GB2502117A

GB2502117A - A thermal management device for the oil sump of a vehicle utilising the coolant system

Info

Publication number: GB2502117A
Application number: GB1208660.9A
Authority: GB
Inventors: Liviu Grigorian Giurca
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2012-05-17
Filing date: 2012-05-17
Publication date: 2013-11-20
Anticipated expiration: 2032-05-17
Also published as: GB2502117B; CN203271995U; GB201208660D0

Abstract

A thermal management device for a hybrid vehicle has an oil sump with an inlet 22 and outlet 24, surrounded by an insulating enclosure 30; the inlet 22 having a movable cover 40 which is open when the engine is operating and closed otherwise. The inlet cover is of an insulating material; in an upper region of the sump; and pivoted downwards by an actuator from a horizontal position to an oblique angle allowing oil to flow. The outlet 24 has a cover comprising a ball valve 50 allowing oil to flow during operation. The enclosure 30 forms a water jacket connected to the coolant system, with an electric heater 80 and a temperature sensor connected to a control unit which may be set by the user to heat the coolant at a predetermined time before starting the engine.

Description

Thermal Management Device for a Vehicle The present invention relates to managing a temperature in a vehicle for improved engine performance. In particular, but not exclusively, the invention S relates to accumulating and managing heat transfer in a vehicle for improved engine performance.

In a vehicle which includes an internal combustion engine, a lubricant such as oil is contained within a sump or oil pan of the engine. When the engine is running, a pump draws oil from the sump and delivers it to the oil gallery, which comprises a number of passages in the engine block and head. The oil then flows to the crankshaft and camshaft bearings to lubricate these components. The oil then seeps out of the bearings and lubricates other components before draining back to the sump.

Vehicles also include a cooling system in which a coolant, usually water, is circulated within a cooling circuit to draw excess heat from the engine and transfer this heat at a heat exchanger.

When starting from cold, an engine's combustion efficiency is reduced because the cold engine block draws heat out of the cylinder in the compression stroke.

Indeed, the cold engine operates unacceptably in a number of ways, including high noise and vibrations, and a high level of emissions. The specific reason for this is the relatively low temperature of the cooling liquid and of the engine oil. If the coolant and oil were at relatively high temperatures, the engine would reach its optimum parameters more quickly.

For hybrid vehicles, it is known to start the vehicle in an electric mode which can mitigate this problem. However, when the battery is near to being discharged, or when more power is needed to the wheels, it is necessary to switch the operating mode to use the engine.

In cold climates, it is known to periodically start buses, trucks, taxis and the like during the night to maintain a temperature that improves engine performance the next morning. However, this procedure significantly increases fuel consumption S and emissions.

According to a first aspect of the present invention there is provided a thermal management device for a vehicle having an internal combustion engine, the device comprising: an oil sump having an inlet and an outlet, the sump being adapted to collect engine oil via the inlet that is circulated via the outlet when the engine is operating; an insulating enclosure member that at least partially surrounds the oil sump; a first movable cover member which is movable from a first position in which the inlet is covered to a second position in which the inlet is open; and control means adapted to control the position of the cover member so that the inlet is open when the engine is operating and the inlet is covered when the engine is inactive.

In the above, the control of the position of the first cover member does not necessarily imply a precise timing but rather the general control logic used. For instance, the control means may be adapted to move the first cover member from the first position to the second position shortly before, after, or at the moment when the engine is switched on.

The first cover member may include or be formed from an insulating material.

The inlet may be provided at an upper region of the oil sump to collect engine oil falling by gravity. The first cover member may comprise a lid member for the oil sump.

The first cover member may be pivotable between the first and second positions.

The first cover member may be substantially horizontal when at the first position.

The first cover member may be pivotable to an oblique angle when at the second S position to allow engine oil falling on to the first cover member to flow into the oil sum p. The first cover member may be mounted on a shaft. The first cover member may be fixedly mounted on a rotatable shaft. The shaft may be rotatable by an actuator which is connected to the control means.

The device may include a second movable cover member which is movable from a first position in which the outlet is covered to a second position in which the outlet is open.

The second cover member may include or be formed from an insulating material.

The outlet may comprise a conduit of the oil sump which is fluidly connected to a pump for pumping engine oil from the oil sump. The second cover member may comprise a valve member for selectively blocking the conduit.

The second cover member may be adapted to be at the first position when the engine is inactive and at the second position when the engine is operating.

The control of the position of the second cover member does not necessarily imply a precise timing but rather the general control logic used.

The second cover member may comprise a ball valve member. The second cover member may be adapted to seat at a first seat provided at the conduit when at the first position. The second cover member may be adapted to seat at a second seat provided at the conduit when at the second position.

The second cover member may be passively movable between the first and second positions. The second cover member may be biased by gravity to the first position. The second cover member may be movable to the second position S by upwards fluid flow during pumping of engine oil from the oil sump.

In an alternative embodiment, the second cover member may be actively movable between the first and second positions. The control means may be adapted to control the position of the second cover member. The ball valve member may be connected to a shaft and the control means may be adapted to pivot the shaft so that the ball valve member moves between the first and second seats.

The enclosure member may comprise a water jacket.

The enclosure member and the oil sump may define an interposing chamber.

The chamber may be fluidly connected to a coolant system of the vehicle.

The chamber may be fluidly connected to an auxiliary circuit of the coolant system.

The chamber may have an inlet and an outlet both fluidly connected to the coolant system to allow coolant to circulate through the chamber.

The device may include a valve for selectively allowing or prevent coolant flow through the chamber. The valve may be adapted to selectively allow or prevent coolant flow in the auxiliary circuit.

The valve may be connected to the control means. The control means may be adapted to prevent coolant flow through the chamber when the engine is inactive and allow coolant Ilow through the chamber when the engine is operating.

The control means may be adapted to periodically allow coolant flow through the chamber when the engine is operating at normal performance levels.

S The chamber may extend around the vertical walls of the oil sump. The chamber may extend below the base of the oil sump. Alternatively, the enclosure member may abut the base of the oil sump.

Heating means may be provided for heating coolant within the chamber. The heating means may comprise an electric heating device. The vehicle may be a hybrid vehicle and the electric heating device may be powered by an electric battery unit of the vehicle.

The device may include a temperature sensor for sensing the temperature of the coolant within the chamber. The temperature sensor may be connected to the control means. The control means may be adapted to heat the coolant within the chamber to a temperature below the boiling point of the coolant.

The control means may comprise the electronic control unit of the vehicle.

The control means may be operable to heat the coolant within the chamber prior to starting the engine. The control means may be operable to commence heating the coolant within the chamber at a predetermined time. The predetermined time may be settable or adjustable by a user.

Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is a sectional side view of a first embodiment of a thermal management device; Figure 2 is a diagrammatic view of an engine system including the device of Figure 1; and Figure 3 is a sectional side view of a second embodiment of a thermal S management device.

Figure 1 shows a thermal management device 10 for a vehicle.

An oil sump 20 collects engine oil via an upper inlet 22 that is circulated via an outlet when the vehicle engine 100 is operating. The outlet comprises a conduit 24 of the oil sump 20 which is fluidly connected to a pump (not shown) for pumping engine oil from the oil sump 20 to lubricate engine components.

Surrounding the vertical walls and base of the oil sump 20 is an insulating enclosure in the form of a water jacket 30. The water jacket 30 is sealingly connected to the oil surnp 20 and covers and insulates substantially the entire oil sump 20 apart from the inlet 22 and the outlet 24.

A first movable cover or lid 40, formed from an insulating material, is pivotable from a first position in which the inlet 22 is covered to a second position in which the inlet 22 is open. The lid 40 is fixedly mounted on a rotatable shaft 42 which is rotatable by an actuator (not shown). When at the first position, the lid 40 is substantially horizontal and abuts a flange 26 of the oil sump 20. The lid 40 can be pivoted to the second position at which the lid 40 extends downwards from the pivot connection 44 into the oil sump 20 (as shown in dotted lines in Figure 1).

The shaft actuator is connected to control means which comprises the electronic control unit (ECU) of the vehicle. The ECU controls the position of the lid 40 so that the inlet 22 is open when the engine 100 is operating. The ECU pivots the lid 40 to the second position and, at this position, the oblique angle of the lid 40 allows engine oil falling on to the lid 40 to subsequently flow into the oil sump 20.

When the engine 100 is inactive, the ECU pivots the lid 40 to the first position to close the inlet 22 (or alternatively, a spring or the like can be provided at the shaft 42 to return the lid 40 to the first position). At this position, heat within the engine oil is inhibited from transferring beyond the volume defined by the water jacket 30 S and lid 40 due to the insulating material used to form these components.

The device 10 also includes a second movable cover which is in the form of a ball valve 50. The ball valve 50 is also formed from an insulating material.

The ball valve 50 is movable from a first position in which the conduit 24 is covered to a second position in which the conduit 24 is open. The conduit 24 includes a widened portion 60 in which the ball is positioned. An upper conduit insert 62 having a number of passages 64 is provided at an upper region of the widened portion 60 and limits the travel of the ball in an upwards direction. The conduit 24 and insert 62 define first and second valve seats for the ball.

The ball valve 50 is adapted to be at the first position when the engine 100 is inactive and at the second position when the engine 100 is operating. This is done in a passive manner. The ball valve 50 is biased by gravity to the first position at which the ball seats at the first seat 66, thereby blocking the conduit 24. At this position, the ball valve 50 contributes to retaining heat within the volume defined by the water jacket 30 and lid 40. During the pumping of engine oil from the oil sump 20, the ball is moved by upwards fluid flow to seat at the second seat 68 (as shown in dotted lines in Figure 1). At this position, engine oil is still free to flow upwards via a strainer 69 and the passages 64 of the insert 62 and so the outlet is still open.

A coolant system 90 of the vehicle includes a main coolant circuit 92 which is fluidly connected to a water pump 102 of the engine 100. When excess heat is to be drawn from the engine 100 (as controlled by a thermostat 104), coolant is circulated in the main coolant circuit 92 through the engine 100 and then through

S

a heat exchanger or radiator 106. Coolant, heated by the engine 100, may also be directed through a heater 108 of the passenger compartment.

The water jacket 30 and oil sump 20 define an interposing chamber 70. In the S embodiment of Figure 1, the chamber 70 extends around the vertical walls of the oil sump 20 and also below the base of the oil sump 20.

The coolant system 90 of the vehicle also includes an auxiliary circuit 94. The chamber 70 has a lower inlet 72 and an upper outlet 74, both fluidly connected to the auxiliary circuit 94. This allows coolant to circulate through the chamber 70.

A switching valve 76 selectively allows or prevents coolant flow through the chamber 70 by controlling coolant flow in the auxiliary circuit 94.

The switching valve 76 is connected to the ECU which controls the switching valve 76 to prevent coolant flow through the chamber 70 when the engine 100 is inactive and allow coolant flow through the chamber 70 when the engine 100 is operating. The ECU also periodically allows coolant flow through the chamber 70 while the engine 100 is operating at normal performance levels.

An electric heating device 80, connected to and controlled by the ECU, is provided within the chamber 70 for heating coolant. A temperature sensor 82 connected to the ECU senses the temperature of the coolant within the chamber 70. The heating device 80 is controlled to selectively heat the coolant within the chamber 70 to a temperature below the boiling point of the coolant.

When the vehicle is a hybrid vehicle, the heating device 80 can be powered by the electric battery of the vehicle. The ECU can be configured to heat the coolant within the chamber 70 prior to starting the engine 100. For instance, heating can be commenced at one or more predetermined times of day, such as early in the morning. The device 10 can be configured such that the predetermined times can be set by a user.

In use, and with the vehicle stationary and the engine 100 inactive, the oil surrip contains a substantial amount of oil. The lid 40 is closed and the ball valve 50 is at the lower seat 66. Heat from the engine oil, which has been heated during S previous operation of the engine 100, has transferred to the coolant in the chamber 70. At this time, the water jacket 30 is isolated from the cooling system by the switching valve 76. Therefore, heat is retained for a considerable period of time within the volume defined by the water jacket 30 and lid 40.

When the engine 100 is started, the lid 40 is pivoted to the second position and this opens the inlet 22 so that circulating oil can be returned to the oil sump 20.

Also, the switching valve 76 switches to allow coolant to flow through the chamber 70. Relatively hot coolant within the water jacket 30 mixes with relatively cold coolant in the main circuit 92 and the resulting coolant temperature is higher than the ambient temperature. Also, the oil being pumped to engine components has a relatively high temperature. These factors improve the performance and efficiency of the engine 100.

Of course, over time, the heat of the coolant within the water jacket 30 will gradually diminish when the engine 100 is inactive. The coolant can be heated using the heating device 80.

In the case of plug-in hybrid vehicles, the electric heating device 80 can be operated during charging of the vehicle batteries. Alternatively or in addition, the electric heating device 80 can be operated at a particular time of day, such as early in the morning shortly before the user is scheduled to operate the vehicle.

However, it should be noted that the invention can be used for hybrid and non-hybrid vehicles. For non-hybrid vehicles, the electric heating device 80 can be omitted. The temperature of the coolant within the water jacket 30 will still be higher than that in the main coolant circuit 92 for a significant length of time.

Figure 3 shows an alternative embodiment in which the heating device 80 has been omitted, and like features and given like reference numbers. The water jacket 130 has also been reconfigured and the base 131 of the water jacket 130 S abuts the base 21 of the oil sump 20.

Regardless of the vehicle type, after the engine 100 has reached its normal operating conditions, coolant can be periodically circulated through the water jacket 30 to manage coolant temperature. The temperature will then be high enough to be used again after the engine 100 is stopped.

The invention provides a thermal management device for hybrid or non-hybrid vehicles that rapidly raises the temperature of the engine 100 to a sufficiently high level for acceptable performance, even if the vehicle is being started after a relatively long period of inactivity.

The invention provides the accumulation and storing of heat for a period of time simultaneously in the coolant liquid and in the oil using a single device. The heat can be accumulated from an outside source of energy or from the engine 100 itself.

The invention offers a number of advantages. For instance, the invention provides an effective yet simple solution to assist warming of the engine 100 during start-up to reduce thermal inertia. This results in significant improvements in fuel economy and C02 emissions. Also, having warm oil in the engine 100 at start-up provides an improvement in the mechanical efficiency and durability of the engine 100.

Whilst specific embodiments of the present invention have been described above, it will be appreciated that departures from the described embodiments may still fall within the scope of the present invention.

Claims

Claims 1. A thermal management device for a vehicle having an internal combustion engine, the device comprising: S an oil sump having an inlet and an outlet, the sump being adapted to collect engine oil via the inlet that is circulated via the outlet when the engine is operating; an insulating enclosure member that at least partially surrounds the oil sump; a first movable cover member which is movable from a first position in which the inlet is covered to a second position in which the inlet is open; and control means adapted to control the position of the cover member so that the inlet is open when the engine is operating and the inlet is covered when the engine is inactive.
2. A device as claimed in claim 1, wherein the first cover member includes or is formed from an insulating material.
3. A device as claimed in claim 1 or 2, wherein the inlet is provided at an upper region of the oil sump to collect engine oil falling by gravity, and wherein the first cover member comprises a lid member for the oil sump.
4. A device as claimed in any preceding claim, wherein the first cover member is pivotable between the first and second positions.
5. A device as claimed in claim 4, wherein the first cover member is substantially horizontal when at the first position.
6. A device as claimed in claim 4 or 5, wherein the first cover member is pivotable to an oblique angle when at the second position to allow engine oil falling on to the first cover member to flow into the oil sump.
7. A device as claimed in any preceding claim, wherein the first cover member is mounted on a shaft.
8. A device as claimed in claim 7, wherein the first cover member is fixedly mounted on a rotatable shaft, the shaft being rotatable by an actuator which is connected to the control means.
9. A device as claimed in any preceding claim, wherein the device includes a second movable cover member which is movable from a first position in which the outlet is covered to a second position in which the outlet is open.
10. A device as claimed in claim 9, wherein the second cover member includes or is formed from an insulating material.
11. A device as claimed in claim 9 or 10, wherein the outlet comprises a conduit of the oil sump which is fluidly connected to a pump for pumping engine oil from the oil sump, and wherein the second cover member comprises a valve member for selectively blocking the conduit.
12. A device as claimed in any of claims 9 to 11, wherein the second cover member is adapted to be at the first position when the engine is inactive and at the second position when the engine is operating.
13. A device as claimed in any of claims 9 to 12, wherein the second cover member comprises a ball valve member.
14. A device as claimed in claim 11, wherein the second cover member is adapted to seat at a first seat provided at the conduit when at the first position and seat at a second seat provided at the conduit when at the second position.
15. A device as claimed in any of claims 9 to 14, wherein the second cover member is passively movable between the first and second positions.
16. A device as claimed in claim 15, wherein the second cover member is S biased by gravity to the first position.
17. A device as claimed in claim 15 or 16, wherein the second cover member is movable to the second position by upwards fluid flow during pumping of engine oil from the oil sump.
18. A device as claimed in any preceding claim, wherein the enclosure member comprises a water jacket.
19. A device as claimed in any preceding claim, wherein the enclosure member and the oil sump define an interposing chamber.
20. A device as claimed in claim 19, wherein the chamber is fluidly connected to a coolant system of the vehicle.
21. A device as claimed in claim 20, wherein the chamber is fluidly connected to an auxiliary circuit of the coolant system.
22. A device as claimed in claim 20 or 21, wherein the chamber has an inlet and an outlet both fluidly connected to the coolant system to allow coolant to circulate through the chamber.
23. A device as claimed in claim 22, wherein the device includes a valve for selectively allowing or prevent coolant flow through the chamber.
24. A device as claimed in claim 23, wherein the valve is adapted to selectively allow or prevent coolant flow in the auxiliary circuit.
25. A device as claimed in claim 23 or 24, wherein the valve is connected to the control means, and wherein the control means is adapted to prevent coolant flow through the chamber when the engine is inactive and allow coolant flow S through the chamber when the engine is operating.
26. A device as claimed in claim 25, wherein the control means is adapted to periodically allow coolant flow through the chamber when the engine is operating at normal performance levels.
27. A device as claimed in any of claims 19 to 26, wherein the chamber extends around the vertical walls of the oil sump.
28. A device as claimed in claim 27, wherein the chamber extends below the base of the oil sump.
29. A device as claimed in claim 27, wherein the enclosure member abuts the base of the oil sump.
30. A device as claimed in any of claims 19 to 29, wherein heating means is provided for heating coolant within the chamber.
31. A device as claimed in claim 30, wherein the heating means comprises an electric heating device.
32. A device as claimed in claim 31, wherein the vehicle is a hybrid vehicle and the electric heating device is powered by an electric battery unit of the vehicle.
33. A device as claimed in any of claims 19 to 32, wherein the device includes a temperature sensor for sensing the temperature of the coolant within the chamber.
34. A device as claimed in claim 33, wherein the temperature sensor is connected to the control means, and wherein the control means is adapted to heat the coolant within the chamber to a temperature below the boiling point of the coolant.
35. A device as claimed in any preceding claim, wherein the control means comprises the electronic control unit of the vehicle.
36. A device as claimed in any of claims 19 to 35, wherein the control means is operable to heat the coolant within the chamber prior to starting the engine.
37. A device as claimed in any of claims 19 to 36, wherein the control means is operable to commence heating the coolant within the chamber at a predetermined time.
38. A device as claimed in claim 37, wherein the predetermined time is settable or adjustable by a user.