EP2989330B1 - Kühlmittelkreislaufpumpe mit wärmesteuerung von kühlmittelnebenkreisläufen - Google Patents

Kühlmittelkreislaufpumpe mit wärmesteuerung von kühlmittelnebenkreisläufen Download PDF

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Publication number
EP2989330B1
EP2989330B1 EP14787415.0A EP14787415A EP2989330B1 EP 2989330 B1 EP2989330 B1 EP 2989330B1 EP 14787415 A EP14787415 A EP 14787415A EP 2989330 B1 EP2989330 B1 EP 2989330B1
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Prior art keywords
impeller
flow
coolant
chamber
sub
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EP14787415.0A
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English (en)
French (fr)
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EP2989330A1 (de
EP2989330A4 (de
Inventor
John Robert Lewis Fulton
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Asquith Anthony
Flowork Systems II LLC
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Asquith Anthony
Flowork Systems II LLC
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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
    • F01P7/161—Controlling of coolant flow the coolant being liquid by thermostatic control by bypassing pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0005—Control, e.g. regulation, of pumps, pumping installations or systems by using valves
    • F04D15/0022—Control, e.g. regulation, of pumps, pumping installations or systems by using valves throttling valves or valves varying the pump inlet opening or the outlet opening
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0005—Control, e.g. regulation, of pumps, pumping installations or systems by using valves
    • F04D15/0011—Control, e.g. regulation, of pumps, pumping installations or systems by using valves by-pass valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0027—Varying behaviour or the very pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0027—Varying behaviour or the very pump
    • F04D15/0038—Varying behaviour or the very pump by varying the effective cross-sectional area of flow through the rotor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/18—Rotors
    • F04D29/22—Rotors specially for centrifugal pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/426—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for liquid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers
    • F04D29/46—Fluid-guiding means, e.g. diffusers adjustable
    • F04D29/466—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers
    • F04D29/46—Fluid-guiding means, e.g. diffusers adjustable
    • F04D29/466—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid pumps
    • F04D29/468—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid pumps adjusting flow cross-section, otherwise than by using adjustable stator blades
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/52—Casings; Connections of working fluid for axial pumps
    • F04D29/54—Fluid-guiding means, e.g. diffusers
    • F04D29/56—Fluid-guiding means, e.g. diffusers adjustable
    • F04D29/566—Fluid-guiding means, e.g. diffusers adjustable specially adapted for liquid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/58—Cooling; Heating; Diminishing heat transfer
    • F04D29/586—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps
    • F04D29/5866—Cooling at last part of the working fluid in a heat exchanger
    • F04D29/5873—Cooling at last part of the working fluid in a heat exchanger flow schemes and regulation thereto
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/50—Inlet or outlet
    • F05D2250/51—Inlet

Definitions

  • This technology relates to pumping apparatus (20) for circulating liquid coolant around a coolant circulation system, for example the coolant system in an automotive engine.
  • the apparatus (20) includes a fixed housing, a rotary impeller (49) having blades, and a rotary-driver for rotating the impeller (49).
  • the circulation system includes a radiator or other main heat exchanger, and includes a plurality of subsidiary circulations or sub-circuits, which pump coolant around subsidiary heat exchangers.
  • the technology is described mainly as it relates to a pump for a cooling system in an automotive engine.
  • the present technology is a development from the disclosures of patent publications US-6,309,193 ; US-6,499,963 ; US-6,887,046 ; US-7,603,969 .
  • the coolant flowrate is modulated according to the temperature of the coolant. That is to say: as the temperature of the coolant rises, the flowrate at which the pump (20) circulates the coolant through the radiator also rises.
  • a coolant circulation pump with the features of the preamble is known from US 2008/216775 A1 .
  • the pumping apparatus (20) depicted in Figs.1-16 of the drawings is suitable to be incorporated into the coolant circulation system of an automotive engine.
  • the apparatus (20) is basically in three tiers (23,25,27).
  • the top tier (23) houses a pair of sleeves (29,30) which control the flow of coolant to several sub-circuits of the system.
  • the middle tier (25) houses a set-of swirl-vanes (61) which control the main flow of coolant circulating between the engine and the radiator.
  • the bottom tier (27) houses the impeller of the pump (20), and includes a volute chamber (90) for receiving the pumped coolant from the impeller (49) and an outlet port for conveying same out to and around the system.
  • Fig.3 is a section of the top tier (23), and depicts an outer fixed stator-sleeve 29 and an inner rotor-sleeve (30).
  • the rotor-sleeve (30) is mounted for rotation in the housing (32), and is driven to rotate by a blocker-driver (described in detail below) of a thermal-unit.
  • the thermal-unit includes a wax-element thermal-actuator (38).
  • the thermal-actuator (38) includes a temperature-sensor (57), which is arranged to measure the temperature of coolant passing through the from-engine-conduit (40).
  • the housing (32), in conjunction with the sleeves (29,30), is arranged to create and define four sub-entry-chambers (41), being designated (41B); (41H); (41E); (41T) ( Fig.3 ).
  • the sleeves (29,30) are formed with respective windows /apertures /slots (43), and bars (45) that lie between and define the same.
  • the rotor-sleeve (30) can be rotated relative to the stator-sleeve (29), in an open/close mode of movement, to a sleeves-open position, in which apertures 43RE in the rotor-sleeve (30) coincide or overlie windows (43SE) in the stator-sleeve (29), whereby flow of coolant is enabled, through the flow-throats thus created.
  • the sleeve (30) can be rotated also to a sleeves-closed position, in which apertures (43RE) in the inner rotor-sleeve (30) coincide with bars (45SE) in the outer stator-sleeve (29), whereby flow of coolant through the sleeves (29,30) is blocked.
  • sub-entry chamber (41E) when the sleeves (29,30) are in their open-position, in respect of the sub-entry chambers (41), coolant flows through the sleeves (29,30) from that sub-entry chambers (41) and enters the subs-impeller-chamber (47).
  • the subs-impeller-chamber (47) is funnel-shaped, and coaxial with the axis of the impeller (49), and funnels the coolant into the centre (eye) of the impeller (49) of the pump (20).
  • Fig.4 is a circuit diagram of the overall cooling system of a typical vehicle. Cooled coolant from the pump (20) enters the engine E via a pump-outlet conduit, being the impeller-engine conduit (50). During normal warmed-up running, the from-engine conduit (40) and the to-radiator conduit (52) convey hot coolant from the engine E to the radiator R. The from-engine conduit (40) routes the hot coolant through a temperature-sensing chamber (54) of the pump apparatus (20), where the hot coolant bathes the wax-element temperature-sensor (57) inside the body (56) of the thermal-actuator (38).
  • a bypass-branch conduit (58) divides out from the from-engine conduit (40) to the bypass-sub-entry chamber (41-B). If the sleeves (29,30) are in the open-position with respect to the chamber (41-B), bypass flow takes place, whereby coolant recirculates through the engine E without passing through the radiator R. If the sleeves (29,30) are in the closed-position in respect of the chamber (41-B), bypass flow does not take place, i.e all the flow goes through the radiator. Having passed through the radiator, the now-cooled coolant enters the pump (20) via a radiator-pump conduit (60).
  • the circuit that includes the impeller (49), the impeller-engine conduit (50), the engine E, the from-engine conduit (40), the temperature-sensing chamber (54), the to-radiator conduit (520, the radiator R, and the radiator-pump conduit (60), is referred to as the main radiator-circuit.
  • Coolant circulating around the radiator-circuit passes through the middle tier (25) of the pump (20), where the flowrate is modulated in accordance with its as-measured temperature, by the set of swirl-vanes (61). Coolant circulating around the main radiator-circuit does not pass through the top-tier (23) and does not pass through the sleeves (29,30).
  • the designers arrange for flow through the radiator to be blocked, and for the coolant to bypass the radiator and to be routed back into the engine without being cooled, via the bypass-subs-impeller-chamber (41-B) the sleeves (29,30) being now open with respect to that chamber.
  • the designers will usually arrange for the bypass and the radiator to be both open at the same time, during the warm-up process, e.g when the warm-up process is nearing completion.
  • the circuit that includes the impeller (49), the impeller-engine conduit (50), the engine, the from-engine conduit (40), the temperature-sensing chamber (54), the bypass-branch conduit (58), the bypass-sub-entry chamber (41-B), the sleeves (29,30), and the subs-impeller-chamber (47), is referred to as the bypass-sub-circuit, and is one of the four sub-circuits of the overall system.
  • the sub-circuits pass through the top tier (23) of the pump (20), and the flow of coolant in these circuits is controlled by whether the sleeves (29,30) are in their open or closed position of the sleeves (29,30) with respect to the particular sub-circuit, which in turn is controlled by the temperature of the coolant. Coolant circulating around the sub-circuits does not pass through the middle tier (25) of the pump, but passes through the top tier (23), and through the sleeves (29,30).
  • Fig.3 is a sectioned plan view of the middle tier (25) of the pump (20).
  • the swirl-vanes (61) are pitched around a circle that is concentric with the axis of the impeller (49).
  • vanes (61) there are fifteen vanes (61) in the example (three of which are omitted (for clarity) from Fig.3 ). Coolant enters the impeller (49) by passing radially inwards through the spaces (63) between the vanes (61).
  • the impeller (49) though visible in the view of Fig.3 , in fact lies in the bottom tier (27) of the pump (20).
  • the vanes (61) are provided with respective pivot-pins 65, which engage respective pivot-holes (67) in the housing (32). Thus, the vanes (61) cannot move bodily with respect to the housing (32), but they can rotate with respect to the housing.
  • the vanes (61) also carry respective drive-pins (69).
  • a vanes-actuation ring (70) is mounted for rotation in the housing (32), and the ring (70) is provided with respective drive-slots (72).
  • the vanes drive-pins (69) engage the drive-slots (72) in the ring (70).
  • the pump apparatus (20) is so arranged that the vanes-actuation-ring (70) is driven to rotate in response to changes in coolant temperature. If the temperature of the coolant remains constant, the orientation of the vanes (61) does not change. Thus, the orientation of the vanes (61) is determined by the temperature of the coolant.
  • the vanes At one end of the range of orientation of the vanes (61), when the coolant is cold, the vanes are closed and sealed together, such that coolant is blocked from passing through from the modulator-entry-chamber (74) to the main-impeller-chamber (76). As the coolant warms up a little, from cold to cool, the vanes (61) crack open, permitting coolant to flow through the spaces (63). At first, the spaces (63) between the vanes (61) is small, and flow is relatively low by the fact of the smallness.
  • the geometry of the vanes (61) is such that further orientation of the vanes basically does not significantly change the sizes of the spaces (63) between the vanes. That is to say: even though the vanes (61) continue to change their orientation as the coolant goes from warm to hot, and beyond, the geometry of the shape of the vanes is such that the cross-sectional area -- i.e the flow-transmitting throat-area -- of the spaces (63) remains, now, more or less constant. (In fact, the throat area of the spaces (63) increases from the vanes-closed position through the 'with' (flow-reduce) swirl range until the neutral vane position, then decreasing slightly through the 'against' (flow-boost) range of orientation.)
  • the vanes (61) impart a rotational swirl onto the flow of coolant emerging from the vanes, entering the main-impeller-chamber (76), and entering the blades of the impeller (49). If the angular velocity of the imposed swirl is of the same sense as that of the impeller (49), the flowrate is reduced. If the angular velocity of the imposed swirl is of the opposite sense to that of the impeller (49), the flowrate is increased or boosted.
  • the velocity vector of the flow leaving the vanes imparts a rotational swirl onto the coolant, as the coolant enters the blades of the impeller (49), that is in the same sense as the rotational sense of the impeller, i.e the induced swirl is 'with' the impeller (49).
  • the flowrate of the coolant passing through the impeller is reduced when the coolant is warm, and is boosted when the coolant is very hot.
  • the terms 'flow-reduce' and 'flow-boost' are to be compared only with each other: the flowrate passing through the vanes increases steadily and progressively as the coolant progresses from cool to tepid to warm to hot to very-hot.
  • the coolant temperature can be expected normally to fluctuate between warm and very-hot, and the terms 'flow-reduce' and 'flow-boost' can be related to a neutral condition, the terms then being more meaningful. Discussion of these terms also appears elsewhere in this specification.)
  • a thermal-unit of the apparatus (20) includes the thermal-actuator (38).
  • the thermal-actuator (38) includes the body (56), containing expandable wax. As the temperature of the coolant flowing over the body (56) increases, the wax expands, and drives a movable stem (78) further out of the body (56). Thus, the thermal-actuator (38) senses the temperature of the coolant, and the extension of the movable stem (78) can be regarded as a measure of the changing temperature.
  • the movable stem (78) engages a movable slider 80, which is guided in the housing for sliding movement.
  • the slider (80) is equipped with two drive-pegs, one of which is a sleeves-drive-peg (81s) and protrudes upwards, and the other is a vanes-drive-peg (81V) and protrudes downwards.
  • the upward sleeves-drive-peg (81s) engages a sleeves-drive-slot (83S) in a lug (85) of the inner rotor-sleeve (30).
  • the downward vanes-drive-peg (81V) engages a vanes-drive-slot (83V) in the vanes-actuation-ring (70).
  • the stem (78) moves out of the body (56) of the thermal-actuator (38), carrying the slider (80) with it.
  • the sleeves-drive-peg (81s) engages the sleeves-drive-slot (83s) in the lug (85) of the inner rotor-sleeve (30), thereby causing the rotor-sleeve to rotate.
  • the vanes-drive-peg (81V) engages the vanes-drive-slot (83V) in the vanes-actuation-ring (70), thereby causing the orientations of the vanes (61) to change, all in unison.
  • the apparatus (20) includes a blocker-driver, which receives the thermal movement of the stem (78) of the thermal-actuator (38) and converts that movement into rotational movement of the rotor-sleeve (30).
  • the blocker-driver includes the slider (80), the sleeves-drive-peg (81s), the lug (85), and sleeves-drive-slot (83s) of rotor-sleeve (30).
  • the apparatus includes also a vanes-driver, which receives the thermal movement of the stem (78) of the thermal-actuator (38) and converts that movement into orientational movement of the vanes (61).
  • the vanes-driver includes the slider (80), the vanes-drive-peg (81V), the vanes-drive-slot (83V) in the vanes-actuation-ring (70), and the respective vanes-drive-pegs (81V) of the several vanes (61).
  • Fig.8 is a diagram for illustrating operational interactions, and does not represent the physical shapes of the components.
  • Fig. 9 illustrates how the lost-motion relationships are procured, in the example.
  • Fig.8-0 the coolant is cold, the stem (78) having not extended at all from the body (56) of the thermal-actuator (38).
  • the sleeves-drive-peg (81s) rests against the bottom of the sleeves-drive-slot (83s).
  • the vanes-drive-peg (81V) rests against the bottom of the vanes-drive-slot. (Here, the terms top, bottom, etc, accord with the orientation of Fig.8 , not to the operational positions of the components.)
  • the coolant is cool, and the stem (78) has advanced two mm.
  • the vanes-drive-peg (81V) has reached the top end of the vanes-drive-slot (83V), and so any further movement of the stem (78) now will drive the vanes actuation-ring (70) to rotate. Further movement of the stem (78) will also cause the rotor-sleeve (30) to undergo further rotation.
  • Fig.8-8 the coolant is very-hot.
  • the rotor-sleeve (30) remains in the same position as in Fig.8-5 .
  • the vanes-actuation-ring (70) has now rotated to its full extent, driving the vanes, now, to their maximum flow-boost orientation, whereby the flowrate of the coolant is at a maximum.
  • sub-entry chambers there are (notionally) five sub-entry chambers (41), namely: the bypass sub-entry-chamber (41B); a heater sub-entry chamber (41H); a turbocharger sub-entry chamber; a transmission-oil-cooler TOC-sub-entry chamber (41T); and an engine-oil-cooler EOC-sub-entry chamber (41E).
  • these particular sub-circuits are simply examples, for illustration. The present technology is applicable to temperature-based open/close control of sub-circuits generally, of many kinds.
  • the sub-entry chambers (41) are arranged around the circle of the sleeves (29,30).
  • the coolant flows inwards from the several sub-entry-chambers (41), through the apertures (43) in the sleeves (29,30) (if these are open), and into the subs-impeller-chamber (47).
  • the flows of coolant from the separate sub-circuits are routed through the separate sub-entry chambers (41).
  • the coolant from the sub-circuit-E enters the sub-entry chamber (41E), and passes through the (three) apertures (43RE) that are available to that sub-circuit, and into the subs-impeller-chamber (47).
  • each of the three windows (43sE) in the stator-sleeve (29) corresponds to a specific one of the apertures (43RE) in the rotor-sleeve (30), and to a particular one of the bars (45RE) in the rotor-sleeve.
  • the window (43SE) in the outer stator-sleeve (30) can overlie either (a) the bar (45RE) in the inner rotor-sleeve (30), or (b) the aperture (43RE), depending on the temperature of the coolant.
  • the sub-circuit-E is open, and flow can pass through to the subs-impeller-chamber (47). But if the window (43sE) overlies the bar (45RE) (which is the condition actually illustrated in Fig.3 ) the sub-circuit-E is closed, and flow cannot now pass from the sub-entry chamber (41E) through to the subs-impeller-chamber (47).
  • the rotor-sleeve (30) when the rotor-sleeve (30) rotates, the rotor-sleeve (30) is movable between the open-condition in which the window (43sE) in the stator-sleeve (29) overlies the aperture (43RE) in the rotor-sleeve (30), and the closed-position in which the window (43sE) in the stator-sleeve (29) overlies the bar (45RE) in the rotor-sleeve 30.
  • the sleeves (29,30) can, at one and the same time, be in (a) an open-position with respect to one sub-entry chamber (41), and (b) a closed-position with respect to another of the sub-entry chambers.
  • the designers see to it that the aggregate throat area of the sleeves and windows (43) available to that sub-circuit is adequate to enable the desired flowrate.
  • the aggregate throat area of the three windows (43sE) and the three apertures (43RE) that lie in the sub-entry-chamber (41E) should be large enough to enable the flowrate the designers desire to be circulating in the sub-circuit-E.
  • the different sub-circuits have (or might have) different flowrate requirements, and the differences can be reflected in the number and size of the apertures.
  • the designers should see to it that the aggregate flow-through throat area of the sleeves apertures available to the first sub-circuit is adequate for that first flowrate, and that double that area is available for the other sub-circuit.
  • the designers For each sub-entry chamber (41), the designers have to set the sizes of the apertures such that, when the apertures are open, the aggregate flow-transmitting area is large enough to accommodate the maximum flow required for the particular sub-circuit associated with that chamber.
  • the shape or configuration of the top tier (23), in which the sleeves (29,30) components are housed, though of a compact axial height, lends itself to the basically-cylindrical sleeves (29,30) being of large diameter.
  • the configuration of the top tier is such as to present designers with an ample length of circumference in which to accommodate not only the required throat areas of apertures needed to convey the desired flowrates, but to accommodate also the bars for closing those apertures, and to accommodate also the movement of the rotor to open and close all the various sub-circuits at the desired temperatures.
  • top tier (23) provides room, in the depicted example, for the rotary sleeves to be of ample diameter, it should also be noted that the sleeves can alternatively be arranged advantageously for linear movement, rather than rotational movement, as will be described below.
  • the designers have stipulated that the sub-circuit-T (41T) and sub-circuit-E (41E) should start off closed (when the coolant is cold) and should then start to open (not immediately, but soon) after the coolant temperature has moved towards cool, and should be completely open by the time the coolant is warm.
  • the designers desire the sub-circuit-T (41T) and the heater sub-circuit-H (41H) to stay open all the time.
  • the bypass sub-circuit-B (41B) is desired to open when the coolant is cold, and to stay open through cool and tepid, and then to close again as the coolant moves through tepid towards warm.
  • Fig. 10 The full lines that appear in Fig. 10 should be understood to represent the coolant-passing throat-areas that vary in size as the apertures (43R) in the rotor-sleeve (30) move with respect to the windows (43s_ in the stator-sleeve (30). This change in the throat-area through the sleeves (29,30) is created by the changing extension of the stem (78) of the thermal-actuator (38), in dependence upon the temperature of the coolant.
  • These full lines in Fig.10 are straight lines, i.e the relationship between thermal-actuator extension and change in throat-area is linear.
  • the aperture /windows when fully open are sized to have equivalent cross-section to the incoming coolant sub-circuit conduits this offering negligible incremental resistance to the sub-circuit, thus diminishing dissipative power consumption during warmed-up operation.
  • the multiplicity of apertures are used to accommodate a short actuator stroke as is characteristic of the wax-element units as show herein, but fewer but wider apertures may be employed in conjunction with actuators having greater linear or rotary movement capability.
  • the apertures contribute resistance or energy dissipation due to shear of the fluid when passing through it, and is known to be represented by a second order relationship between the fluid flow velocity and the pressure drop created by such resistance.
  • the fluid power consumption is relatively low during the warm-up phase and appropriately more when cooling demand is high, but the power consumption is not detrimentally affected by the apertures, as they are designed to be sufficiently sized so as not to introduce unnecessary resistance to coolant flow.
  • the exemplary apparatus (20) affords both optimal warm-up which renders fuel savings and lower emissions, and the variable flow affords less parasitic power draw which renders fuel savings. Together the aggregate reduction in fuel consumption (fuel savings) plus reduced emissions (of CO2, CO, NOX, and unburned hydrocarbons) is greater than heretofore achieved by the variable flow and flow control valves employed separately.
  • the moveable guide vanes have for many years been known to be the most efficient method to vary output of various turbo-machinery and centrifugal pumps, certainly more efficient than restrictive valves that by their very definition dissipate the energy in the fluid by causing disturbance in the flow. Also, quick warm-up of the lubrication fluids in engines and drive trains results in less energy consumed to overcome friction.
  • the rotor-sleeve (30) basically does not move after the coolant is warmed up.
  • the present technology gives designers the flexibility to also provide temperature control of flowrate in a sub-circuit, using the sleeves (29,30), during normal warmed-up operation, if that should be desired.
  • Fig.11 is a graph showing the relationship between temperature (°C) and stem extension (mm) for a typical thermal-actuator (38).
  • the relationship between an incremental increase in temperature and the corresponding incremental extension of the stem 78 is typically not linear for a wax-motor powered actuator but can be designed to be linear if other actuation devices are employed.
  • Fig.11 Indicated in Fig.11 is the relationship between temperature and thermal-actuator extension when the temperature is rising. It should be noted that, when the temperature is falling, the indicated extensions occur at temperatures that may be five or ten degrees lower than those indicated.
  • Fig.12 is a graph showing the changes in radiator flowrate corresponding to changes in coolant temperature, as determined by the orientations of the swirl-vanes (61) as determined by the extension of the thermal-actuator stem as determined by coolant temperature.
  • the vanes remain sealed closed, blocking flow to the radiator, while the coolant goes from cold to cool.
  • the vanes start to open, allowing a trickle of flow through the radiator, as the coolant goes from cool to tepid.
  • the coolant being cool to tepid the coolant flow through the radiator is throttled by the smallness of the spaces (63) between the vanes.
  • the designers have provided that, the coolant being cool to tepid, some of the coolant goes straight back to the engine without being cooled, in that the bypass is open at this time.
  • the vanes When the coolant is warming, the vanes are so oriented that the flow enters the impeller (49) in the same rotational sense as the spin of the impeller; when the coolant is very-hot, the flow enters the impeller (49) in the opposite rotational sense to the impeller.
  • Fig. 10 is a diagram showing the designers' choices as to how the temperature-controlled operations of the various sub-circuits are to be integrated together, and into the main circuit, in the particular example. It will be understood that other designers might choose other ways of integrating the circuits. Also, the number of sub-circuits can be changed, and the sub-circuits might relate to temperature-controlled operations that are not described herein. The point is that the present technology gives designers flexibility of choice as to how to integrate the temperature-controlled sub-circuits that are present in a particular coolant-circulation system or even to add such sub-circuits, knowing they can easily be controlled.
  • the pump apparatus (20) as described provides the flexibility to accommodate many modes of circuit integration in a compact and inexpensive package. When it comes to the compactness of the apparatus (20), the following points may be noted.
  • the shape and size of the bottom tier (27) of the apparatus (20) is dictated by the presence of the impeller (49) and its rotary driver, and by the need to accommodate the volute (90), in which the pumped coolant is collected.
  • the bottom tier (27) is basically puck-shaped (i.e the axial height of the tier (27) is significantly smaller than its diameter -- like an ice-hockey puck).
  • the designers provide in respect of the bottom tier (27) still the shape has to accommodate, in some manner, an impeller (49) and a volute, and the basic puck-shape would generally be a good choice.
  • the shape and size of the middle tier (25) of the apparatus (20) is dictated by the presence of the set of vanes (61), arranged in a circle that is concentric with the axis of the impeller (49), and by the need to accommodate the (preferably heart-shaped) modulator-entry-chamber (74).
  • the middle tier (25) also is basically puck-shaped -- and of similar basic shape and size to the bottom tier (27).
  • the bottom tier (27) and the middle tier (25) are compatible with each other, in terms of their ability both to be accommodated in the same overall compact housing unit.
  • the shape and size of the top tier (23) of the apparatus (20) is dictated by the presence of the pair of sleeves (29,30), arranged in a circle that is concentric with the axis of the impeller (49), and by the need to accommodate the several sub-entry chambers (41). It is recognized that, in the example, the top tier (23) also lends itself to being puck-shaped -- and of similar basic shape and size to the bottom tier (27) and the middle tier (25). Thus, it is noted that the bottom tier (27) and the middle tier (25), and now also the top tier, are compatible with each other, in terms of their capability to be, all three, accommodated in the same overall compact housing unit.
  • top tier (23) is configured to accommodate a pair of sleeves in which the relative movement is linear (rather than rotational) movement, still the shape and size of the top tier is (or can be) compatible with the other tiers (25,27). Examples of linearly-movable sleeves are discussed below.
  • the contrast may be made with a pump design in which, for example, an axially-short wide tier might be combined with e.g an axially-long cylindrically-slim tier. Even if such a shape were to have a smaller overall volume, still such a shape would pose large problems as to where and how it can be accommodated on the engine and under the hood of the vehicle.
  • tiers (23,25,27) The internal nature of all three tiers (23,25,27) is basically that of a rotating structure having an axial length that is considerably shorter than its diameter, and that structure is surrounded, in each tier, by a chamber. In each tier (23,25,27), that chamber also can be of short axial length.
  • each tier (23,25,27) complementing the others.
  • each tier can be designed such that the (sometimes intricate) components can be assembled into the housing of the tier, and the tier can basically be finished, and tested and inspected, at least in some respects, as a separate module, prior to being bolted to the other tiers.
  • Figs. 13,14 are diagrams of the changing positions of the rotor-sleeve 30 as the stem (78) of the thermal-actuator extends, millimetre by millimetre, as the coolant temperature increases.
  • Figs. 14 , 15 (which appear with Figs. 13 , 15 are diagram of the changing positions of the swirl-vanes (61) as the stem (78) of the thermal-actuator extends, millimetre by millimetre, as the coolant temperature increases.
  • the coolant is cold, whereby the stem of the thermal-actuator has not (yet) started to extend, and the rotor-sleeve (30) is at the clockwise extremity of its rotational travel.
  • the bars (45) in the sleeves (29,30) are blocking the passage of coolant, from the several sub-entry chambers (41) of some of the sub-circuits, through to the sleeve-impeller chamber (47) including the bypass (41B).
  • the vanes (61) are closed sealingly together, whereby flow is blocked from the modulator-entry chamber (74) through to the sleeve-impeller (49) chamber (47).
  • the sleeves are closed sealingly together, whereby flow is blocked from the modulator-entry chamber (74) through to the sleeve-impeller (49) chamber (47).
  • the sleeves are closed sealingly together, whereby flow is blocked from the modulator-entry chamber (74) through to the sleeve-impeller (49) chamber (47).
  • the sleeves
  • FIG. 29,30 are designed to allow the turbocharger and heater sub-circuits to remain open.
  • the vanes are sealingly closed, as shown in Fig.14-0,1,2 , blocking flow to the main-impeller-chamber (76) and to the radiator.
  • Fig.13-1 the coolant temperature has risen above 'cold', and the stem (78) has extended one millimetre, causing the rotor-sleeve (30) to start its rotational mode of movement.
  • the apertures (43R) in the rotor-sleeve and the windows (43s) in the stator-sleeve are so arranged that the first thing to happen is that the apertures and sleeves in the bypass-sub-entry-chamber (41B) start to open, allowing coolant to enter the subs-impeller-chamber, and thence to the impeller and to circulate around the engine.
  • the turbocharger and heater sub-circuits remain fully open.
  • the sub-circuits-E and -T remain blocked.
  • the vanes remain sealingly closed, as shown in Fig.14-0,1,2 , blocking flow to the main-impeller-chamber (76) and to the radiator.
  • the coolant is not subjected to cooling at this time.
  • Fig.13-2 the coolant temperature has gone from cold to cool, and the stem 78 has extended one millimetre.
  • the rotor-sleeve (30) has moved such that the bypass sub-entry chamber (41B) is now fully open.
  • the turbocharger and heater sub-circuits remain open.
  • the sub-circuits-E, -T are just starting to open.
  • the vanes remain sealingly closed, as shown in the position 14-0,1,2, blocking flow to the main-impeller-chamber (76) and to the radiator.
  • the coolant is not subjected to cooling at this time.
  • Figs. 15-7,16-7 the coolant temperature is 'hot', and the stem (78) has extended seven millimetres.
  • the sub-circuits remain in their respective six mm conditions.
  • the vanes are oriented such that the rotary swirl imparted to the coolant flow by the vanes, is now neutral, i.e neither 'with' nor 'against" the rotation of the impeller, whereby the flow through the impeller is no longer 'flow-reduced'.
  • Figs. 15-8,16-8 the coolant temperature is 'very-hot', and the stem 78 has extended eight millimetres.
  • the sub-circuits remain in their respective six mm conditions.
  • the flow of coolant through the radiator-circuit has increased, because the movement of the stem has oriented the vanes such that the rotary swirl imparted to the coolant flow by the vanes, is now in the flow-boost condition, i.e the induced rotary swirl is now 'against' the rotation of the impeller (49).
  • the new technology permits/ enables designers to open/close the sub-circuits in accordance with the temperature of the coolant, and in accordance with the desired cooling parameters of the particular installation.
  • the as-described interactions between the as-described sub-circuits, and their coordination with the modulation of the main coolant flow by orientation of the vanes, as described herein, are not intended to limit the technology, but rather to illustrate what is possible, given the level of control that the technology enables.
  • the subs-impeller-chamber conveys the subs-impeller-flow of coolant into the impeller (49).
  • the main-impeller-chamber conveys a main-impeller-flow of coolant into the impeller.
  • a separator (94) separates the two chambers, and separates the subs-impeller-flow from the main-impeller-flow, until the two flows are both on the point of entering the impeller (49).
  • the main-impeller flow (being the flow that circulates through the radiator) is: (a) conveyed to the impeller via the main-impeller (49) chamber, and (b) the subject of temperature-based swirl-control of flowrate, as described.
  • the subs-impeller-flow (being the aggregation of sub-flow-T in sub-circuit-T, sub-flow-H in sub-circuit-H, etc) is: (a) conveyed to the impeller via the subs-impeller-chamber, and (c) the subject of temperature-based on/off control of the sub-circuits, opening/closing at different temperatures from each other.
  • the sub-flow-A circulating in sub-circuit-A enters sub-entry-chamber-A (41E).
  • the sub-entry-chamber-A (41E) is separated from the subs-impeller (49) chamber by the sub-flow-blocker-A.
  • the sub-flow-A can pass through from the sub-entry-chambers-A to the subs-impeller (49) chamber if the sub-flow-blocker-A is open. If the sub-flow-blocker-A is closed, the sub-flow-A is blocked.
  • the impeller-subs-flow is the aggregate of sub-flows from the different sub-circuits, which are passing through the subs-impeller-chamber, and then entering the impeller. Any sub-flow that is not blocked, at the particular temperature, is part of the subs-impeller-flow in the subs-impeller (49) chamber.
  • the subs-impeller chamber is so configured as to ensure that the subs-impeller-flow, immediately prior to entering the blades of the impeller (49), has a axial-velocity vector-component, and has a substantially-zero radial-velocity vector-component. That is to say, the subs-impeller (49) chamber is so configured as to ensure that there is no vector-component of velocity in the subs-impeller-flow that would tend to make the overall translational-velocity (as opposed to rotational- or angular-velocity) of the subs-impeller-flow anything but coaxial with the impeller (49).
  • the subs-impeller-flow might have a rotary swirl velocity, with or against the rotation of the impeller (49), i.e the subs-impeller-flow, in the subs-impeller-chamber, can have an angular-velocity vector-component that is coaxial with the impeller (49).
  • the subs-impeller-chamber preferably is so shaped that the translational-velocity, i.e the linear-velocity vector, of the impeller-sub-flow is coaxial with the axis of the impeller (49).
  • the sleeves (29,30) have been cylindrical, and arranged in a rotor-inside-the-stator format, and the two sleeves (29,30) have been structured for relative rotation.
  • the inner and outer sleeves (129,130) are again cylindrical, but now the inner movable-sleeve (130) moves linearly, rather than rotationally, with respect to the outer stator-sleeve (129).
  • the outer stator sleeve can be formed monolithically into the pump housing (132).
  • the movable-sleeve (130) is formed basically as a series of moulded-plastic cups, each cup (131) comprising a base and a cylinder.
  • the open end of the cylinder sealingly clips over a suitable form on the base of the adjacent cup.
  • the cups move in unison when acted upon by the thermal-actuator (138).
  • the end-cup (131) end is not fixedly joined to the other cups, and the end-cup in fact moves away from the joined-together other cups over certain temperature ranges.
  • the ports connecting the compartment with the sub-entry chamber (41) of the particular sub-circuit remain open during operation, so that the interior compartment of the cup (131) is effectively a part of the sub-entry chambers (41,141).
  • the cylindrical wall of the cup is formed with apertures (143A), that face windows (143W) formed in the cylindrical wall of the outer-sleeve (129).
  • the outer-sleeve is integrated into the housing as it can be in the other pumps described herein.
  • the windows (143W) communicate with the subs-impeller-chamber (147) of the particular sub-circuit.
  • the apertures (143A) coincide with the windows (143W), whereby the coolant passes from the sub-entry chambers (41,141) (of which the interior compartment of the cup is a part), through the apertures (143A), through the windows (143W), debouching into the subs-impeller-chamber (147) and thence into the impeller (49).
  • the designers have arranged that, when the coolant is within a temperature range at which the designers desire to allow coolant to circulate around the particular sub-circuit (and thus the thermal-actuator stem is at the extension corresponding to that temperature) the movable sleeve (130) has moved so that the windows and apertures coincide, allowing flow to pass through.
  • the designers desire coolant flow to be blocked in respect of that particular sub-circuit, over a particular temperature range, they arrange for the thermal-actuator (138) to move the movable-sleeve (130) to such position that the apertures in the movable-sleeve coincide with bars (145) in the outer-sleeve (129) (in the housing).
  • One of the sub-circuits feeds coolant into the centre of the end cup (131) end.
  • windows in the outer sleeve (129) interact with apertures in the inner movable-sleeve (i.e with the interior of the end cup), in accordance with temperature of the coolant, to open the bypass-sub-entry chambers (141B) with the subs-impeller-chamber (147).
  • the blocker-driver (181) receives movement from the stem (178) of the thermal-actuator (138) and converts that movement into linear movement of the movable-sleeve (130) lengthwise with respect to the housing, opening and closing the apertures and windows in the sleeves in response to changing temperatures of the coolant, in a similar manner to that described with respect to the rotational sleeves.
  • the subs-impeller-chamber (147) conveys coolant from those of the sub-circuits that are open at a particular temperature, into the impeller (149). All the sub-circuits debouch into the subs-impeller-chamber (147).
  • Fig.19 shows the blocker-driver (181), which involves guide-ways (182) on the cups (131), which interact with the sleeves-drive-peg (181s) in much the same manner as the sleeves-drive-slot (83V) interacted with the sleeves-drive-peg (81s).
  • the wax-element thermal-actuator (138) also drives the modulator, which again is a set of orientatable swirl-vanes (161), via the vanes-drive-peg (181V).
  • the linear sleeves (129,130) can be accommodated in/on the top tier hardly less conveniently than the rotary sleeves. It is also noted that both the rotary sleeves and the linear sleeves can and do both feed their flows of coolant from the plural sub-entry chambers (41,141) into a subs-impeller-chamber (47,147) that is located in the centre of the top tier (23), on the axis of the impeller (49).
  • a sub-entry chamber (241X) has been added, which is separate from the other sub-entry chambers (241T,E).
  • An extra wax-element thermal-actuator (238) has been provided for operating the movable-sleeves (230X)which is in addition to the thermal-actuator (238) that had been provided in respect of the other sub-entry chambers (251E, 251T).
  • the thermal-actuator (238) measures the temperature of the coolant flowing from the engine to the radiator, as in the previous drawings; the temperature measured by the extra thermal-actuator (228) can be the temperature of a different flow, which is routed through the extra temperature-sensing-chamber (254X).
  • Fig.22 illustrates another alternative pump.
  • the swirl-vanes (61) were arranged to pivot about axes that lie parallel to the axis of the impeller.
  • the flow had the following velocity vector-components, namely: a radially-inwards translational-velocity vector-component, and a rotational (angular-velocity) vector-component.
  • the main-impeller-chamber (76) In passing through the main-impeller-chamber (76), the flow was turned through 90°, whereby the radial translational-velocity vector-component was transformed into an axial translational-velocity vector-component, i.e with a velocity parallel to the axis of the impeller.
  • the annular modulator-impeller-flow entered the blades of the impeller with a helical velocity, i.e with a combination of axial translational and angular velocities imposed by the vanes.
  • the required helically-swirling nature of the modulator-impeller-flow is already present as the coolant emerges from the vanes (361).
  • the vanes (361) in Fig.22 are more favourably oriented from the standpoint of imparting a swirl velocity onto the flow, the vanes themselves, and the mountings therefor, and the structures for driving the vanes to change orientation in unison with each other, can be mechanically complex.
  • the simple peg-and-slot connection (69,72) between the vanes (61) and the vanes-actuation-ring (70) in Figs.7 , 8 , 9 has been superseded in Fig.22 by gear teeth (392) on the spindle of each vane, which mesh with a gear-toothed actuation-ring (370).
  • the vanes-actuation-ring (370) is driven to rotate, as before, by the stem of a wax-element thermal-actuator (338V).
  • the inner and outer sleeves 329,330 which control flow between the sub-entry chambers (341) and the subs-impeller-chamber (347), are in the linear format (as in Figs.17,18 , 19 ).
  • the sleeves (329,330) are actuated by a separate sleeves-thermal-actuator (338s).
  • the heater sub-circuit is open all the time, and flow from the heater-sub-entry chambers (341H) passes straight though into the subs-impeller-chamber( 347).
  • the mechanical arrangement of the supplementary sleeves (329X,330X) is similar to that of the sleeves (29,30) (though performing a different role -- the supplementary sleeves (329X,330X) provide open/close control of the main-flow between the radiator-pump conduit (360) and the modulator-entry-chamber (374), whereas the sleeves (329x,330x) provided open/close control of coolant flow in the sub-circuits, between the sub-entry chambers (341) and the subs-impeller-chamber (347)).
  • the subs-impeller-flow emerging from the linear sleeves (329,330) is contained within the subs-entrty-chambers (341), while the modulator-impeller-flow emerging from the radially-pivoting swirl-vanes (361) is contained within the modulator-impeller-chamber (374).
  • the separator (394) keeps the axially-flowing, non-rotating, subs-impeller-flow separate from the axially-flowing, helically-rotating, annular modulator-impeller-flow, until both flows are on the point of entering the blades of the impeller (49).
  • supplementary sleeves 329X,330X are mechanically similar to the sleeves (29,30), and the manner of sealing the sleeves is similar, and will now be described with reference to Fig.23 .
  • the sleeves are formed as plastic-mouldings, and the interface between the inner and outer sleeves is on a slight taper, within the general right-cylindricity of the sleeves. Leakage at the interface is prevented by the presence of a (moulded) sheet of soft sealing material (396), located between the tapered surfaces. Ribs (398) moulded onto the inside surface of the seal-sheet)396) engage complementary grooves moulded into the outer surface of the inner-sleeve (330X), so that the seal-sheet moves with the inner-sleeve.
  • the seal (396) may be formed as a coating on one of the sleeves (329X,330X). O-rings (399) are also provided to aid in sealing.
  • the inner sleeve is urged upwards, compressing the seal, by means of a wave-spring (397), the spring force being reacted against the housing.
  • the present technology has utility -- not just in automotive engines -- but generally when there is a need for sophisticated control of liquid flowrates in plural circuits, related to changing temperatures in the coolant, in which some or all of the circuits include respective heat exchangers.
  • the coolant liquid is water (with or without antifreeze) but it could be some other liquid.
  • the expression 'coolant' should be construed broadly, to include liquids to which heat is added, and liquids from which heat is extracted.
  • Some automotive engines employ low-temperature cooling circuits, so-called because they operate at temperatures lower than typical engine cooling systems.
  • An example is charge-air cooling for turbocharged engines. This cooling system can be integrated into the pump apparatus (20) as described.
  • FIG.N Another example is battery cooling for hybrid and electric vehicles, a circuit diagram of which is shown in Fig.N.
  • the batteries should be heated if below e.g 20°C, and cooled if above e.g 35°C.
  • the present technology also can be employed in such a case.
  • the battery pack (420) is provided with a heater (423) in series with the batteries, and a chiller sub-circuit (425) in parallel.
  • the coolant is cold enough to cause the sleeves (429,430) to be in position to open the bypass, and the vanes to be in position to block flow to the radiator.
  • the battery heater (423) is activated.
  • the vanes (461) open to allow flow to the radiator, and to close the bypass.
  • the coolant flow is modulated by orienting the swirl-vanes (461), in accordance with coolant temperature, in the manner previously described, thus maintaining desired battery cooling circuit temperature.
  • chiller-flow in the chiller-sub-circuit (425) is enabled by movement of the sleeves (429,430), which opens that sub-circuit.
  • the chiller-sub-circuit is arranged to transfer heat from the battery coolant to the refrigerant in the vehicle air-conditioner (not shown).
  • the manner in which the temperature of the coolant is sensed is that the bulb of a wax-element thermal-actuator is in the path of coolant emerging from the engine and heading for the radiator (or for the bypass circuit if the coolant is not yet warmed up).
  • Other ways of sensing temperature, besides the wax-element unit, are contemplated. Also, other ways of converting the sensed temperature into movement of the actuator.
  • the automotive pump apparatuses (20) depicted in Figs. 1-18 have a combined thermal-unit.
  • the thermal-unit is 'combined' in the sense that the modulator-driver and the blocker-driver are both controlled by the one thermal-actuator (38).
  • the wax-element unit (38) includes the temperature-sensor (57) and the movable-element (80) of the thermal-actuator (38).
  • Designers may prefer to include two or more temperature-sensors, e.g located at different points in the system, and to include e.g a computer for coordinating the signals from those several sensors, for more sophisticated control of the sleeves and vanes.
  • the expression "temperature-sensor” as used herein should be so construed as to encompass the two or more temperature-sensors together.
  • the temperature-sensor can be e.g an electronic sensor, or several such sensors, arranged to sense temperature of the metal of the engine. In this case, the sensors are still measuring the temperature of the coolant, though indirectly.
  • movable-elements of the thermal-unit may be provided.
  • an apparatus might include e.g a blocker-movable-element and a modulator-movable-element, as shown in Figs.19-22 .
  • the expression "movable-element" of the thermal-unit should be so construed as to include those two or more movable elements together.
  • the movable-element (80) is shown as the stem of the wax-element thermal-actuator (38).
  • the moveable-element is an electric drive to supply the power to drive the blocker. The drive is switched on/off in unison with changing temperatures.
  • the impeller (49) is mounted and driven from below the bottom tier (27), which leaves the upwards-facing side of the impeller (49) free and open for receiving the modulator-impeller-flow and the subs-impeller-flow.
  • the modulator-impeller-flow forms a helically-rotating annulus around the axially-moving column of the subs-impeller-flow.
  • the drive to the impeller (49) comes into the apparatus from above the top tier; in that case a shaft (and possibly bearings, seals, etc) are located in the top and middle tiers (23,25) of the apparatus (20), and in that case the subs-impeller-flow passes around these centrally-located structures.
  • the subs-impeller-flow itself is an annulus, and the helically rotating modulator-impeller-flow would form a wider annulus surrounding the subs-impeller-flow annulus.
  • the vanes (61) are pitched in a circle that is concentric with the axis of the impeller (49).
  • the main-impeller-chamber (76) receives the coolant flow emerging from the vanes, and directs the flow into and through the blades of the impeller (49).
  • the vanes impose a spiral/ helical velocity vector upon the modulator-impeller-flow of coolant emerging from the circle of vanes.
  • the linear (i.e not including the angular) component of velocity of the modulator-impeller-flow can be regarded as only-radial. That is to say: the modulator-impeller-flow, immediately upon emerging from the vanes, has a more-or-less-zero axial linear-velocity vector-component.
  • the main-impeller-chamber (76) turns the modulator-impeller-flow through 90°.
  • the modulator-impeller-flow enters the blades of the impeller, it can be regarded that the translational-velocity vector of the modulator-impeller-flow is predominantly-axial, i.e without significant net vector-components of translational velocity in other directions.
  • 'spiral-flow' is 'flow having a substantial angular-velocity vector-component, but zero axial linear-velocity vector-component'.
  • 'Helical'-flow is flow 'having a substantial axial linear-velocity vector-component, in addition to its substantial angular-velocity vector-component'. That is to say: spiral-flow simply swirls: helical-flow swirls and moves axially.
  • the modulator-impeller-flow at the moment it leaves the vanes, is 'spiral'. But at the moment the modulator-impeller-flow enters the blades of the impeller, the modulator-impeller-flowhaving now acquired a substantial axial linear-velocity -- is 'helical'.
  • the swirl-vanes (361) can be so arranged that the modulator-impeller-flow, upon leaving the vanes with the described imposed angular-velocity, leaves the vanes at an angle that itself includes an axial component.
  • the vanes can be arranged so that the modulator-impeller-flow leaves the vanes -- with the imposed angular-velocity, and -- with a purely-axial (i.e zero radial) translational-velocity.
  • the modulator-impeller-flow has a translational-velocity that is more or less only-axial, and thus can be regarded right away as helical flow.
  • the swirl-vanes i(361) mpose a spin-velocity (i.e an angular-velocity vector-component) on the modulator-impeller-flow of coolant passing into the impeller (49).
  • the orientation of the vanes determines the magnitude and direction of the imposed spin-velocity.
  • the directional sense of spin-velocity can be either (a) 'with', or (b) 'against' the spin of the impeller (49). (If the impeller is spinning clockwise, a clockwise spin-velocity is 'with' the impeller (49).)
  • An imposed 'with' spin-velocity will reduce the magnitude of the flowrate (i.e the litres/minute) of the modulator-impeller-flow passing into the blades of the impeller (49).
  • An imposed 'against' spin-velocity will increase, or boost, the magnitude of the flowrate.
  • the 'reduce' and 'boost' orientations of the vanes are measured against a 'neutral' orientation, being that orientation of the vanes at which the coolant leaves the vanes with no swirl velocity at all.
  • the orientation of the swirl-vanes (61) is determined by the temperature of the coolant.
  • the flowrate of the modulator-impeller-flow is determined by the temperature of the coolant.
  • the flowrate of the modulator-impeller-flow as determined by the varying orientation of the vanes, has a minimum flowrate when the coolant is at the warm end of its normal working range during everyday operations, and a maximum flowrate when the coolant is at the very-hot end of the normal working range.
  • the following numbers are intended to be illustrative (but the fact of mentioning the numbers should not be construed as a limitation).
  • the term 'warm' here, is the temperature of the fully-warmed-up coolant at the low-end of the normal range of temperatures. (It is possible for the coolant to go below this warm temperature during normal running, but that is infrequent.) Typically, the 'warm' temperature would be e.g 90°C. (The temperatures, here, are of coolant in the from-engine conduit 40, as measured in the temperature-sensing chamber (54).) Similarly, the term 'very hot' describes the temperature of the fully-warmed-up coolant at the high-end of the normal range of temperatures.
  • the coolant it is possible for the coolant to go above this 'very-hot' temperature during normal running, but the times that happens are infrequent enough to be considered as being outside the range at which it is worthwhile striving for maximum pumping efficiency.
  • the 'very-hot' temperature would be e.g 110°C.
  • 'hot' describes the temperature of fully-warmed-up coolant in the middle of its normal-working range, being the temperature at which the designers are aiming to procure the most efficient pumping. In the typical case, the 'hot' temperature is e.g 100°C.
  • cooling systems operate normally at considerably lower temperatures. In those cases, typical warm, hot, and very-hot, temperatures would be e.g 70°C, 80°C, 90°C, and other systems are lower. The functionality of the present technology does not depend on the temperatures being those typically encountered in cooling systems of car-sized automotive engines.
  • the designers should aim, generally, to provide a coolant flowrate level that procures properly effective cooling, over the range of coolant temperatures, and should aim to enable the pumping to be done, at that level, with a minimum of expenditure of pumping energy. Insofar as maximizing pump efficiency during normal running at a particular condition involves sacrificing efficiency under other conditions, designers should aim to secure peak pumping efficiency at the 'hot' temperature, in that that temperature represents the most prevalent duty condition, from which the maximum energy savings may be derived.
  • the required coolant flowrates at the 'warm' and 'very-hot' temperatures might be e.g 100 litres/min and 200 litres/min. Again, these figures are merely typical, and in large commercial engines the flowrates might be e.g five times greater.
  • the maximum normal flowrate (at the 'very-hot' temperature) would be of the order of double the minimum normal flowrate (at the 'warm' temperature), but this should not be construed as a specific limitation.
  • the pump of the present technology includes, and operates as, a series of temperature-controlled on/off valves, which open and close over a predetermined range of temperatures.
  • the preferred pump should not be seen as a distribution-valve, which operates to switch flow directly from one circuit to another.
  • the designers can arrange, for example, that a sub-entry chamber receives flow from one sub-circuit at a low temperature, but then switches over to receive flow from another sub-circuit at a higher temperature, including simultaneously.
  • Designers can arrange for the sleeves to be positioned to transmit either flow, or both flows together, or to block both flows, at different temperatures, or as desired.

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Claims (20)

  1. Kühlmittelpumpvorrichtung (20), durch folgende Merkmalskombination gekennzeichnet:
    [2] die Vorrichtung (20) ist zum Pumpen von flüssigem Kühlmittel durch ein Kühlmittelkreislaufsystem aufgebaut;
    [3] die Vorrichtung (20) beinhaltet ein festes Gehäuse (32), ein Drehlaufrad (49) mit Flügeln, und einen Drehlaufradtreiber zum Drehen des Laufrades (49);
    [4] die Vorrichtung (20) beinhaltet eine Pumpenauslassleitung zum Sammeln von aus dem Laufrad (49) austretendem Kühlmittel und zum Fördern desselben aus der Vorrichtung und durch das Kühlmittelkreislaufsystem;
    [5] die Vorrichtung (20) beinhaltet einen betreibbaren Strömungswirbel-Modulator;
    [6] die Vorrichtung (20) beinhaltet eine Modulatoreintrittskammer (74) und eine Modulatorlaufradkammer (74, 374);
    [7] die Modulatoreintrittskammer (74) ist aufgebaut, um in einem Hauptkreislauf des Kühlmittelkreislaufsystems zirkulierendes Kühlmittel aufzunehmen und dem Strömungswirbel-Modulator zu befördern;
    [8] die Modulatorlaufradkammer (74, 374) ist aufgebaut, um einen Hauptlaufrad-Kühlmittelstrom aufzunehmen, der aus dem Strömungswirbel-Modulator austritt, und diesen in die Flügel des Laufrads (49) zu befördern;
    [9] die Vorrichtung (20) ist derart aufgebaut, dass der Strömungswirbel-Modulator eine Rotationswirbelbewegung als Vektorkomponente der Winkelgeschwindigkeit auf den Hauptlaufrad-Kühlmittelstrom in der Modulatorlaufradkammer (74, 374) ausübt;
    [10] der Strömungswirbel-Modulator hat die Fähigkeit, bei Betrieb in einem Bewegungsmodus mit Modulatorausrichtung die Größe und die Drehrichtung der Vektorkomponente der Winkelgeschwindigkeit zu ändern;
    dadurch gekennzeichnet, dass:
    [11] die Vorrichtung (20) entsprechende Nebeneintrittskammern (41) zum Aufnehmen eines Kühlmittelstroms, der in mehreren Nebenkreisläufen des Kühlmittelkreislaufsystems zirkuliert, beinhaltet, wobei es sich um eine Nebeneintrittskammer A (41E) in Bezug auf den Nebenkreislauf A, eine Nebeneintrittskammer B (41T) in Bezug auf den Nebenkreislauf B und so weiter handelt;
    [12] die Vorrichtung (20) eine Nebenlaufradkammer (47) beinhaltet, die derart aufgebaut ist, dass sie den aus den Nebenlaufrädern (41) austretenden Kühlmittelstrom aufnimmt und in die Flügel des Laufrads (49) befördert;
    [13] für den Nebenkreislauf A den Kühlmittelkreislauf:
    [14] (a) die Vorrichtung (20) einen Strömungsblockierer A, beinhaltet, der die Nebeneintrittskammer A (41E) von der Nebenlaufradkammer (47) trennt;
    [15] (b) der Strömungsblockierer A in einem Öffnungs-/Schließbewegungsmodus zwischen einer geöffneten Position des Blockierers und einer geschlossenen Position des Blockierers bewegbar ist;
    [16] (c) wenn der Strömungsblockierer A in die geöffnete Position bewegt wird, er derart positioniert ist, dass ein Nebenstrom A des Kühlmittels von der Nebeneintrittskammer A (41E) in die Nebenlaufradkammer (47) durch den Strömungsblockierer A möglich wird;
    [17] (d) wenn der Strömungsblockierer A in die geschlossene Position bewegt wird, er derart positioniert ist, dass der Kühlmittelstrom von der Nebeneintrittskammer A (41E) in die Nebenlaufradkammer (47) blockiert wird;
    [18] für den Nebenkreislauf B des Kühlmittelkreislaufs:
    [19] (a) die Vorrichtung (20) einen Strömungsblockierer B beinhaltet, der die Nebeneintrittskammer A (41T) von der Nebenlaufradkammer (47) trennt;
    [20] (b) der Strömungsblockierer B in einem Öffnungs-/Schließbewegungsmodus zwischen einer geöffneten Position des Blockierers und einer geschlossenen Position des Blockierers bewegbar ist;
    [21] (c) wenn der Strömungsblockierer B in die geöffnete Position bewegt wird, ist er derart positioniert, dass ein Nebenstrom A des Kühlmittels von der Nebeneintrittskammer B (41T) in die Nebenlaufradkammer (47) durch den Strömungsblockierer B möglich wird;
    [22] (d) wenn der Strömungsblockierer B in die geschlossene Position bewegt wird, ist er derart positioniert, dass der Kühlmittelstrom von der Nebeneintrittskammer B (41T) in die Nebenlaufradkammer (47) blockiert wird;
    [23] die Vorrichtung (20) eine Wärmeeinheit, die Folgendes beinhaltet:
    [24] (a) einen Temperatursensor;
    [25] (b) ein bewegliches Element, das als Reaktion auf Temperaturveränderungen, die durch den Temperatursensor erfasst werden, beweglich ist;
    [26] (c) einen Modulatortreiber, der strukturiert ist, die Bewegung des bewegbaren Elements in einen entsprechenden Betrieb des Strömungswirbel-Modulators in den Modulatorausrichtungsmodus der Bewegung umzuwandeln;
    [27] (d) einen Blockierertreiber (181), der aufgebaut ist, um die Bewegung des beweglichen Elements in eine entsprechende Bewegung des Strömungsblockierers A im Öffnungs-/Schließbewegungsmodus und des Strömungsblockierers B im Öffnungs-/Schließbewegungsmodus umwandelt.
  2. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei:
    [2] der betätigbare Strömungswirbel-Modulator ein betätigbarer Satz von Wirbelschaufeln (61) ist;
    [3] die Vorrichtung (20) derart aufgebaut ist, dass die Wirbelschaufeln (61) die spiralförmige Drehwirbelbewegung auf den Hauptlaufradstrom des Kühlmittels, der durch die Modulatorlaufradkammer (74, 374) fließt, ausüben;
    [4] die Wirbelschaufeln (61) in einem Schaufelausrichtungsmodus der Bewegung zwischen einer strömungsreduzierenden Ausrichtung der Wirbelschaufeln (61) relativ zu dem Laufrad und einer strömungsverstärkenden Ausrichtung der Wirbelschaufeln (61) relativ zum Laufrad (49) gemeinsam ausrichtbar sind;
    [5] der Strömungsblockierer A und der Strömungsblockierer B in ein Paar Hülsen eingebaut sind;
    [6] der Öffnungs-/Schließmodus des Strömungsblockierers A ein Öffnungs-/Schließmodus der Hülsen zwischen einer offenen Position der Hülsen und einer geschlossenen Position der Hülsen ist;
    [7] in der geöffnente Position der Hülsen eine Öffnung A (43) in einer Hülse mit einem Fenster A (43) in der anderen zusammefällt, in dem Maß, dass ein Nebenstrom A von dem Kühlmittel von der Nebeneintrittskammer A (41E) bis zur Modulatorlaufradkammer (74, 374) freigegeben ist;
    [8] in der geschlossenen Position der Hülsen die Öffnung A (43) in der einen Hülse mit einer Stange A (45) in der anderen Hülse zusammenfällt, wodurch der Kühlmittelstrom durch die Hülsen blockiert wird;
    [9] (c) der Modulatortreiber aufgebaut ist, um die Bewegung des beweglichen Elements in eine entsprechende Bewegung der Schaufeln in dem Schaufelausrichtungsmodus der Bewegung umzuwandeln;
    [10] (d) der Blockierertreiber (181) aufgebaut ist, um die Bewegung des beweglichen Elements in eine entsprechende relative Bewegung der Hülsen in dem Öffnungs-/Schließmodus der Bewegung umzuwandeln.
  3. Kühlmittelpumpvorrichtung (20) nach Anspruch 2, wobei die Anordnung der Öffnung A (43), des Fensters A (43) und der Stange A (45) derart ist, dass, wenn sich die Hülsen relativ bewegen, sich die Nebeneintrittskammer A in Bezug auf die Modulatorlaufradkammer (74, 374) bei anderen Temperaturen öffnet und schließt, als bei denen sich die Nebeneintrittskammer B (41T) öffnet und schließt.
  4. Kühlmittelpumpvorrichtung (20) nach Anspruch 2, wobei die getrennten Nebeneintrittskammern A (41E) und B in entsprechenden Sektoren um den Umfang einer der äußeren Hülsen angeordnet sind.
  5. Kühlmittelpumpvorrichtung nach Anspruch 2, wobei:
    [2] die Hülsen (29, 30) ineinander angeordnet sind;
    [3] eine der Hülsen eine bewegliche Hülse (29) ist und eine Ringform aufweist;
    [4] mindestens an der Schnittstelle zwischen den beiden Hülsen mindestens die bewegliche Hülse (29) rechtszylindrisch ist;
    [5] sich Öffnungen in der beweglichen Hülse (130) in einer Wand der beweglichen Hülse (130) befinden.
  6. Kühlmittelpumpvorrichtung (20) nach Anspruch 4, wobei eine innere Hülse eine bewegliche Hülse (29) ist, wobei die äußere Hülse eine Statorhülse (30) ist.
  7. Kühlmittelpumpvorrichtung (20) nach Anspruch 2, wobei:
    [2] die Vorrichtung drei Ebenen beinhaltet, wobei es sich um eine untere Ebene (27), eine mittlere Ebene (25) und eine obere Ebene (23) handelt;
    [3] die untere Ebene (27) das Laufrad (49) und die Pumpenauslassleitung (52) beinhaltet;
    [4] die mittlere Ebene (25) die Modulatoreintrittskammer (74) und den Satz von Wirbelschaufeln (61) beinhaltet;
    [5] die obere Ebene (23) die Nebeneintrittskammern (41) und das Paar Hülsen beinhaltet;
    [6] die Modulatorlaufradkammer (74, 374) den Hauptlaufrad-Kühlmittelstrom, der aus dem Satz von Schaufeln in der mittleren Ebene (25) austritt, in die Flügel des Laufrads (49) in der unteren Ebene (27) befördert;
    [7] die Nebenlaufradkammer (47) Kühlmittelnebenströme, die aus den Hülsen in der oberen Ebene (23) austreten, in die Flügel des Laufrads (49) in der unteren Ebene (27) befördert.
  8. Kühlmittelpumpvorrichtung (20) nach Anspruch 7, wobei die Nebenlaufradkammer (47) in der Vorrichtung derart angeordnet ist, dass die Nebenströme durch die mittlere Ebene (25) zum Laufrad (49) befördert werden.
  9. Kühlmittelpumpvorrichtung (20) nach Anspruch 7, wobei:
    [2] das bewegliche Element der thermischen Einheit sich zwischen der oberen Schicht (23) und der mittleren Schicht (25) befindet;
    [3] der Blockierertreiber (181) sich in der obersten Ebene (23) und der Modulatortreiber sich in der mittleren Ebene (25) befindet.
  10. Kühlmittelpumpvorrichtung (20) nach Anspruch 8, wobei:
    [2] die bewegliche Hülse eine Rotorhülse (29) ist, die relativ zur Statorhülse (30) drehbar gelagert ist;
    [3] an der Schnittstelle zwischen der Rotorhülse (29) und der Statorhülse (30) der Durchmesser der Rotorhülse (29) mindestens doppelt so hoch wie die axiale Höhe der Statorhülse (30) ist.
  11. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei der Temperatursensor und das bewegliche Element der Wärmeeinheit Bestandteile eines Wachselement-Thermoaktuators (38) sind.
  12. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei:
    [2] der Temperatursensor angeordnet ist, um die Temperatur des Kühlmittels, das durch eine Temperaturerfassungskammer (54) der Vorrichtung (20) fließt, zu erfassen; und
    [3] das bewegliche Element beweglich als Reaktion auf Änderungen der Kühlmitteltemperatur, die vom Temperatursensor erfasst werden, ist.
  13. Kühlmittelpumpvorrichtung (20) nach Anspruch 12, wobei:
    der Strömungsblockierer A und der Strömungsblockierer B in ein Paar Hülsen eingebaut sind;
    [2] eine der Hülsen eine Rotorhülse (29) ist und in der Vorrichtung zum Drehen relativ zu der anderen Hülse, die eine Statorhülse (30) ist, angebracht ist;
    [3] der Blockierertreiber (181) derart aufgebaut ist, um wirksam die Bewegung des beweglichen Elements in eine Bewegung der Rotorhülse (29) umzuwandeln;
    [4] der Öffnungs-/Schließmodus der Rotorhülse (30) stattfindet, wenn sich das bewegliche Element als Reaktion auf eine Änderung der Temperatur des Kühlmittels, das durch die Temperaturerfassungskammer (54) fließt, bewegt.
  14. Kühlmittelpumpvorrichtung (20) nach Anspruch 12, wobei:
    [2] die Temperaturerfassungskammer eine Modulatorerfassungskammer und eine Blockiererfassungskammer beinhaltet;
    [3] der Temperatursensor einen Schaufelsensor und einen Hülsensensor beinhaltet, die sich jeweils in der Modulatorerfassungskammer und der Blockiererfassungskammer befinden;
    [4] das bewegliche Element ein bewegliches Modulatorelement und ein bewegliches Blockiererelement beinhaltet;
    [5] sich das bewegliche Schaufelelement als Reaktion auf Änderungen der Temperatur des Kühlmittels, das durch die Modulatorerfassungskammer strömt, bewegt, und sich das bewegliche Blockierelement als Reaktion auf Änderungen der Temperatur des Kühlmittels, das durch die Blockierererfassungskammer strömt, bewegt.
  15. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei die Vorrichtung derart angeordnet ist, dass:
    [2] die Hauptlaufradströmung als spiralförmig wirbelnder Ring in das Laufrad (49) eintritt, wobei der Ring eine spiralförmige Wirbelgeschwindigkeit aufweist;
    [3] die spiralförmige Wirbelbewegung des Rings das Ergebnis von Folgendem ist: (a) einer Vektorkomponente der Winkelgeschwindigkeit, die in der Hauptlaufradströmung beim Durchlaufen des Strömungswirbel-Modulators induziert wird, und (b) einer Vektorkomponente der Axialgeschwindigkeit, die in der Hauptlaufradströmung beim Durchlaufen der Modulatorlaufradkammer (74, 374) induziert wird;
    [4] der spiralförmig wirbelnde Ring, der der Hauptlaufradstrom ist, wenn er in die Flügel des Laufrads (49) eintritt, koaxial zur Achse des Laufrads (49) steht;
    [5] der Nebenstrom einen Gesamttranslations-Geschwindigkeitsvektor aufweist, der koaxial zur Achse des Laufrads (49) steht;
    [6] wenn der Nebenstrom und der Hauptlaufradstrom in das Laufrad eintreten, ein axialer Nebenstrom in der Mitte des Laufrads (49) liegt; und
    [7] der axiale Nebenstrom vom ringförmig spiralförmig wirbelnden Hauptlaufradstrom umgeben ist.
  16. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei die Vorrichtung (20) derart aufgebaut und angeordnet ist, dass:
    [2] das gesamte Kühlmittel, das in allen Nebenkreisläufen zirkuliert, aus der Nebenlaufradkammer (47) in das Laufrad (49) eintritt;
    [3] nur der Hauptlaufradstrom, der Kühlmittel ist, das durch die Wirbelschaufeln (61) hindurchgetreten ist, durch die Modulatorlaufradlammer (74, 374) in das Laufrad (49) eintreten kann;
    [4] abgesehen vom Hauptlaufradstrom mit ihrer Winkelgeschwindigkeitskomponente keine signifikante Kühlmittelströmung in das Laufrad (49) mit einer signifikanten Geschwindigkeitskomponente eintreten kann, ob translatorisch oder rotatorisch, außer einer Axialgeschwindigkeitskomponente, die koaxial zur Achse des Laufrades (49) steht.
  17. Kühlmittelpumpvorrichtung (20) nach Anspruch 1, wobei die Vorrichtung einen Hauptnebenstromabscheider beinhaltet, der den drehwirbelnden ringförmigen Hauptlaufradstrom in der Modulatorlaufradkammer (74, 374) physisch von dem Nebenlaufradstrom in der Nebenlaufradkammer (47) getrennt hält.
  18. Kühlmittelpumpvorrichtung (20) nach Anspruch 17, wobei:
    [2] der Hauptnebenstromabscheider den Hauptstrom in der Modulatorlaufradkammer vom Nebenstrom in der Nebenlaufradkammer (47) getrennt hält, bis beide Ströme am Eintrittspunkt des Laufrad (49) sind;
    [3] die Nebenlaufradkammer (47), die den Nebenlaufradstrom beinhaltet, sich innerhalb des Hauptnebenstromabscheiders befindet;
    [4] die Nebenlaufradkammer (47), die die drehwirbelnde ringförmige Hauptlaufradströmung beinhaltet, sich außerhalb des Stromabscheiders befindet; und
    [5] der Hauptnebenstromabscheider sich in ausreichender Nähe zum Laufrad erstreckt, sodass der Nebenlaufradstrom die Vektorkomponente der Winkelgeschwindigkeit des Hauptlaufradstroms nicht beeinträchtigt und nicht wesentlich beeinflusst wird, während der Hauptlaufradstrom in die Flügel des Laufrades (49) eintritt.
  19. Kühlmittelpumpvorrichtung (20) nach den Ansprüchen 1 und 2, wobei eine Hülse eine bewegliche Hülse (29) ist und zur linearen Bewegung relativ zu der anderen Hülse, die eine Statorhülse (30) ist, angebracht ist.
  20. Kombination der Kühlmittelpumpvorrichtung (20) nach Anspruch 1 mit einem Kraftfahrzeugmotorkühlmittelkreislaufsystem, das einen Kühler beinhaltet, wobei der Kühler eine Komponente des Hauptkreislaufs ist.
EP14787415.0A 2013-04-22 2014-04-22 Kühlmittelkreislaufpumpe mit wärmesteuerung von kühlmittelnebenkreisläufen Active EP2989330B1 (de)

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GB201307257A GB201307257D0 (en) 2013-04-22 2013-04-22 Conrollable variable flow coolant pump and flow management mechanism
PCT/CA2014/000367 WO2014172778A1 (en) 2013-04-22 2014-04-22 Coolant circulation pump having thermal control of sub- circuits

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DE102023105784A1 (de) * 2023-03-08 2024-09-12 Bühler Motor GmbH Pumpenventilanordnung

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Also Published As

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EP2989330A1 (de) 2016-03-02
US20160084145A1 (en) 2016-03-24
EP2989330A4 (de) 2017-01-11
WO2014172778A1 (en) 2014-10-30
CA2909908A1 (en) 2014-10-30
CN105143680A (zh) 2015-12-09
GB201307257D0 (en) 2013-05-29

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