GB2388923A - Vehicle thermal control system - Google Patents

Vehicle thermal control system Download PDF

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Publication number
GB2388923A
GB2388923A GB0212108A GB0212108A GB2388923A GB 2388923 A GB2388923 A GB 2388923A GB 0212108 A GB0212108 A GB 0212108A GB 0212108 A GB0212108 A GB 0212108A GB 2388923 A GB2388923 A GB 2388923A
Authority
GB
United Kingdom
Prior art keywords
control system
engine
vehicle
thermal
thermal management
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.)
Withdrawn
Application number
GB0212108A
Other versions
GB0212108D0 (en
Inventor
Gareth Rhys Thomas
Marcus Carl Williams
Richard James Holben
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.)
Marelli Automotive Systems UK Ltd
Original Assignee
Calsonic Kansei UK Ltd
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 Calsonic Kansei UK Ltd filed Critical Calsonic Kansei UK Ltd
Priority to GB0212108A priority Critical patent/GB2388923A/en
Publication of GB0212108D0 publication Critical patent/GB0212108D0/en
Publication of GB2388923A publication Critical patent/GB2388923A/en
Withdrawn legal-status Critical Current

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
    • F01P11/14—Indicating devices; Other safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00985—Control systems or circuits characterised by display or indicating devices, e.g. voice simulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • 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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

A total vehicle thermal controller for use in a vehicle having an engine thermal management system and a passenger compartment climate control system, the thermal controller being adapted to control operation of both the engine thermal management system and the passenger compartment control system.

Description

i -1 Vehicle Thermal Control System This invention relates to a vehicle
thermal control system and, more particularly to engine thermal management and compartment climate control within a vehicle.
In recent years, government legislation has been introduced in order to reduce automotive vehicle emissions and fuel consumption, and there is therefore an increasing requirement for thermal management control systems. Such systems are used to control engine cooling systems to monitor and control rapid temperature rise of an engine and to maintain coolant parameters within a tight band oftemperatures, thereby reducing exhaust emissions and fuel consumption. An engine cooling system typically has many functions within a vehicle, such as removing excess heat from the engine, maintaining engine operating temperature, disconnecting itself to allow the temperature of a cold engine to increase rapidly and providing means for warming the passenger compartment. There are generally two types of automotive cooling system, namely air and liquid. Air cooling systems use large cylindrical cooling fins to remove excess heat from the engine. Liquid cooling systems generally circulate a mixture of water and/or coolant through waterjackets. The coolant collects excess heat and carries it out ofthe engine.
Liquid cooling systems offer several advantages over air cooling systems, including the ability to provide more precise control over engine operating temperatures, less temperature variation within the engine, reduced exhaust emissions because of the improved temperature control, and improved heater operation to warm passengers within the vehicle compartment. As such, liquid cooling systems are typically used in modern automotive vehicles.
Liquid cooling systems generally consist of an engine water jacket, thermostat, water pump, radiator, radiator cap, fan, fan drive belt (if necessary) and hoses as required. The water pump is typically an impeller or centrifugal pump that forces coolant through the engine block, intake manifold, hoses and radiator. It is driven by a fan belt running offthe crankshaft pulley.
The spinning crankshaft pulley causes the fan belt to turn the water pump pulley, pump shaft, and impeller. Coolant trapped between the impeller blades is forced outward, producing
-2 suction in the central area of the pump housing and pressure in the outer area of the housing.
Since the pump inlet is near the centre, pressurised coolant is pulled out of the radiator, through a lower hose, and into the engine. It circulates through the engine block, around the cylinders, and up through the cylinder heads, and back into the radiator.
Cooling system fans pull air through the core of the radiator and over the engine to help remove heat. Typically, a belt or an electric motor drives the fan. Electric fan switches use an electric motor and a thermostatic switch to provide a cooling action. When the engine is cold, the switch is open. This keeps the fan from spinning and speeds engine warm-up. After warm-up, the switch closes to operate the fan and provide cooling. An electric engine fan saves energy and increases cooling system efficiency by only functioning when required. By speeding engine warm-up, it reduces emissions and fuel consumption.
At the heart of a conventional thermal management control system used to control the operation of the above-described liquid cooling system, is a microprocessor controller which may form part of the engine management control unit or it may be a separate module. The microprocessor retains the software algorithms which are used to control fluid flow around the vehicle coolant circuit. To ensure that the engine is maintained at a proper operating temperature, the controller operates to maintain coolant within a predetermined range of temperatures. This may be accomplished in many ways. Firstly, the electric cooling fan could be turned on or off, or its speed may be increased or decreases, to ensure that the coolant remains within the range of acceptable temperatures. Secondly, the water pump speed could be increased or decreased to either cool or warm the engine. Third, the flow rate of the coolant into the radiator could be increased to cool the engine or decreased to warm the engine.
Finally, a combination of two or more of these controls could be used.
Furthermore, vehicle air-conditioning systems are well-known in the art. Such systems usually take the form of a combined heating and cooling system, which can draw air in from outside at the front of the vehicle and re-circulate air from inside the vehicle. Heating is performed by a heat exchanger using engine heat, and cooling by an evaporator which is part of a refrigeration system. The air is moved through the system by a fan or blower, the speed
( -3 of which may be varied, and is output into the vehicle interior through one or more nozzles or other openings at the front of the passenger compartment. Air blend controls are operable by vehicle occupants, or by an automatic control system, to vary the interior temperature of the vehicle. A user interface/controller may be located on the vehicle dashboard to enable a user to control the operation of the climate control system. Similar heating systems are known in which no evaporator is present.
Although heating of air may be achieved in the above-described system using engine heat, the controller used to control operation of a conventional vehicle passenger compartment climate control system is an entirely separate module from the engine management control unit and, as such, there is little interaction between the two systems, which can result in duplication of functionality. Further, the provision of two separate thermal control systems increases the complexity and inevitably the cost of the overall vehicle thermal management control system.
We have now devised an arrangement which overcomes the problems outlined above. Thus, in accordance with the present invention, there is provided a thermal control system for use in a vehicle having an engine thermal management system and a passenger compartment climate control system, said thermal control system being adapted to control operation of both the engine thermal management system and the passenger compartment control system.
In other words, the present invention provides a total vehicle thermal controller, in the sense that it combines two separate vehicle thermal control systems, i.e. the engine thermal management system and the passenger compartment climate control system, into a single integrated unit. As in the above-described fully automatic climate controlled vehicle, a user interface/controller may be located in the vehicle dashboard, such that the system of the present invention may look and perform in the same way as a conventional climate controller except that, unseen by the vehicle user, it is not only controlling the climate control system but also the engine thermal management system.
In a preferred embodiment, the control system comprises processing means for generating control outputs to control components forming part of said engine thermal management system and said passenger compartment climate control system.
Beneficially the thermal control system comprises a user interface for enabling user control of said climate control system; and preferably the user interface includes or comprises a liquid crystal display (LCD) screen.
In one embodiment of the invention, the user interface is mounted in or on a dashboard of a vehicle. The user interface may be operable in a normal mode and a diagnostic mode, wherein in the normal mode the climate control system can be user-controlled and in the diagnostic mode diagnostic information relating to the engine thermal management system and/or the climate control system is displayed or otherwise provided.
The control system of the present invention may comprise an input module for receiving values relating to various components of the engine thermal management system and/or the passenger compartment climate control system, and processing means for receiving the values from the input module and computing output values therefrom.
An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawings, in which: Figure I is a schematic block diagram of a thermal control system according to an exemplary embodiment of the present invention; Figure 2 is a schematic representation of the display of the system of Figure I when it is used in a diagnostic mode;
( -s- Figure 3 is a schematic block diagram illustrating the internal architecture of the system of Figure 1; and Figure 4 is a schematic representation of the display system of Figure 1 when it is used in conventional climate system mode.
Referring to Figure I of the drawings, a vehicle thermal control system 10 according to an exemplary embodiment of the present invention comprises a control panel 12 which allows user interaction with a microprocessor (not shown) which retains the software algorithms required to control the operation of both the engine thermal management system and the passenger compartment climate control system. The primary inputs to the control system 10 and the main components controlled by the system 10 are also illustrated in Figure 1.
In more detail, the speed at which the water/coolant pump within the engine cooling system is monitored and controlled, as illustrated by block 14. As explained above, the control system can increase or decrease the speed of operation of the pump to cool or warm the engine. The engine cooling system further comprises an engine metal or coolant temperature sensor, readings from which are input to the system 10, as illustrated by block 16. Once the coolant has circulated around the engine, it can be cooled (for re-circulation) by an electronically controlled compressor, and the operation of such a compressor is controlled by the control system 10, as illustrated by block 28.
As explained above, the electric cooling fan of the engine cooling system can be turned on or off, and its speed of operation may be increased or decreased, to ensure that the coolant is within the range of acceptable temperatures. The operation and speed of operation of the cooling fan is monitored and controlled by the thermal control system 10, as illustrated by block 18.
Further, as explained above, the flow rate through the flow control valve and into the radiator of the engine cooling system can be increased to cool the engine and decreased to warm the engine. Thus, operation of the flow control valve is controlled by the thermal control system 10, as illustrated by block 20.
( -6 ln addition to the above-mentioned engine thermal management factors, the control system 10 also controls the climate control factors, comprising primarily of the variation of the speed ofthe blower fan motor (block 22), bearing in mind that the blower fan draws air from outside the vehicle into a delivery duct through an evaporator or heater and then blows the air out into the passenger compartment. Sensors are provided at various positions within the passenger compartment to monitor the temperature therein, and the outputs from such sensors are input to the control system 10 (as illustrated by block 24) such that the temperature of air being blown into the compartment can be controlled according to user requirements indicated by the settings on the control panel 12. The remaining climate control system components controlled by the system 10 are illustrated generally by block 26 which relates to "climate system actuator assemblies". It will be appreciated that this component or set of components will be substantially the same as those required for a conventional climate control system.
The engine cooling system includes an ambient temperature sensor (not shown) and, at vehicle start-up, the control system 10 obtains readings from the ambient temperature sensor and the engine metal or coolant sensor. To assist in the rapid warm up of the engine, the control system 10 closes the flow control valve (or keeps it closed) to prevent the flow of cold coolant to the engine, thereby allowing the coolant already in the engine to cycle internally until warm up of the engine has been achieved. At that point, the control system causes the electronic valve to open allowing coolant to flow through heat exchangers located at the front of the vehicle and inside the dashboard.
As mentioned briefly above, coolant flow rate after engine warm up is controlled by a signal transmitted from the control system 10 to the electrical coolant pump. Airflow is controlled by the control system 10 sending signals to both a series of air shutters (not shown) and an electronically controlled cooling motor fan located at the front of the vehicle. Once the engine is detennined by the control system 10 to have reached its optimum temperature, the control system 10 controls the coolant flow and the airflow to maintain the coolant temperature between tight limits.
( -7 As explained above, while the control system 10 is controlling the coolant temperature circulating within the engine, it also provides a user interface 12 for the climate control system and it controls the climate control system itself.
The control system 10 can be used in a normal operative mode (as described above), and Figure 4 illustrates schematically a display system which may be provided in the vehicle compartment, or in a diagnostic mode. If diagnostics are required, either a climate system screen or a coolant thermal management screen can be displayed on the user interface 12 located in the centre of the dashboard. An example of how the coolant thermal management screen might look is shown in Figure 2 of the drawings. The diagnostic screen shown in Figure 2 may be used by the user to determine coolant or engine metal temperature, coolant pump duty cycle and/or flow rate, electric cooling motor fan duty cycle and/or speed, coolant valve duty cycle or position, ambient air temperature, and electric air shutter position, whereby O may indicate that it is open and 100 may indicate that it is closed, with integers between O and 100 being used to indicate that the air shutter(s) are partially open and the extent to which they are open.
Referring now to Figure 3 of the drawings, the internal architecture of an exemplary embodiment of the control system 10 according to the invention is shown. At the heart of the control system 10 is a microprocessor 100 which receives input parameters from an input module 102. A power supply module 104 supplies the power required by the microprocessor for operation. A clock module 106 is also provided.
The input module 102 receives signals from various sensors and components forming part of the coolant thermal management system and the climate control system. Thus, the input module 102 receives signals/values representing engine metal temperature 108, coolant temperature 110, vehicle speed 112, a user input A temperature 114(i.e. the temperature to which the passenger compartment might be required to be cooled), a user input B temperature 116 (i.e. the temperature to which the passenger compartment might be required to be heated), a user air distribution 118 (i.e. the direction in which air is required to be blown into the passenger compartment), air quality and humidity 120, user fan speed input 122 (i.e. the speed
( -8 at which air is required by the user to be blown into the passenger compartment), sun load, in-
car temperature (i.e. the temperature in the passenger compartment), ambient temperature, and air mix temperature 124, engine ECU signals 126, and component system feedback 128.
The above values and signals are entered into the microprocessor 100 upon request/as required by the input module 102. The microprocessor processes the input values using suitable algorithms retained therein, and outputs actuation signals to a display driver module 130, and actuator module 132 and a communications module 134, as well as an output module 136.
The output module 136 controls the electronic coolant valve, blower power module, engine cooling motor and electric air shutter of the coolant thermal management system. The communications module 134 sends and receives control signals to and from other vehicle systems. It will be appreciated by a person skilled in the art that most of the elements of the internal architecture illustrated in Figure 3 are required to realise a conventional climate control system. The object of the present invention is to provide a single control system which controls the operation of the vehicle coolant thermal management system as well as the climate control system. In order to achieve this object, in the exemplary embodiment illustrated in Figure 3, it is additionally necessary to input the engine metal temperature and the engine ECU signals (block 126) to the input module 102, and provide an output module 136 which controls the electronic coolant valve, blower power module, engine cooling motor and electric air shutter, as set out above.
The control system of the present invention offers significant advantages over conventional climate control and thermal management control systems. As explained above, it combines the climate control functionality and thermal management control functionality into a single, microprocessorcontrolled component. In fact, the control system of the present invention uses up to 95% of the signals already generated or present within a conventional climate control system, thereby eliminating unnecessary duplication of functionality and simplyfing the overall vehicle thermal management system. Further, it is able to present information to a driver or maintenance technician regarding both the climate control system and the thermal
( -9- management system by means of an LCD display user interface which may be located on the dashboard. Still further, the control system is able to record fault conditions relating to both the climate control and the thermal management system modules.
Although a specific exemplary embodiment ofthe present invention has beendescribed above, it will be appreciated by a person skilled in the art that modifications and variations can be made to the described embodiment without departing from the scope of the invention as defined by the appended claims.

Claims (8)

( -10 CLAIMS:
1. A thermal control system for use in a vehicle having an engine thermal management system and a passenger compartment climate control system, said thermal control system being adapted to control operation of both the engine thermal management system and the passenger compartment climate control system.
2. A thermal control system according to claim 1, comprising processing means for generating control outputs to control components forming part of said engine thermal management system and said passenger compartment climate control system.
3. A thermal control system according to claim I or claim 2, comprising a user interface for enabling user control of said climate control system.
4. A thermal control system according to claim 3, whereas said user interface includes a liquid crystal display (LCD) screen.
5. A control system according to claim 3 or claim 4, wherein said user interface is mounted in or on a dashboard of a vehicle.
6. A control system according to any one of claims 3 to 5, wherein said user interface is operable in a normal mode and a diagnostic mode, wherein in said normal mode said climate control system can be user- controlled and in said diagnostic mode diagnostic information relating to said engine thermal management system and/or said climate control system is displayed or otherwise provided.
7. A control system according to any one of the preceding claims, comprising an input module for receiving values relating to various components of said engine thermal management system and/or said passenger compartment climate control system, and processing means for receiving said values from said input module and computing output values therefrom.
( -1 1
8. Thermal control system substantially as herein described with reference to the accompanying drawings.
GB0212108A 2002-05-24 2002-05-24 Vehicle thermal control system Withdrawn GB2388923A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0212108A GB2388923A (en) 2002-05-24 2002-05-24 Vehicle thermal control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0212108A GB2388923A (en) 2002-05-24 2002-05-24 Vehicle thermal control system

Publications (2)

Publication Number Publication Date
GB0212108D0 GB0212108D0 (en) 2002-07-03
GB2388923A true GB2388923A (en) 2003-11-26

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GB0212108A Withdrawn GB2388923A (en) 2002-05-24 2002-05-24 Vehicle thermal control system

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014212118A1 (en) * 2014-06-24 2015-12-24 Schaeffler Technologies AG & Co. KG Information arrangement for a vehicle and vehicle with the information arrangement

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6226114A (en) * 1985-07-26 1987-02-04 Matsushita Electric Ind Co Ltd Engine-cooling type car air conditioner
US5133302A (en) * 1990-09-18 1992-07-28 Nissan Motor Co., Ltd. Electric motor fan control system for vehicle
JP2000234518A (en) * 1999-02-12 2000-08-29 Fujitsu Ten Ltd Cooling system
US6199398B1 (en) * 1997-12-10 2001-03-13 Denso Corporation Vehicle cooling system with system motor control apparatus
US20010039926A1 (en) * 2000-05-11 2001-11-15 Nissan Motor Co., Ltd. Apparatus and method for controlling duty ratio for cooling fan associated motor of vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6226114A (en) * 1985-07-26 1987-02-04 Matsushita Electric Ind Co Ltd Engine-cooling type car air conditioner
US5133302A (en) * 1990-09-18 1992-07-28 Nissan Motor Co., Ltd. Electric motor fan control system for vehicle
US6199398B1 (en) * 1997-12-10 2001-03-13 Denso Corporation Vehicle cooling system with system motor control apparatus
JP2000234518A (en) * 1999-02-12 2000-08-29 Fujitsu Ten Ltd Cooling system
US20010039926A1 (en) * 2000-05-11 2001-11-15 Nissan Motor Co., Ltd. Apparatus and method for controlling duty ratio for cooling fan associated motor of vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014212118A1 (en) * 2014-06-24 2015-12-24 Schaeffler Technologies AG & Co. KG Information arrangement for a vehicle and vehicle with the information arrangement

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