then the temperature of the TCF is relatively low.
  • the solenoids on the EETC valve are not dithered after engine shut-off and the hydraulic fluid is kept trapped in the chamber 58 so as to maintain the valve in the actuated (closed) position. If, on the other hand, the valve is open (unactuated) after engine shut-off (permitting TCF flow to the radiator), then the temperature of the TCF is relatively hot and, therefore, it is preferable to dither the solenoids after engine shut-off to remove the hydraulic fluid in the lines. More preferably, the dithering occurs after the valve closes in accordance with the "hot engine off soak" described above.
  • the EETC valves disclose fluid injectors which are integrated into the valve housing
  • the scope of the invention includes an embodiment wherein the fluid injectors are physically separated from the reciprocating EETC valve components and connected by fluid lines therebetween.
  • the fluid injectors associated with the restrictor/shutoff valves can be either integrated into the valve housing as shown in Fig. 29, or can be physically separated from the reciprocating valve components as shown in Figs. 24 and 25.
  • fluid injectors associated with an integrated valve such as shown in Fig. 29 can control the state of other restrictor/shutoff valves which do not have their own fluid injectors.
  • the inlet hydraulic fluid injector employed in the novel EETC and restrictor/shutoff valves must tap into a source of pressurized hydraulic fluid to fill the respective valve chambers. Typical valves will tap into that source for about six seconds to fully change state. A slightly longer time period may be required for systems where a single injector fills the chambers of multiple restrictor/shutoff valves. These time periods are very short compared to the average length of a vehicle trip. Since valve states are unlikely to be changed more than a few times during a normal vehicle trip, the percentage of time that the pressurized source is tapped is anticipated to be very small, typically under one minute for every hour of driving, or less than 2%. Accordingly, there should be little, if any, effect on the normal functioning of the hydraulic fluid system.
  • the novel EETC and restrictor/shutoff valves described above reciprocate between a first position for allowing unrestricted flow of fluid through at least one passageway and a second position for restricting the flow through the passageway.
  • the flow restriction is either partial or complete (i.e., 100 percent).
  • Each of the valves are biased in one of the positions by a biasing spring and placed in the other position by hydraulic fluid pressure pushing against a piston member.
  • the piston member is either a diaphragm or a piston shaft.
  • the piston member comprises a combination of a separate piston and shaft.
  • each of the valves can be designed to operate in reverse. That is, the position of the chambers and biasing springs can be reversed so that the valve is in a first position when the chamber is unpressurized and empty and is in a second position when the chamber is pressurized and fully filled.
  • the scope of the invention includes such reversed configurations.
  • the scope of the invention includes embodiments wherein the EETC and restrictor/shutoff valves are placed in positions between the first and second positions by only partially filling and pressurizing the respective chambers.
  • chamber pressure values and/or filling or emptying time periods must be empirically determined for that valve. For example, if a particular EETC valve is fully opened by pressurizing the chamber to 25 psi (172 kPa) and continuing to pressurize for two seconds after the chamber reaches 25 psi (172 kPa), a procedure of pressurizing until the chamber reaches 15 psi (103 kPa) might place the valve in the desired mid-position.
  • partial chamber depressurization could be employed. Again, the particular pressure values and additional time periods must be empirically determined for a given novel valve. Once those values are determined, the ECU can be pre-programmed with the values to achieve the desired mid-position(s). Alternatively, a feedback control system employing valve position transducers connected to the ECU could be employed.
  • the present invention provides additional consequential benefits.
  • the physical size of the heater can be decreased. This is because the hotter the temperature of the TCF, the less heater core surface area is required to extract the necessary amounts of heat energy from the TCF to warm the vehicle's passenger compartment.
  • An engine employing the EETC valve and one or more restrictor/shutoff valves will have less engine out exhaust emissions and greater fuel economy than a prior art engine cooling system employing only a prior art thermostat. Since the reduction in emissions and improvement in fuel economy will be greatest in cold temperature environments and during engine start-up, the invention offers the possibility to significantly reduce vehicle exhaust pollution levels.
  • the United States Environmental Protection Agency conducts its emissions testing in relatively warm ambient air temperatures. Testing in these warm temperatures does not expose the actual polluting effects of vehicles when they are started and operated in cold temperature climates. For example, the current testing procedure requires that a vehicle "cold soak" in an ambient air temperature of 68 to 80 degrees Fahrenheit (20 to 26.7 degrees Celsius) for 12 hours. That is, the vehicle must sit unused for 12 hours in this temperature environment so that the engine parts stabilize to that ambient air temperature. Then, the engine is started and emissions are measured to verify that they are within acceptable limits. Since the ambient air temperature is relatively warm, the engine and catalytic converter quickly heat up to an efficient operating temperature.
  • the inventions disclosed above provide an effective way to harness the underestimated one-third of heat energy handled by a vehicle's cooling system (see the excerpt in the Background of the Invention from page 111 of the Goodheart-Willcox automotive encyclopedia).
  • the EETC valve, the restrictor/shutoff valve, and the use of programmed curves for determining their states are the basic building blocks for an engine temperature control system that effectively tailors the performance of the engine cooling system with the overall needs of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Temperature (AREA)
  • Temperature-Responsive Valves (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Flow Control (AREA)
  • Sorption Type Refrigeration Machines (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Cyclones (AREA)

Claims (47)

  1. Système de commande de température dans un moteur à combustion interne à refroidissement par liquide, équipé d'un radiateur (206), le système comprenant :
    (a) une soupape de commande de débit (10, 100,228) pour commander le débit d'un fluide de commande de température à travers un premier passage (54, 208), la soupape de commande de débit présentant un premier état pour empêcher le débit, et un second état pour permettre le débit ;
    (b) un premier capteur pour détecter une température indicative de la température du fluide de commande de température ;
    (c) un second capteur pour détecter une température indicative de la température de l'air ambiant ; et
    (d) un ordinateur de moteur (900) pour recevoir les signaux du fluide de commande de température et de l'air ambiant,
    caractérisé en ce que
    l'ordinateur de moteur détermine un état voulu de la soupape de commande de débit en comparant au moins le signal de fluide de commande de température et le signal d'air ambiant à un ensemble de valeurs prédéterminées qui définissent une courbe dont une partie au moins présente une pente non nulle, et
    l'ordinateur de moteur fournit des signaux de commande pour actionner la soupape de commande de débit de manière à la faire passer dans l'état voulu.
  2. Système de commande de température selon la revendication 1,
    dans lequel
    l'ordinateur de moteur compare les signaux du fluide de commande de température et de l'air ambiant, aux valeurs prédéterminées, en définissant un point ayant comme composantes les signaux de fluide de commande de température et d'air ambiant, le moteur comparant ensuite le point défini à la courbe, et
    l'état voulu de la soupape dépend de ce que le point défini se trouve au-dessus ou au-dessous de la courbe.
  3. Système de commande de température selon la revendication 1,
    dans lequel
    au moins deux parties de la courbe ont des pentes non nulles.
  4. Système de commande de température selon la revendication 1,
    dans lequel
    le moteur comprend en outre une pompe à eau (212) munie d'une entrée et d'une sortie, l'entrée de la pompe à eau étant connectée à une sortie du radiateur, et une chemise d'eau (200,202) formée dans le moteur, chemise à travers laquelle passe le fluide de commande de température, le premier passage assurant la communication de fluide entre la chemise d'eau et le radiateur, le système comprenant en outre :
    un passage de dérivation (216, 802) communiquant avec la chemise d'eau ;
    un tube conducteur de chaleur (220) placé dans un réservoir (94) d'huile de lubrification du moteur, le tube comportant une entrée connectée au passage de dérivation et une sortie connectée à l'entrée de la pompe à eau ; et
    la soupape de commande de débit commande le débit à travers l'un ou l'autre du premier passage ou du passage de dérivation.
  5. Système de commande de température selon la revendication 1,
    dans lequel
    la pente de la courbe aux températures d'air ambiantes inférieures à -29°C, est différente de la pente de la courbe à une température d'air ambiante d'approximativement 4°C.
  6. Système de commande de température selon la revendication 1, 2, 3, ou 4,
    dans lequel
    la soupape de commande de débit est une soupape à diaphragme (40) comprenant :
    (a) un diaphragme (60) ;
    (b) une chambre de diaphragme (58) d'un côté du diaphragme ;
    (c) un élément de soupape (68) pouvant se déplacer entre une première position et une seconde position ;
    (d) une tige (66) connectant le diaphragme à l'élément de soupape, la position du diaphragme étant mise en communication, par la tige, avec l'élément de soupape ;
    (e) un élément de poussée (70) pour pousser l'élément de soupape vers la première position sous l'effet d'une force de poussée ; et
    (f) un système d'injection de fluide hydraulique monté en communication sur et avec la chambre pour remplir cette chambre de fluide hydraulique pressurisé et pour vider la chambre du fluide hydraulique, ce fluide hydraulique appliquant une pression sur le premier côté du diaphragme pour produire le déplacement de ce diaphragme vers la seconde position, le système d'injection de fluide hydraulique comprenant :
    (i) un premier injecteur de fluide (18) pour remplir la chambre de fluide hydraulique, ce premier injecteur de fluide hydraulique ayant une position d'ouverture pour permettre au fluide hydraulique de s'écouler à travers celui-ci de manière à pénétrer dans la chambre, et une position de fermeture pour empêcher le fluide de s'écouler à travers celui-ci, et
    (ii) un second injecteur de fluide (20) pour vider la chambre du fluide hydraulique, ce second injecteur de fluide ayant une position d'ouverture pour permettre au fluide hydraulique contenu dans la chambre de s'écouler à travers celui-ci, et une position de fermeture pour empêcher le fluide de s'écouler à travers celui-ci.
  7. Système de commande de température selon la revendication 1, 2, 3 ou 4,
    comprenant en outre :
    un boítier de soupape de limitation de débit (1020) ;
    un élément de piston (1022) qui va et vient à l'intérieur du boítier de soupape de limitation entre une première position et une seconde position, l'élément de piston comprenant une tige de piston (1024) munie d'un axe longitudinal, la tige de piston comprenant :
    (i) une partie proximale qui s'enfonce dans le boítier de soupape de limitation lorsque l'élément de piston se trouve dans la première position, et sort du boítier de soupape de limitation lorsque l'élément de piston se trouve dans la seconde position, cette partie proximale comprenant un certain nombre de découpes (1064) formées à travers celle-ci, ces découpes permettant à un débit limité de fluide de s'écouler à travers la tige de piston dans une direction perpendiculaire à l'axe longitudinal de la tige lorsque l'élément de piston se trouve dans la seconde position, et
    (ii) une surface arrière (1060) destinée à recevoir la pression contre celle-ci, cette pression faisant sortir l'élément de piston du boítier ; et
    un élément de poussée (1070) pour pousser l'élément de piston vers la première position sous l'effet d'une force de poussée.
  8. Système de commande de température selon la revendication 1, 2 ou 4,
    comprenant en outre
    au moins un injecteur à solénoïde (700) en communication de fluide avec la soupape de commande de débit, le solénoïde ayant une position d'ouverture et une position de fermeture, l'injecteur à solénoïde étant destiné à transmettre un fluide hydraulique à la soupape de commande de débit pour actionner cette soupape entre le premier état et le second état ;
    une source de fluide hydraulique (96, 1018) ;
    au moins un tube de fluide hydraulique (36, 1012) fixé à l'injecteur à solénoïde pour transmettre à celui-ci du fluide hydraulique provenant de la source de fluide hydraulique ; et
    l'ordinateur de moteur (900) en communication avec l'injecteur à solénoïde pour commander le fonctionnement de cet injecteur, l'ordinateur de moteur déterminant le moment où le moteur est coupé, cet ordinateur de moteur fournissant des signaux à l'injecteur à solénoïde suivant un programme prédéterminé, lorsque le moteur est coupé, ces signaux produisant l'ouverture et la fermeture de l'injecteur à solénoïde.
  9. Système selon la revendication 1,
    dans lequel
    une partie de la courbe, dans une zone définie par une plage de température de fonctionnement du moteur allant d'environ 100 degrés Fahrenheit (37,8°C) à environ 260 degrés Fahrenheit (126,7°C), et une plage de températures de conditions ambiantes allant d'environ 100 degrés Fahrenheit (37,8°C) à environ 0 degré Fahrenheit (-17,8°C), présente une pente généralement non nulle.
  10. Système de commande de température selon la revendication 1, 3 ou 4,
    dans lequel
    la soupape de commande de débit comprend :
    un boítier (22, 112) comportant un premier passage de fluide de commande de température (54, 108) traversant celui-ci, et une partie intérieure creuse, le boítier comprenant en outre :
    (i) un élément de soupape (68, 146) pour commander le débit du fluide de commande de température à travers le premier passage de fluide de commande de température, l'élément de soupape allant et venant au moins partiellement dans la partie intérieure du boítier entre une première position correspondant au premier état de la soupape de commande de débit pour empêcher ce débit, et une seconde position correspondant au second état de la soupape de commande de débit pour laisser passer ce débit, l'élément de soupape comprenant une surface (60, 102) destinée à recevoir la pression de fluide d'un côté et à produire le déplacement de l'élément de soupape de la première position vers la seconde position sous l'action de la pression de fluide, et
    (ii) une partie de chambre (58, 178) adjacente au premier côté de la surface de l'élément de soupape, le volume de cette partie de chambre se dilatant et se contractant lorsque la soupape va et vient ; et
    un système d'injection de fluide hydraulique en communication avec la partie de chambre pour remplir cette partie de chambre de fluide hydraulique pressurisé et pour vider le fluide hydraulique de cette partie de chambre, le fluide hydraulique fournissant la pression appliquée à la surface pour produire le passage de la soupape de la première position à la seconde position.
  11. Système de commande de température selon la revendication 1 ou 4,
    dans lequel
    une partie de la courbe présente une pente généralement nulle pour une température ambiante inférieure à environ zéro degré Fahrenheit (-17,8°C).
  12. Système de commande de température selon la revendication 4,
    dans lequel
    la soupape de commande de débit comprend :
    (i) un diaphragme (60, 102) ;
    (ii) une chambre de diaphragme (58, 178) d'un premier côté du diaphragme ;
    (iii) un élément de soupape (68, 146) pouvant se déplacer entre une première position correspondant à un premier état pour bloquer l'écoulement du fluide à travers le premier passage (54, 108) en bloquant une entrée du premier passage, et pour permettre l'écoulement du fluide à travers le passage de dérivation (12, 216), et une seconde position correspondant au second état pour permettre l'écoulement du fluide à travers le premier passage et pour bloquer l'écoulement du fluide à travers le passage de dérivation ;
    (iv) une tige (66, 126) reliant le diaphragme à l'élément de soupape, la position du diaphragme étant communiquée par cette tige à l'élément de soupape ;
    (v) un élément de poussée (70) pour pousser l'élément de soupape vers la première position sous l'action d'une force de poussée ; et
    (vi) un système d'injection de fluide hydraulique (18, 20) en communication avec la chambre pour remplir cette chambre de fluide hydraulique pressurisé et pour vider le fluide hydraulique de cette chambre en réponse aux signaux de commande provenant de l'ordinateur de moteur, le fluide hydraulique fournissant la pression appliquée au premier côté du diaphragme pour produire le déplacement de ce diaphragme vers la seconde position.
  13. Système de commande de température selon la revendication 4,
    comprenant en outre
    un tube conducteur de chaleur placé dans un réservoir d'huile de transmission, ce tube comportant une entrée connectée au passage de dérivation et une sortie connectée au côté d'entrée de la pompe à eau.
  14. Système de commande de température selon la revendication 4,
    dans lequel
    la partie non nulle de la courbe se trouve dans une zone définie par une plage de températures de fluide de commande de température se situant d'environ 100° Fahrenheit (37,8°C) à environ 260 degrés Fahrenheit (126,7°C), et une plage de températures ambiantes se situant d'environ 100 degrés Fahrenheit (37,8°C) à environ 0 degré Fahrenheit (-17,8°C).
  15. Système de commande de température selon la revendication 6,
    comprenant en outre :
    (g) une source de fluide sous pression (36, 96) en communication avec le premier injecteur de fluide pour fournir du fluide destiné à remplir la chambre lorsque le premier injecteur de fluide se trouve dans la position d'ouverture et lorsque le second injecteur de fluide se trouve dans la position de fermeture ; et
    (h) une ligne de sortie (38) partant du second injecteur de fluide et connectée à un réservoir de fluide pour ramener le fluide vidé au réservoir de fluide lorsque le second injecteur de fluide se trouve dans la position d'ouverture et lorsque le premier injecteur de fluide se trouve dans la position de fermeture.
  16. Système de commande de température selon la revendication 7,
    dans lequel
    la zone du boítier de soupape de limitation de débit qui se trouve en arrière de la surface arrière de la tige de piston, définit une chambre dont le volume se dilate lorsque l'élément de piston passe de la première position à la seconde position.
  17. Système de commande de température selon la revendication 7,
    dans lequel
    la pluralité de découpes définit une pluralité de doigts dans les zones non retirées de la partie proximale.
  18. Système de commande de température selon la revendication 7,
    dans lequel
    la partie proximale de la tige de piston comprend une extrémité proximale et comprend en outre un bouchon (1026) fixé à l'extrémité proximale de la tige de piston.
  19. Système de commande de température selon la revendication 7,
    dans lequel
    l'élément de piston comprend en outre un piston comportant une surface avant (1062) adjacente à la surface arrière (1060) de la tige de piston, et une surface arrière destinée à recevoir la pression contre celle-ci, la pression reçue par la surface arrière du piston produisant le déplacement solidaire du piston et de la tige de piston vers la seconde position, la force de poussée provenant de l'élément de poussée (1070) produisant la déplacement solidaire du piston et de la tige de piston vers la première position.
  20. Système de commande de température selon la revendication 8,
    dans lequel
    l'ordinateur de moteur détermine si la soupape de commande de débit se trouve dans le premier état dans lequel l'écoulement du fluide de commande de température est bloqué le long du premier passage, et
    l'ordinateur de moteur ne fournit des signaux à l'injecteur à solénoïde que lorsque la soupape de commande de débit se trouve dans le premier état.
  21. Système de commande de température selon la revendication 8,
    dans lequel
    l'ordinateur de moteur détermine si la soupape de commande de débit se trouve dans le second état dans lequel l'écoulement du fluide de commande de température est permis le long du premier passage, et
    l'ordinateur de moteur ne fournit des signaux à l'injecteur à solénoïde que lorsque la soupape de commande de débit se trouve dans le second état.
  22. Système de commande de température selon la revendication 10,
    dans lequel
    le système d'injection de fluide hydraulique comprend :
    (i) un premier injecteur de fluide (18) pour remplir la partie de chambre par du fluide hydraulique, ce premier injecteur de fluide comportant une position d'ouverture pour permettre au fluide hydraulique de s'écouler à travers celui-ci de manière à pénétrer dans la partie de chambre, et une position de fermeture pour empêcher le fluide de s'écouler à travers celui-ci, et
    (ii) un second injecteur de fluide (20) pour vider le fluide hydraulique de la partie de chambre, ce second injecteur de fluide comportant une position d'ouverture pour permettre au fluide hydraulique se trouvant dans la partie de chambre de s'écouler à travers celui-ci, et une position de fermeture pour empêcher le fluide de s'écouler à travers celui-ci.
  23. Système de commande de température selon la revendication 10,
    dans lequel
    la soupape est une soupape à diaphragme (40), la surface est le diaphragme (60, 102) de la soupape, et la partie de chambre est une chambre (58, 178) définie par un côté du diaphragme et une partie du boítier.
  24. Système de commande de température selon la revendication 10,
    dans lequel
    la soupape est un piston (504), la partie intérieure creuse est un alésage (506) et le premier passage de fluide fait partie de l'alésage, le piston pouvant être positionné à l'intérieur de l'alésage de façon que, lorsque le piston se trouve dans la première position, les parois cylindriques extérieures d'une extrémité du piston bloquent le premier passage de fluide et que, lorsque le piston se trouve dans la seconde position, ce piston ne bloque pas le premier passage de fluide.
  25. Système de commande de température selon la revendication 10,
    dans lequel
    la soupape est un piston creux (604), la partie intérieure creuse est un alésage (606) et le premier passage de fluide se fait à travers le piston creux, ce piston pouvant être positionné à l'intérieur de l'alésage de façon que, lorsque le piston se trouve dans la première position, les parois cylindriques extérieures d'une extrémité du piston bloquent le premier passage de fluide et que, lorsque le piston se trouve dans la seconde position, ce piston ne bloque pas le premier passage de fluide.
  26. Système de commande de température selon la revendication 10,
    dans lequel
    la soupape comprend en outre un ressort de poussée (70, 542, 642) en contact avec la soupape et avec une paroi (104, 510, 646) du boítier, pour pousser la soupape dans la première position.
  27. Système de commande de température selon la revendication 10,
    comprenant en outre
    un capteur de pression (28) en communication avec la partie de chambre pour surveiller la pression à l'intérieur de celle-ci, la pression dans la chambre étant indicative de la position de la soupape.
  28. Système de commande de température selon la revendication 15,
    dans lequel
    le fluide est de l'huile de lubrification du moteur,
    la source d'huile de lubrification sous pression du moteur est une conduite de sortie (96) de la pompe à huile du moteur, et le réservoir de fluide est un réservoir d'huile (94).
  29. Système de commande de température selon la revendication 16,
    comprenant en outre
    un système d'injection de fluide hydraulique en communication avec la chambre pour remplir cette chambre de fluide hydraulique pressurisé, et pour vider le fluide hydraulique de la chambre, ce fluide hydraulique fournissant la pression agissant sur la surface arrière de la tige de piston.
  30. Système de commande de température selon la revendication 22,
    dans lequel
    le fluide hydraulique est un fluide autre que le fluide de commande de température, le système comprenant en outre
    une source de fluide sous pression (96) en communication avec le premier injecteur de fluide pour fournir du fluide destiné à remplir la partie de chambre lorsque le premier injecteur de fluide se trouve dans la position d'ouverture et lorsque le second injecteur de fluide se trouve dans la position de fermeture ; et
    une conduite de sortie (38) partant du second injecteur de fluide pour ramener le fluide vidé à un réservoir de fluide lorsque le second injecteur de fluide se trouve dans la position d'ouverture et lorsque le premier injecteur de fluide se trouve dans la position de fermeture.
  31. Système de commande de température selon la revendication 22,
    dans lequel
    le premier injecteur de fluide et le second injecteur de fluide sont des mécanismes de soupape à commande par solénoïde.
  32. Système de commande de température selon la revendication 22,
    dans lequel
    les signaux de commande commandent la position du premier injecteur de fluide et du second injecteur de fluide.
  33. Système de commande de température selon la revendication 23,
    dans lequel
    le diaphragme est connecté par une tige à un élément de soupape, la position du diaphragme étant communiquée par la tige à l'élément de soupape, cet élément de soupape commandant le débit du fluide de commande de température à travers le premier passage.
  34. Système de commande de température selon la revendication 6, 8, 10 ou 12,
    dans lequel
    le fluide hydraulique est de l'huile de lubrification du moteur, le système comprenant en outre
    un réservoir d'huile (94) ;
    un second passage de fluide de commande de température (160) conduisant au réservoir d'huile, l'ordinateur de moteur commandant le débit du fluide de commande de température à travers le second passage de fluide ; et
    un échangeur de chaleur (218) dans le réservoir d'huile, le second passage de fluide étant connecté à l'échangeur de chaleur (218) pour permettre à la chaleur provenant du fluide de commande de température, de s'écouler à travers celui-ci pour passer dans l'huile.
  35. Système de commande de température selon la revendication 30,
    dans lequel
    le fluide hydraulique est de l'huile de lubrification du moteur, et
    la source de l'huile de lubrification pressurisée du moteur est une conduite de sortie (96) de la pompe à huile du moteur et le réservoir de fluide du moteur est un réservoir d'huile.
  36. Procédé de commande de l'état d'une soupape de commande de débit (40) dans un moteur à combustion interne équipé d'un radiateur (206) et d'un ordinateur de moteur (900), et la soupape de commande de débit commandant le débit du fluide de commande de température,
    comprenant,
    les étapes consistant à :
    mesurer une température du fluide de commande de température et envoyer à l'ordinateur de moteur un signal indiquant cette température ;
    mesurer une température d'air ambiante et envoyer à l'ordinateur de moteur un signal indiquant cette température ;
    comparer l'un au moins du signal de température d'air ambiante et du signal de fluide de commande de température, à un ensemble de valeurs prédéterminées qui définissent une courbe de position de soupape, un partie au moins de la courbe de position de soupape ayant une pente non nulle ;
    déterminer une position de soupape voulue sur la base de cette comparaison ; et
    actionner la soupape pour la placer dans la position de soupape voulue.
  37. Procédé selon la revendication 36,
    dans lequel
    l'étape de comparaison comprend la comparaison d'au moins le signal de température d'air ambiante à l'ensemble de valeurs prédéterminées ; et
    l'étape de détermination d'une position de soupape voulue comprend la détermination d'une valeur de seuil du fluide de commande de température, sur la base de cette comparaison, et la comparaison du signal de fluide de commande de température à cette valeur de seuil du fluide de commande de température, pour déterminer la position de soupape voulue.
  38. Procédé selon la revendication 36,
    dans lequel
    l'étape de comparaison comprend la comparaison d'au moins le signal de fluide de commande de température à l'ensemble de valeurs prédéterminées ; et
    l'étape de détermination de la position de soupape voulue comprend la détermination d'une valeur de seuil de température ambiante sur la base de cette comparaison, et la comparaison de ce signal de température ambiante à la valeur de seuil de température ambiante, pour déterminer la position de soupape voulue.
  39. Procédé selon la revendication 36, le moteur à combustion interne comprenant en outre une conduite hydraulique (38) en communication de fluide avec un injecteur à solénoïde (20), cette conduite hydraulique étant destinée à drainer le fluide hydraulique de l'injecteur à solénoïde, cet injecteur à solénoïde comportant une position d'ouverture et une position de fermeture, l'injecteur à solénoïde servant à actionner la soupape de commande de débit entre un premier état pour empêcher l'écoulement du fluide de commande de température, et un second état pour permettre l'écoulement du fluide de commande de température,
    comprenant en outre
    les étapes consistant à :
    déterminer si le moteur a été coupé ; et
    actionner l'injecteur à solénoïde entre la position d'ouverture et la position de fermeture, suivant un programme prédéterminé.
  40. Procédé selon la revendication 36,
    dans lequel
    on a une pluralité de soupape de commande, chaque soupape commandant l'écoulement du fluide de commande de température le long d'un passage, et
    l'étape d'actionnement d'une soupape de commande comprend l'actionnement de la pluralité de soupapes pour les amener dans les positions voulues, de manière à commander le débit à travers les passages associés.
  41. Procédé selon la revendication 39,
    dans lequel
    avant l'étape consistant à déterminer si le moteur a été coupé, le procédé comprend en outre l'étape consistant à déterminer si la soupape de commande de débit se trouve dans le premier état ; et
    l'étape d'actionnement de l'injecteur à solénoïde comprend l'actionnement de cet injecteur à solénoïde entre la position d'ouverture et la position de fermeture, suivant un programme prédéterminé, lorsque la soupape de commande de débit se trouve dans le premier état.
  42. Procédé selon la revendication 39,
    dans lequel
    avant l'étape consistant à déterminer si le moteur a été coupé, le procédé comprend en outre l'étape consistant à déterminer si la soupape de commande de débit se trouve dans le second état ; et
    l'étape d'actionnement de l'injecteur à solénoïde comprend l'actionnement de cet injecteur à solénoïde entre la position d'ouverture et la position de fermeture, suivant un programme prédéterminé, lorsque la soupape de commande de débit se trouve dans le second état.
  43. Procédé selon la revendication 39,
    dans lequel
    le programme prédéterminé, dans l'étape d'actionnement de l'injecteur à solénoïde, fait osciller cet injecteur à solénoïde entre la position d'ouverture et la position de fermeture.
  44. Système de commande de température selon les revendications 1 ou 4,
    dans lequel
    la soupape comprend en outre :
    un boítier de soupape (22) ;
    un diaphragme (40) positionné à l'intérieur du boítier de soupape ;
    une chambre de diaphragme (58) d'un côté du diaphragme ;
    un élément de soupape (68) pouvant se déplacer entre une première position et une seconde position ;
    une tige (66) reliant le diaphragme à l'élément de soupape, la position du diaphragme étant communiquée par la tige à l'élément de soupape ;
    un élément de poussée (70) pour pousser l'élément de soupape vers la première position sous l'action d'une force de poussée ; et
    un système d'injection de fluide hydraulique en communication avec la chambre de diaphragme pour remplir cette chambre de diaphragme par du fluide hydraulique pressurisé, et pour vider le fluide hydraulique de cette chambre de diaphragme, le fluide hydraulique appliquant une pression sur un côté du diaphragme pour produire le mouvement de ce diaphragme vers la seconde position, le système d'injection de fluide hydraulique comprenant :
    (i) un boítier d'injecteur formé sur le boítier de soupape et comportant passage (76) situé à l'intérieur de celui-ci ;
    (ii) un passage de fluide hydraulique (82) disposé et connecté entre le passage et la chambre de diaphragme pour permettre l'écoulement du fluide hydraulique ;
    (iii) un premier injecteur de fluide (18) monté sur le boítier d'injecteur et communiquant avec le passage pour remplir ce passage et la chambre par du fluide hydraulique, le premier injecteur de fluide ayant une position d'ouverture pour permettre au fluide hydraulique de s'écouler à travers celui-ci de manière à pénétrer dans le passage, et une position de fermeture pour empêcher le fluide de s'écouler à travers celui-ci ;
    (iv) un second injecteur de fluide (20) pour vider le fluide hydraulique de la chambre, ce second injecteur de fluide ayant une position d'ouverture pour permettre au fluide hydraulique se trouvant dans la passage et dans la chambre, de s'écouler hors de celui-ci, et une position de fermeture pour empêcher le fluide hydraulique de s'écouler à travers celui-ci, et
    (v) un capteur de pression (28) pour surveiller la pression dans la chambre et pour fournir un signal indiquant cette pression.
  45. Système de commande de température selon la revendication 44,
    dans lequel
    le système d'injection de fluide hydraulique est monté sur la chambre.
  46. Système de commande de température selon la revendication 1,
    dans lequel
    la soupape comprend :
    (a) un élément de soupape (68, 146) pouvant se déplacer entre une première position pour limiter le débit du fluide de commande de température à travers le premier passage (54, 108), et une seconde position pour permettre l'écoulement du fluide de commande de température à travers le premier passage ;
    (b) un actuateur de soupape hydraulique (40) pour commander la position de l'élément de soupape en réponse au fluide hydraulique appliqué à l'actuateur et retiré de cet actuateur, le fluide hydraulique étant un autre fluide que le fluide de commande de température ; et
    (c) un système d'injection de fluide hydraulique pour fournir le fluide hydraulique à l'actuateur et pour retirer le fluide hydraulique de cet actuateur.
  47. Système de commande de température selon la revendication 46, comportant en outre un réservoir d'huile (94) et un échangeur de chaleur (218) placé dans le réservoir d'huile,
    dans lequel
    le premier passage canalise l'écoulement du fluide de commande de température à partir d'au moins une partie d'un bloc moteur, et un second passage (160) canalise le fluide de commande de température vers l'échangeur de chaleur (218) placé dans le réservoir d'huile (94), une première extrémité (158) du second passage étant adjacente à l'élément de soupape, cet élément de soupape ne bouchant pas la première extrémité dans sa première position, et cet élément de soupape bloquant la première extrémité dans sa seconde position.
EP95934428A 1994-09-14 1995-09-12 Systeme pour reguler l'ecoulement d'un fluide de controle de temperature Expired - Lifetime EP0787249B1 (fr)

Applications Claiming Priority (11)

Application Number Priority Date Filing Date Title
US08/306,240 US5458096A (en) 1994-09-14 1994-09-14 Hydraulically operated electronic engine temperature control valve
US306240 1994-09-14
US08/306,281 US5463986A (en) 1994-09-14 1994-09-14 Hydraulically operated restrictor/shutoff flow control valve
US306272 1994-09-14
US08/306,272 US5467745A (en) 1994-09-14 1994-09-14 System for determining the appropriate state of a flow control valve and controlling its state
US306281 1994-09-14
US39071195A 1995-02-17 1995-02-17
US390711 1995-02-17
US447471 1995-05-23
US08/447,471 US5522350A (en) 1995-05-23 1995-05-23 System for dithering solenoids of hydraulically operated valves after engine ignition shut-off
PCT/US1995/011742 WO1996008640A1 (fr) 1994-09-14 1995-09-12 Systeme pour reguler l'ecoulement d'un fluide de controle de temperature

Publications (2)

Publication Number Publication Date
EP0787249A1 EP0787249A1 (fr) 1997-08-06
EP0787249B1 true EP0787249B1 (fr) 1998-07-29

Family

ID=27540923

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95934428A Expired - Lifetime EP0787249B1 (fr) 1994-09-14 1995-09-12 Systeme pour reguler l'ecoulement d'un fluide de controle de temperature

Country Status (8)

Country Link
EP (1) EP0787249B1 (fr)
AT (1) ATE169087T1 (fr)
AU (1) AU3676795A (fr)
CA (1) CA2199643C (fr)
DE (1) DE69503795T2 (fr)
DK (1) DK0787249T3 (fr)
ES (1) ES2122682T3 (fr)
WO (1) WO1996008640A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105804799A (zh) * 2016-03-29 2016-07-27 时建华 一种移动式空气过滤系统
CN105804798A (zh) * 2016-03-29 2016-07-27 时建华 一种自动饲料供给装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10117090B4 (de) * 2001-04-06 2013-08-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Wassergekühlte, mehrzylindrige Brennkraftmaschine
SE530441C2 (sv) 2006-10-18 2008-06-10 Volvo Lastvagnar Ab Motorkylsystem
DE102012110804A1 (de) * 2012-11-12 2014-05-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kühlsystem für eine Brennkraftmaschine

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3435833A1 (de) * 1984-09-28 1986-04-10 Bayerische Motoren Werke AG, 8000 München Steuervorrichtung fuer den fluessigkeits-kuehlkreis von brennkraftmaschinen
DE3516502C2 (de) * 1985-05-08 1994-05-11 Wahler Gmbh & Co Gustav Temperaturregeleinrichtung für das Kühlmittel von Brennkraftmaschinen
DE4033261C2 (de) * 1990-10-19 1995-06-08 Freudenberg Carl Fa Temperaturgesteuerter Kühlkreis einer Verbrennungskraftmaschine
JP2971592B2 (ja) * 1991-03-06 1999-11-08 アイシン精機株式会社 弁開閉時期制御装置
US5415147A (en) * 1993-12-23 1995-05-16 General Electric Company Split temperature regulating system and method for turbo charged internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105804799A (zh) * 2016-03-29 2016-07-27 时建华 一种移动式空气过滤系统
CN105804798A (zh) * 2016-03-29 2016-07-27 时建华 一种自动饲料供给装置
CN105804799B (zh) * 2016-03-29 2018-11-27 江苏坚威防护工程科技有限公司 一种移动式空气过滤系统
CN105804798B (zh) * 2016-03-29 2018-11-27 泰州市邦富环保科技有限公司 一种自动饲料供给装置

Also Published As

Publication number Publication date
AU3676795A (en) 1996-03-29
WO1996008640A1 (fr) 1996-03-21
CA2199643C (fr) 2006-11-14
DE69503795D1 (de) 1998-09-03
DK0787249T3 (da) 1999-05-03
ATE169087T1 (de) 1998-08-15
CA2199643A1 (fr) 1996-03-21
ES2122682T3 (es) 1998-12-16
DE69503795T2 (de) 1999-02-04
EP0787249A1 (fr) 1997-08-06

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