EP4352344A1 - Automotive cooling circuit particle separator - Google Patents

Automotive cooling circuit particle separator

Info

Publication number
EP4352344A1
EP4352344A1 EP21733738.5A EP21733738A EP4352344A1 EP 4352344 A1 EP4352344 A1 EP 4352344A1 EP 21733738 A EP21733738 A EP 21733738A EP 4352344 A1 EP4352344 A1 EP 4352344A1
Authority
EP
European Patent Office
Prior art keywords
cooling circuit
particle separator
vortex
separation tube
particle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21733738.5A
Other languages
German (de)
French (fr)
Other versions
EP4352344B1 (en
Inventor
Tobias Dettmann
Ronald Rathke
Jens Teubel
Kornelius WERNER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pierburg Pump Technology GmbH
Original Assignee
Pierburg Pump Technology GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pierburg Pump Technology GmbH filed Critical Pierburg Pump Technology GmbH
Publication of EP4352344A1 publication Critical patent/EP4352344A1/en
Application granted granted Critical
Publication of EP4352344B1 publication Critical patent/EP4352344B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/06—Cleaning; Combating corrosion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B04—CENTRIFUGAL APPARATUS OR MACHINES FOR CARRYING-OUT PHYSICAL OR CHEMICAL PROCESSES
    • B04C—APPARATUS USING FREE VORTEX FLOW, e.g. CYCLONES
    • B04C3/00—Apparatus in which the axial direction of the vortex flow following a screw-thread type line remains unchanged ; Devices in which one of the two discharge ducts returns centrally through the vortex chamber, a reverse-flow vortex being prevented by bulkheads in the central discharge duct
    • B04C3/06—Construction of inlets or outlets to the vortex chamber
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B04—CENTRIFUGAL APPARATUS OR MACHINES FOR CARRYING-OUT PHYSICAL OR CHEMICAL PROCESSES
    • B04C—APPARATUS USING FREE VORTEX FLOW, e.g. CYCLONES
    • B04C3/00—Apparatus in which the axial direction of the vortex flow following a screw-thread type line remains unchanged ; Devices in which one of the two discharge ducts returns centrally through the vortex chamber, a reverse-flow vortex being prevented by bulkheads in the central discharge duct
    • B04C2003/006—Construction of elements by which the vortex flow is generated or degenerated
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/028—Deaeration devices

Definitions

  • the invention refers to an automotive cooling circuit particle separator for an automotive engine cooling circuit.
  • the liquid coolant for cooling the engine is circulated by a mechanical or by an electrical coolant pump which is generally sensible for solid particles floating in the liquid coolant.
  • a simple particle filter could be provided in the engine cooling circuit to protect the coolant pump. The particle filter is only necessary at the start of the engine's lifetime to collect the solid particles but causes a relevant flow resistance over the complete lifetime of the engine. It is an object of the invention to provide an automotive cooling circuit particle separator with a negligible flow resistance for extracting production-caused particles from the coolant flow.
  • the automotive cooling circuit particle separator is provided with an inflexible linear coolant inlet duct, a linear vortex means, a linear separation tube and a particle trap reservoir.
  • the particle separator is following a linear concept with a closed particle trap reservoir so that the engine cooling circuit is a flu id ica lly closed system which can be pressurized.
  • the particle trap reservoir has a relatively small total volume and is dimensioned to accumulate all the production-caused particles from the coolant flow, and has a typical a volume of less than 500 ml, preferably of less than 200 ml.
  • the automotive cooling circuit particle separator according to the invention can be a discrete part of the cooling circuit or can be an integral part of the coolant pump.
  • the vortex means comprises at least one vortex vane for causing the incoming coolant flow to rotate so that the coolant flow is forced into a screw-like flow pattern.
  • a linear separation tube with a circular front opening edge is arranged coaxially with and downstream of the vortex means.
  • the particle trap reservoir is provided radially outside of the separation tube and flu id ically downstream of the front opening edge of the separation tube.
  • the vortex means As soon as the liquid coolant is pumped in the right direction within the engine cooling circuit, the vortex means generates within the liquid coolant current a screw-like vortex flow pattern. This causes the solid particles, as for example moulding sand having a higher specific weight than the liquid coolant to the radial outside of the liquid coolant flow because of centrifugal force. The solid particles pass by the circular front opening edge of the separation tube at its outside and move forward with their individual impulses to the downstream particle trap reservoir.
  • the particle trap reservoir is accessible through one or more openings and is a closed reservoir so that no significant liquid flow is present within the particle trap reservoir.
  • the particle trap reservoir is provided radially outside of the separation tube so that the liquid coolant current flowing through the separation tube provides a linear general flow direction between the inlet and the outlet of the particle separator.
  • the flow resistance of the cooling circuit particle separator is very small so that providing the automotive cooling circuit particle separator in the combustion engine cooling circuit does not significantly increase the lifetime power consumption of the coolant pump.
  • the inlet duct is provided with a hydraulic linearization means for axial linearization of the incoming coolant flow.
  • the linearization means can be in particular realized as static longitudinal blades or as a blade structure. The hydraulic linearization means makes sure that the incoming coolant flow is perfectly linear in longitudinal direction of the cooling circuit particle separator right before the liquid coolant flow hits the vortex means.
  • a radial particle trap inlet opening is provided downstream of the vortex means, whereas the particle trap reservoir is provided downstream of the particle trap inlet opening. Since the liquid coolant flow downstream of the vortex means has a rotational component, the particles have a radial acceleration and movement component so that the particles can radially migrate through the particle trap inlet opening into the particle trap reservoir downstream of the particle trap inlet opening.
  • the particle trap reservoir is realized as a ring cavity provided radially outside of the separation tube and at least in part longitudinally overlapping, when seen in radial direction, with the separation tube.
  • the particle trap reservoir ring cavity can be arranged, for example, directly outside of the cylindrical vortex means tube housing the vortex vanes.
  • the particle trap reservoir ring cavity does not increase the total longitudinal length of the automotive cooling circuit particle separator.
  • the particle trap reservoir ring cavity is provided with a dividing wall blocking a rotational movement of the liquid coolant within the particle trap reservoir ring cavity so that the liquid coolant can not rotate within the ring cavity.
  • the dividing wall is preferably substantially arranged and orientated in a longitudinal direction. Since the liquid coolant within the particle trap reservoir ring cavity does not significantly move or rotate, the accumulated particles reliably remain within the particle trap reservoir for the lifetime of the engine.
  • the linear axis of the cooling circuit particle separator is lying in a horizontal plane when the cooling circuit particle separator is mounted within the automotive device.
  • the hydraulic concept and performance of the cooling circuit particle separator is designed for a horizontal mounting orientation of the particle separator. This allows to design the cooling circuit particle separator precisely for a substantially horizontal orientation of the longitudinal axis so that the flow resistance is optimized.
  • a deaeration opening is provided in a vortex part wall between the particle trap reservoir and the vortex flow passage.
  • This aspect can be an independent inventive aspect used in an automotive cooling circuit particle separator provided with a vortex means and with a closed particle trap reservoir.
  • the circulating liquid coolant can have at least a small volume of air bubbles which could be collected in the particle trap reservoir so that, without a deaeration opening, the particle trap reservoir finally could completely be filled with air.
  • the deaeration opening is provided at a high point or at the highest point of the particle trap reservoir and fluidically connects the particle trap reservoir with the main liquid coolant current upstream of the circular front opening of the separation tube.
  • the fluid located at the deaeration opening and potentially containing air or air bubbles is sucked back into the main liquid coolant current by, for example, a Venturi-effect so that a very constant, small and slowly fluid flow from the particle trap reservoir back into the main liquid coolant current is generated. This fluid flow is that slowly that the solid particles are not carried with this slowly flow through the deaeration opening back into the main current but remain in the particle trap reservoir and sink to the bottom of the particle trap reservoir due to gravity.
  • the deaeration opening is located axially upstream of the separation tube where the relative flow speed of the main coolant liquid coolant flow is relatively high so that the Venturi effect is relatively strong.
  • the radial particle trap inlet opening is located at the vertical top of the vortex part wall separating the particle trap reservoir and the vortex flow passage.
  • the trap inlet opening is therefore located at the vertically highest point of the main liquid coolant flow so that the solid particles, after having entered the particle trap reservoir through the inlet opening, sink down to the bottom of the particle trap reservoir. Since no significant liquid flow is possible within the particle trap reservoir, the accumulated solid particles reliably remain in the particle trap reservoir for the lifetime of the engine.
  • a ring-like guiding wall is provided axially between the particle trap inlet opening edge and the particle trap reservoir ring cavity arranged axially beyond the guiding wall. More preferably, the guiding wall avoids a direct linear liquid coolant current from the particle trap inlet opening to the deaeration opening so that the separation of the air bubbles from the solid particles is improved significantly.
  • the guiding wall causes an initial circumferential flow direction of the incoming and the parallel outgoing liquid coolant flow so that the solid particles are accelerated downwardly before the partial liquid coolant flow turns upwardly and back to the particle trap inlet opening. This effect increases the separation rate of the cooling circuit particle separator.
  • the automotive cooling circuit particle separator is made of three different pieces, namely an inlet duct part defining the inlet duct, a separation tube part defining the separation tube and a separate vortex part defining the vortex means.
  • the vortex part preferably is form fitted with the inlet duct part and/or the separation tube part.
  • the automotive cooling circuit particle separator is based on a modular concept, wherein in particular the vortex part can be selected individually for every different application, whereas the other two parts, namely the inlet duct part and the separation tube part, could be used for many different applications and installation situations.
  • the cooling circuit particle separator should not cause any relevant flow resistance, the hydrodynamic characteristics of the vortex part and, if relevant, of the separation tube part should be perfectly adapted for the hydrodynamic situation of the specific application.
  • the modular concept of the cooling circuit particle separator allows to use identical parts for inlet duct part and, if given, the separation tube part, for different cooling circuit particle separator models so that production costs can be minimized.
  • the separate vortex part is made of another plastic material then the inlet duct part and the separation tube part.
  • the separate vortex part is made of a harder and therefore more expensive plastic material than the other parts.
  • the vortex vane(s) is/are exposed to the somehow abrasive liquid coolant flow. Using a relatively hard (plastic) material allows to provide very thin vortex vanes so that the flow resistance can be minimized.
  • the plastic inlet duct part and the plastic separation tube part are joined together by friction welding, whereas the separate vortex part is hold and fixed preferably only by form-fitting.
  • the friction welding can, for example, be realized by simply rotating the generally circular inlet duct part and the generally circular separation tube part relative to each other so that the assembly of the cooling circuit particle separator is provided simple and cost-effectively.
  • the friction welding includes ultrasonic welding.
  • an automotive cooling circuit comprises an automotive engine, a coolant pump for pumping the coolant within the cooling circuit and an automotive cooling circuit particle separator, preferably based on a linear concept.
  • the particle separator is arranged in the lowest third of the total vertical extent of the complete cooling circuit. More preferably, the cooling particle separator is located downstream of the vertically lowest location of the cooling circuit.
  • the solid particles tend to accumulate at the lowest region of the complete cooling circuit because of gravitation. If the flow velocity of the coolant in the cooling circuit is relatively low, some of the solid particles could be too heavy to be carried away with the liquid coolant flow to a vertically substantially higher position of the coolant circuit.
  • the cooling circuit particle separator comprises a vortex means causing a rotation of the liquid coolant current.
  • the rotational direction of the rotational component of the liquid coolant current flowing through the particle separator outlet is identical with the rotational direction of the pump rotor of the coolant pump.
  • the coolant pump 12 is provided downstream of the cooling circuit particle separator, and the distance between the particle separator outlet and the coolant pump rotor 13 is less than 75 cm.
  • figure 1 shows a vertical longitudinal cross section of an automotive cooling circuit comprising an automotive cooling circuit particle separator according to the invention
  • figure 2 shows a vertical cross section of the cooling circuit particle separator of figure 1
  • figure 3 shows a perspective view of the disassembled cooling circuit particle separator of figures 1 and 2.
  • Figure 1 shows a typical automotive cooling circuit 10 comprising an internal combustion engine 14 as a traction engine, an electric or mechanical coolant pump 12 and an automotive cooling circuit particle separator 200 downstream of the engine 14 and upstream of the coolant pump 12.
  • Figure 1 shows a vertical plane YX, wherein Y is the vertical axis and X is an axial horizontal axis.
  • the cooling circuit particle separator 200 is located in the lowest third of the total vertical extent YC of the complete cooling 10 circuit.
  • the cooling circuit particle separator 200 is located downstream of right after the lowest point of the cooling circuit 10.
  • the linear axis 201 of the cooling circuit particle separator 200 is lying in a horizontal plane XZ.
  • the cooling circuit particle separator 200 is based on a linear concept which means that the particle separator inlet 202 and the particle separator outlet 204 are perfectly in-line with each other having the same longitudinal axis 201.
  • the cooling circuit particle separator 200 is substantially defined by four functional elements, namely an inflexible linear coolant inlet duct 34, a linear vortex means 40, a linear separation tube 50 with a circular front opening edge 52 and a particle trap reservoir 60.
  • the inlet duct 34 is provided with a hydraulic linearization means 30 for axially linearization of the coolant flow entering the cooling circuit particle separator 200 through the particle separator inlet 202.
  • the linearization means 30 is realized by several static longitudinal linearization blades 32. Alternatively, a grid-like or honeycomb-like blade structure can be provided as a linearization means.
  • the linearization means 30 causes the incoming liquid coolant flow to hit the downstream linear vortex means 40 always precisely in axial direction parallel to the longitudinal axis 201.
  • the inlet duct 34 housing is defined by an inlet duct wall 212 having an upstream cylindrical part 34' with the linearization means 30 and a downstream conical part 34".
  • the linear vortex means 40 is arranged coaxially with and downstream of the inlet duct 34, and is defined by a cylindrical vortex part wall 222, by a central displacement core 42 and by several vortex vanes 44 mechanically connecting the displacement core 42 and the surrounding cylindrical vortex part wall 222.
  • the linear vortex means 40 generates a counter-clock-wise rotation of the liquid coolant current, seen from the particle separator inlet 202. The linear liquid coolant flow is thereby changed into a vortex-like flow pattern.
  • the linear separation tube 50 is defined by a substantially cylindrical separation tube wall 232 arranged downstream of the vortex means 40 and has an inner diameter similar to the inner diameter of the inlet duct cylindrical part 34'.
  • the liquid coolant flows through the circular front opening edge 52 of the separation tube 50 to the cooling circuit particle separator outlet 204.
  • the downstream part 232' of the separation tube wall 232 is provided with a hydraulic guiding means 70 guiding the liquid coolant current, for example defining a slight rotational flow component within the liquid coolant current.
  • the hydraulic guiding means 70 is realized by several longitudinal guiding blades 72.
  • the rotational component of the liquid coolant current leaving the cooling circuit particle separator 200 through the outlet 204 is identical with the rotational direction of the pump rotor 13 of the coolant pump 12.
  • the coolant pump 12 is provided downstream of the coolant cooling circuit particle separator 200, and the distance between the particle separator outlet 204 and the coolant pump rotor 13 is about 50 cm but can be even less than 50 cm.
  • a particle trap reservoir 60 is provided radially outside of the separation tube 50 and of the vortex part wall 222.
  • the particle trap reservoir 60 is substantially a cylindrical ring cavity 60' defined at the inside by the cylindrical vortex part wall 222 and at the outside by a cylindrical housing wall 213 being integral with the inlet duct wall 212.
  • the ring cavity 60' of the particle trap reservoir 60 is accessible through a radial particle trap inlet opening 62 provided at the top of the cylindrical vortex part wall 222.
  • a deaeration opening 68 is provided in a vertical top location of the vortex part wall 222.
  • the deaeration opening 68 is, seen in longitudinal direction, located between the separation tube opening edge 52 and the vortex blades 44, and flu id ically connects the particle trap reservoir 60 and the vortex flow passage 55 between the vortex blades 44 and the separation tube opening edge 52.
  • a ring-like guiding wall 64 is provided at the front edge of the particle trap inlet opening 62 and blocks a direct axial flow between the particle trap inlet opening 62 and the deaeration opening 68.
  • An axial longitudinal dividing wall 66 is provided within the trap reservoir ring cavity 60' for blocking any rotational movement of the coolant in the particle trap reservoir ring cavity 60'.
  • the dividing wall 66 is provided integrally with the vortex part wall 222, and is, seen in vertical cross-section, located not in the middle but in 270° so that the rotational component of the incoming particles causes the particles to fill up the 270° space.
  • the cooling circuit particle separator 200 has a modular concept, and is assembled from three parts, namely a plastic inlet duct part 210 defining the inlet duct 34, a plastic separation tube part 230 defining the separation tube 50 and a separate plastic vortex part 220 defining the vortex means 40.
  • the vortex part 230 is form-fitting assembled with the inlet duct part 210 and the separation tube part 230.
  • the vortex part 220 is made of another and harder plastic material, for example made of Polyphenylensulfid, than the inlet duct part 210 and the separation tube part 230 which can be made of Polyamid 66.
  • the plastic inlet duct part 210 and the plastic separation tube part 230 are welded together by friction welding so that a fluid tight positive substance jointing is realized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cyclones (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

The invention is directed to an automotive cooling circuit particle separator (200) for an automotive engine cooling circuit (10) with a circulating liquid coolant, comprising an inflexible linear coolant inlet duct (34), a linear vortex means (40) arranged coaxially with and downstream of the inlet duct (34), the vortex means (40) comprising at least one vortex vane (44) for rotating the incoming coolant flow, a linear separation tube (50) with a circular front opening edge (52) arranged coaxially with and downstream of the vortex means (40), and a particle trap reservoir (60) radially outside of the separation tube (50) and downstream of the front opening edge (52) of the separation tube (50).

Description

Automotive cooling circuit particle separator
The invention refers to an automotive cooling circuit particle separator for an automotive engine cooling circuit.
Before the very first activation of an automotive engine, for example of an internal combustion engine, it can generally not be excluded that small amounts of moulding sand and of other production-caused particles still are present in the cooling channels of the engine block. The liquid coolant for cooling the engine is circulated by a mechanical or by an electrical coolant pump which is generally sensible for solid particles floating in the liquid coolant. Generally, a simple particle filter could be provided in the engine cooling circuit to protect the coolant pump. The particle filter is only necessary at the start of the engine's lifetime to collect the solid particles but causes a relevant flow resistance over the complete lifetime of the engine. It is an object of the invention to provide an automotive cooling circuit particle separator with a negligible flow resistance for extracting production-caused particles from the coolant flow.
This object is solved with an automotive cooling circuit particle separator with the features of claim 1.
The automotive cooling circuit particle separator is provided with an inflexible linear coolant inlet duct, a linear vortex means, a linear separation tube and a particle trap reservoir. The particle separator is following a linear concept with a closed particle trap reservoir so that the engine cooling circuit is a flu id ica lly closed system which can be pressurized. The particle trap reservoir has a relatively small total volume and is dimensioned to accumulate all the production-caused particles from the coolant flow, and has a typical a volume of less than 500 ml, preferably of less than 200 ml.
The automotive cooling circuit particle separator according to the invention can be a discrete part of the cooling circuit or can be an integral part of the coolant pump. The vortex means comprises at least one vortex vane for causing the incoming coolant flow to rotate so that the coolant flow is forced into a screw-like flow pattern. A linear separation tube with a circular front opening edge is arranged coaxially with and downstream of the vortex means. The particle trap reservoir is provided radially outside of the separation tube and flu id ically downstream of the front opening edge of the separation tube.
As soon as the liquid coolant is pumped in the right direction within the engine cooling circuit, the vortex means generates within the liquid coolant current a screw-like vortex flow pattern. This causes the solid particles, as for example moulding sand having a higher specific weight than the liquid coolant to the radial outside of the liquid coolant flow because of centrifugal force. The solid particles pass by the circular front opening edge of the separation tube at its outside and move forward with their individual impulses to the downstream particle trap reservoir. The particle trap reservoir is accessible through one or more openings and is a closed reservoir so that no significant liquid flow is present within the particle trap reservoir. The particle trap reservoir is provided radially outside of the separation tube so that the liquid coolant current flowing through the separation tube provides a linear general flow direction between the inlet and the outlet of the particle separator. As a result, the flow resistance of the cooling circuit particle separator is very small so that providing the automotive cooling circuit particle separator in the combustion engine cooling circuit does not significantly increase the lifetime power consumption of the coolant pump.
The separating rate of the automotive cooling circuit particle separator needn't be very high because the coolant is flowing in a closed circuit so that, even with a relatively low separating rate per cycle, the production-caused particles are separated after less than one hour, in particular even after less than 10 minutes, of an initial coolant pump activity. The accumulated particles remain in the particle trap reservoir for the lifetime of the engine. Preferably, the inlet duct is provided with a hydraulic linearization means for axial linearization of the incoming coolant flow. The linearization means can be in particular realized as static longitudinal blades or as a blade structure. The hydraulic linearization means makes sure that the incoming coolant flow is perfectly linear in longitudinal direction of the cooling circuit particle separator right before the liquid coolant flow hits the vortex means. As a result, the separating effect as well as the flow resistance of the cooling circuit particle separator are perfectly defined and reproducible under different circumstances with respect to the flow direction components of the incoming coolant liquid flow entering the cooling circuit particle separator. This allows to design the cooling circuit particle separator with a very low flow resistance because no substantial functionality reserve for a non-perfect and disadvantageous mounting situation needs to be included in the design. Preferably, a radial particle trap inlet opening is provided downstream of the vortex means, whereas the particle trap reservoir is provided downstream of the particle trap inlet opening. Since the liquid coolant flow downstream of the vortex means has a rotational component, the particles have a radial acceleration and movement component so that the particles can radially migrate through the particle trap inlet opening into the particle trap reservoir downstream of the particle trap inlet opening.
Preferably, the particle trap reservoir is realized as a ring cavity provided radially outside of the separation tube and at least in part longitudinally overlapping, when seen in radial direction, with the separation tube. The particle trap reservoir ring cavity can be arranged, for example, directly outside of the cylindrical vortex means tube housing the vortex vanes. The particle trap reservoir ring cavity does not increase the total longitudinal length of the automotive cooling circuit particle separator. Preferably, the particle trap reservoir ring cavity is provided with a dividing wall blocking a rotational movement of the liquid coolant within the particle trap reservoir ring cavity so that the liquid coolant can not rotate within the ring cavity. The dividing wall is preferably substantially arranged and orientated in a longitudinal direction. Since the liquid coolant within the particle trap reservoir ring cavity does not significantly move or rotate, the accumulated particles reliably remain within the particle trap reservoir for the lifetime of the engine.
Preferably, the linear axis of the cooling circuit particle separator is lying in a horizontal plane when the cooling circuit particle separator is mounted within the automotive device. The hydraulic concept and performance of the cooling circuit particle separator is designed for a horizontal mounting orientation of the particle separator. This allows to design the cooling circuit particle separator precisely for a substantially horizontal orientation of the longitudinal axis so that the flow resistance is optimized. Preferably, a deaeration opening is provided in a vortex part wall between the particle trap reservoir and the vortex flow passage. This aspect can be an independent inventive aspect used in an automotive cooling circuit particle separator provided with a vortex means and with a closed particle trap reservoir.
The circulating liquid coolant can have at least a small volume of air bubbles which could be collected in the particle trap reservoir so that, without a deaeration opening, the particle trap reservoir finally could completely be filled with air. The deaeration opening is provided at a high point or at the highest point of the particle trap reservoir and fluidically connects the particle trap reservoir with the main liquid coolant current upstream of the circular front opening of the separation tube. The fluid located at the deaeration opening and potentially containing air or air bubbles is sucked back into the main liquid coolant current by, for example, a Venturi-effect so that a very constant, small and slowly fluid flow from the particle trap reservoir back into the main liquid coolant current is generated. This fluid flow is that slowly that the solid particles are not carried with this slowly flow through the deaeration opening back into the main current but remain in the particle trap reservoir and sink to the bottom of the particle trap reservoir due to gravity.
More preferably, the deaeration opening is located axially upstream of the separation tube where the relative flow speed of the main coolant liquid coolant flow is relatively high so that the Venturi effect is relatively strong.
Preferably, the radial particle trap inlet opening is located at the vertical top of the vortex part wall separating the particle trap reservoir and the vortex flow passage. The trap inlet opening is therefore located at the vertically highest point of the main liquid coolant flow so that the solid particles, after having entered the particle trap reservoir through the inlet opening, sink down to the bottom of the particle trap reservoir. Since no significant liquid flow is possible within the particle trap reservoir, the accumulated solid particles reliably remain in the particle trap reservoir for the lifetime of the engine.
Preferably, a ring-like guiding wall is provided axially between the particle trap inlet opening edge and the particle trap reservoir ring cavity arranged axially beyond the guiding wall. More preferably, the guiding wall avoids a direct linear liquid coolant current from the particle trap inlet opening to the deaeration opening so that the separation of the air bubbles from the solid particles is improved significantly. In addition, the guiding wall causes an initial circumferential flow direction of the incoming and the parallel outgoing liquid coolant flow so that the solid particles are accelerated downwardly before the partial liquid coolant flow turns upwardly and back to the particle trap inlet opening. This effect increases the separation rate of the cooling circuit particle separator.
According to an independent invention aspect, the automotive cooling circuit particle separator is made of three different pieces, namely an inlet duct part defining the inlet duct, a separation tube part defining the separation tube and a separate vortex part defining the vortex means. The vortex part preferably is form fitted with the inlet duct part and/or the separation tube part. The automotive cooling circuit particle separator is based on a modular concept, wherein in particular the vortex part can be selected individually for every different application, whereas the other two parts, namely the inlet duct part and the separation tube part, could be used for many different applications and installation situations. Since the cooling circuit particle separator should not cause any relevant flow resistance, the hydrodynamic characteristics of the vortex part and, if relevant, of the separation tube part should be perfectly adapted for the hydrodynamic situation of the specific application. The modular concept of the cooling circuit particle separator allows to use identical parts for inlet duct part and, if given, the separation tube part, for different cooling circuit particle separator models so that production costs can be minimized. Preferably, the separate vortex part is made of another plastic material then the inlet duct part and the separation tube part. Preferably, the separate vortex part is made of a harder and therefore more expensive plastic material than the other parts. The vortex vane(s) is/are exposed to the somehow abrasive liquid coolant flow. Using a relatively hard (plastic) material allows to provide very thin vortex vanes so that the flow resistance can be minimized.
Preferably, the plastic inlet duct part and the plastic separation tube part are joined together by friction welding, whereas the separate vortex part is hold and fixed preferably only by form-fitting. The friction welding can, for example, be realized by simply rotating the generally circular inlet duct part and the generally circular separation tube part relative to each other so that the assembly of the cooling circuit particle separator is provided simple and cost-effectively. The friction welding includes ultrasonic welding.
According to another independent inventive aspect, an automotive cooling circuit comprises an automotive engine, a coolant pump for pumping the coolant within the cooling circuit and an automotive cooling circuit particle separator, preferably based on a linear concept. The particle separator is arranged in the lowest third of the total vertical extent of the complete cooling circuit. More preferably, the cooling particle separator is located downstream of the vertically lowest location of the cooling circuit. Generally, the solid particles tend to accumulate at the lowest region of the complete cooling circuit because of gravitation. If the flow velocity of the coolant in the cooling circuit is relatively low, some of the solid particles could be too heavy to be carried away with the liquid coolant flow to a vertically substantially higher position of the coolant circuit. If the particle separator is arranged right after the lowest region of the cooling circuit, the particles accumulated at the lowest region do not need the to be transported to a higher point of the circuit, and are separated immediately by the cooling circuit particle separator right after the first start of the coolant pump. According to an independent inventive aspect, the cooling circuit particle separator comprises a vortex means causing a rotation of the liquid coolant current. The rotational direction of the rotational component of the liquid coolant current flowing through the particle separator outlet is identical with the rotational direction of the pump rotor of the coolant pump. The coolant pump 12 is provided downstream of the cooling circuit particle separator, and the distance between the particle separator outlet and the coolant pump rotor 13 is less than 75 cm.
The invention is described with reference to the enclosed drawings, wherein figure 1 shows a vertical longitudinal cross section of an automotive cooling circuit comprising an automotive cooling circuit particle separator according to the invention, figure 2 shows a vertical cross section of the cooling circuit particle separator of figure 1, and figure 3 shows a perspective view of the disassembled cooling circuit particle separator of figures 1 and 2.
Figure 1 shows a typical automotive cooling circuit 10 comprising an internal combustion engine 14 as a traction engine, an electric or mechanical coolant pump 12 and an automotive cooling circuit particle separator 200 downstream of the engine 14 and upstream of the coolant pump 12. Figure 1 shows a vertical plane YX, wherein Y is the vertical axis and X is an axial horizontal axis. As a schematically is indicated in figure 1, the cooling circuit particle separator 200 is located in the lowest third of the total vertical extent YC of the complete cooling 10 circuit. Preferably, the cooling circuit particle separator 200 is located downstream of right after the lowest point of the cooling circuit 10. The linear axis 201 of the cooling circuit particle separator 200 is lying in a horizontal plane XZ. The cooling circuit particle separator 200 is based on a linear concept which means that the particle separator inlet 202 and the particle separator outlet 204 are perfectly in-line with each other having the same longitudinal axis 201. The cooling circuit particle separator 200 is substantially defined by four functional elements, namely an inflexible linear coolant inlet duct 34, a linear vortex means 40, a linear separation tube 50 with a circular front opening edge 52 and a particle trap reservoir 60.
The inlet duct 34 is provided with a hydraulic linearization means 30 for axially linearization of the coolant flow entering the cooling circuit particle separator 200 through the particle separator inlet 202. The linearization means 30 is realized by several static longitudinal linearization blades 32. Alternatively, a grid-like or honeycomb-like blade structure can be provided as a linearization means. The linearization means 30 causes the incoming liquid coolant flow to hit the downstream linear vortex means 40 always precisely in axial direction parallel to the longitudinal axis 201. The inlet duct 34 housing is defined by an inlet duct wall 212 having an upstream cylindrical part 34' with the linearization means 30 and a downstream conical part 34". The linear vortex means 40 is arranged coaxially with and downstream of the inlet duct 34, and is defined by a cylindrical vortex part wall 222, by a central displacement core 42 and by several vortex vanes 44 mechanically connecting the displacement core 42 and the surrounding cylindrical vortex part wall 222. The linear vortex means 40 generates a counter-clock-wise rotation of the liquid coolant current, seen from the particle separator inlet 202. The linear liquid coolant flow is thereby changed into a vortex-like flow pattern.
The linear separation tube 50 is defined by a substantially cylindrical separation tube wall 232 arranged downstream of the vortex means 40 and has an inner diameter similar to the inner diameter of the inlet duct cylindrical part 34'. The liquid coolant flows through the circular front opening edge 52 of the separation tube 50 to the cooling circuit particle separator outlet 204. The downstream part 232' of the separation tube wall 232 is provided with a hydraulic guiding means 70 guiding the liquid coolant current, for example defining a slight rotational flow component within the liquid coolant current. The hydraulic guiding means 70 is realized by several longitudinal guiding blades 72.
The rotational component of the liquid coolant current leaving the cooling circuit particle separator 200 through the outlet 204 is identical with the rotational direction of the pump rotor 13 of the coolant pump 12. The coolant pump 12 is provided downstream of the coolant cooling circuit particle separator 200, and the distance between the particle separator outlet 204 and the coolant pump rotor 13 is about 50 cm but can be even less than 50 cm.
A particle trap reservoir 60 is provided radially outside of the separation tube 50 and of the vortex part wall 222. The particle trap reservoir 60 is substantially a cylindrical ring cavity 60' defined at the inside by the cylindrical vortex part wall 222 and at the outside by a cylindrical housing wall 213 being integral with the inlet duct wall 212. The ring cavity 60' of the particle trap reservoir 60 is accessible through a radial particle trap inlet opening 62 provided at the top of the cylindrical vortex part wall 222. A deaeration opening 68 is provided in a vertical top location of the vortex part wall 222. The deaeration opening 68 is, seen in longitudinal direction, located between the separation tube opening edge 52 and the vortex blades 44, and flu id ically connects the particle trap reservoir 60 and the vortex flow passage 55 between the vortex blades 44 and the separation tube opening edge 52.
A ring-like guiding wall 64 is provided at the front edge of the particle trap inlet opening 62 and blocks a direct axial flow between the particle trap inlet opening 62 and the deaeration opening 68. An axial longitudinal dividing wall 66 is provided within the trap reservoir ring cavity 60' for blocking any rotational movement of the coolant in the particle trap reservoir ring cavity 60'. The dividing wall 66 is provided integrally with the vortex part wall 222, and is, seen in vertical cross-section, located not in the middle but in 270° so that the rotational component of the incoming particles causes the particles to fill up the 270° space.
As shown in figure 3, the cooling circuit particle separator 200 has a modular concept, and is assembled from three parts, namely a plastic inlet duct part 210 defining the inlet duct 34, a plastic separation tube part 230 defining the separation tube 50 and a separate plastic vortex part 220 defining the vortex means 40. The vortex part 230 is form-fitting assembled with the inlet duct part 210 and the separation tube part 230. The vortex part 220 is made of another and harder plastic material, for example made of Polyphenylensulfid, than the inlet duct part 210 and the separation tube part 230 which can be made of Polyamid 66. The plastic inlet duct part 210 and the plastic separation tube part 230 are welded together by friction welding so that a fluid tight positive substance jointing is realized.

Claims

C L A I M S
1. An automotive cooling circuit particle separator (200) for an automotive engine cooling circuit (10) with a circulating liquid coolant, comprising an inflexible linear coolant inlet duct (34), a linear vortex means (40) arranged coaxially with and downstream of the inlet duct (34), the vortex means (40) comprising at least one vortex vane (44) for rotating the incoming coolant flow, a linear separation tube (50) with a circular front opening edge (52) arranged coaxially with and downstream of the vortex means (40), and a particle trap reservoir (60) radially outside of the separation tube (50) and downstream of the front opening edge (52) of the separation tube (50).
2. The automotive cooling circuit particle separator (200) according to one of the preceding claims, wherein the inlet duct (34) is provided with a hydraulic linearization means (30) for axial linearization of the incoming coolant flow.
3. The automotive cooling circuit particle separator (200) according one of the preceding claims, wherein a radial particle trap inlet opening (62) is provided downstream of the vortex means (40).
4. The automotive cooling circuit particle separator (200) according to one of the preceding claims, wherein the particle trap reservoir (60) is a ring cavity (60') provided radially outside of the separation tube (50) and preferably being at least in part overlapping with the separation tube (50).
5. The automotive cooling circuit particle separator (200) according to claim 4, wherein the particle trap reservoir ring cavity (60') is provided with a dividing wall (66) blocking a rotational movement of the coolant in the particle trap reservoir ring cavity (60').
6. The automotive cooling circuit particle separator (200) according to one of the preceding claims, wherein the linear axis (201) of the cooling circuit particle separator (200) is lying in a horizontal plane.
7. The automotive cooling circuit particle separator (200) according to one of the preceding claims, wherein a deaeration opening (68) is provided in a vortex part wall (222) between the particle trap reservoir (60) and the vortex flow passage (55), whereas the deaeration opening (68) preferably is located axially upstream of the separation tube opening edge (52).
8. The automotive cooling circuit particle separator (200) according to one of the preceding claims, wherein the radial particle trap inlet opening (62) is located at the vertical top of the vortex part wall (222) separating the particle trap reservoir (60) and the vortex flow passage (55).
9. The automotive cooling circuit particle separator (200) according to one of the preceding claims 3 to 8, wherein a ring-like guiding wall (64) is provided axially between the particle trap inlet opening (62) and the particle trap reservoir ring cavity (60') lying beyond the guiding wall (64).
10. The automotive cooling circuit particle separator (200) according to one of the preceding claims, with an inlet duct part (210) defining the inlet duct (34), a separation tube part (230) defining the separation tube (50), and a separate vortex part (220) defining the vortex means (40) and being form-fitted assembled with the inlet duct part (210) and/or the separation tube part (230).
11. The automotive cooling circuit particle separator (200) according to the preceding claim, wherein the separate vortex part (220) is made of another plastic material than the inlet duct part (210) and the separation tube part (230).
12. The automotive cooling circuit particle separator (200) according to one of the preceding claims 10 or 11, wherein the plastic inlet duct part (210) and the plastic separation tube part (230) are joined by friction welding.
13. An automotive cooling circuit (10) comprising an automotive engine (14), a coolant pump (12) for pumping the coolant within the cooling circuit (10), and an automotive cooling circuit particle separator (200) with the features of one of the preceding claims, whereas the particle separator (200) is arranged in the lowest third of the total vertical extent (YC) of the cooling circuit (10).
14. The automotive cooling circuit (10) according to claim 13, wherein the coolant pump (12) is provided downstream of the cooling circuit particle separator (200), the distance between the particle separator outlet (204) and the coolant pump rotor (13) is less than 75 cm and the rotational direction of the rotational component of the liquid coolant current flowing through the particle separator outlet (202) is identical with the rotational direction of a pump rotor (13) of the coolant pump (12).
EP21733738.5A 2021-06-09 2021-06-09 Automotive cooling circuit particle separator Active EP4352344B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2021/065512 WO2022258173A1 (en) 2021-06-09 2021-06-09 Automotive cooling circuit particle separator

Publications (2)

Publication Number Publication Date
EP4352344A1 true EP4352344A1 (en) 2024-04-17
EP4352344B1 EP4352344B1 (en) 2025-03-19

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ID=76532175

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Application Number Title Priority Date Filing Date
EP21733738.5A Active EP4352344B1 (en) 2021-06-09 2021-06-09 Automotive cooling circuit particle separator

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EP (1) EP4352344B1 (en)
WO (1) WO2022258173A1 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1887781A (en) * 1930-09-06 1932-11-15 Automotive Accessories Company Method and apparatus for removing sediment from automobile cooling systems
CA1109808A (en) * 1977-12-07 1981-09-29 Dennis G. Krohn Deaerator device
DE3407683A1 (en) * 1984-03-02 1985-09-12 Motoren-Werke Mannheim AG vorm. Benz Abt. stationärer Motorenbau, 6800 Mannheim Pump unit
DE102015208769B4 (en) * 2015-05-12 2026-03-12 Bayerische Motoren Werke Aktiengesellschaft Filling system for vacuum filling of coolant
CN105545457B (en) * 2016-02-05 2019-02-22 东风商用车有限公司 Engine cooling system with grit chamber and control method thereof

Also Published As

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EP4352344B1 (en) 2025-03-19

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