US20160061092A1 - Vehicle cooling system control - Google Patents

Vehicle cooling system control Download PDF

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Publication number
US20160061092A1
US20160061092A1 US14/833,214 US201514833214A US2016061092A1 US 20160061092 A1 US20160061092 A1 US 20160061092A1 US 201514833214 A US201514833214 A US 201514833214A US 2016061092 A1 US2016061092 A1 US 2016061092A1
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United States
Prior art keywords
coolant
housing
impeller
rotating
control valve
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.)
Abandoned
Application number
US14/833,214
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English (en)
Inventor
Benjamin Allen SPRYGADA
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.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
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 BorgWarner Inc filed Critical BorgWarner Inc
Priority to US14/833,214 priority Critical patent/US20160061092A1/en
Publication of US20160061092A1 publication Critical patent/US20160061092A1/en
Abandoned legal-status Critical Current

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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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • 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
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • 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
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F04D13/024—Units comprising pumps and their driving means containing a coupling a magnetic coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/06—Units comprising pumps and their driving means the pump being electrically driven
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0005—Control, e.g. regulation, of pumps, pumping installations or systems by using valves
    • F04D15/0022—Control, e.g. regulation, of pumps, pumping installations or systems by using valves throttling valves or valves varying the pump inlet opening or the outlet opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0066—Control, e.g. regulation, of pumps, pumping installations or systems by changing the speed, e.g. of the driving engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/06—Units comprising pumps and their driving means the pump being electrically driven
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/18—Rotors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • F01P2005/046—Pump-driving arrangements with electrical pump drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • 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
    • F01P2007/143—Controlling of coolant flow the coolant being liquid using restrictions
    • 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
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/50—Inlet or outlet
    • F05D2250/51—Inlet

Definitions

  • the present invention is related to methods, assemblies and systems for controlling the flow of coolant in a vehicle.
  • the present invention provides a method, apparatus and system for use in a vehicle to increase the effectiveness of the engine cooling system and also help increase fuel mileage, reduce undesirable emissions and provide an overall package size and shape that can be positioned at more locations in an engine compartment.
  • a preferred embodiment of the invention includes a dual mode device or other type of device for operating an impeller which circulates the coolant in the cooling system, a coolant control valve (CCV) which regulates the amount of coolant that can flow through the system, an activation device for the CCV, and a housing which facilitates efficient and effective positioning and use of all of the components.
  • the embodiment also preferably includes a control strategy and system which operates the components and cooling system in the most effective and efficient manner. If a dual mode device is utilized, it includes an electric motor as the primary source to rotate the coolant impeller, and a friction clutch which can be engaged to operate the impeller at input speed when necessary.
  • the activation motor preferably in cooperation with the impeller rotation system, rotates the coolant control valve in a manner to optimally control the direction of the flow of coolant circulated through the radiator, engine, and the rest of the cooling system.
  • FIG. 1 is a perspective view of an embodiment of the invention.
  • FIG. 2 is an exploded view of the components of the embodiment depicted in FIG. 1 .
  • FIG. 3 is a cross-sectional view of the embodiment of the invention depicted in FIG. 1 .
  • FIG. 4 is a perspective view of a cooling control valve utilized in the embodiment of the invention shown in FIG. 1 .
  • FIGS. 5 and 6 depict an impeller embodiment which can be utilized with an embodiment of the invention.
  • FIG. 7 depicts a control system for the embodiment shown in FIGS. 1-3 .
  • FIG. 8 is a graphic diagram illustrating various zones of coolant flow versus engine speed.
  • FIG. 9 schematically illustrates another embodiment of the invention, together with an exemplary control system.
  • FIG. 10 schematically depicts another embodiment of the invention.
  • FIG. 11 schematically depicts an alternate CCV control system.
  • FIG. 12 depicts an embodiment of the invention utilizing a one-way clutch mechanism.
  • a preferred embodiment of the invention 10 includes an impeller motor assembly 20 , a central housing 30 , a coolant control valve 40 and a valve actuation device 50 .
  • the impeller motor assembly 20 includes an electric motor 22 , an electromagnetic actuated friction clutch mechanism 24 , a central shaft member 26 and an impeller member 28 . These are shown in more detail in FIG. 3 .
  • the impeller motor assembly 20 is a dual mode mechanism for controlling the rotation of the coolant impeller 28 .
  • the dual mode clutch mechanism 20 is described in more detail in pending U.S. application Ser. No. 14/149,683, the disclosure of which is hereby incorporated by reference. This U.S. patent application was filed on Jan. 7, 2014, and entitled “Accessory Drive With Friction Clutch and Electric Motor” (Docket Nos. 442/12180C).
  • the dual mode mechanism includes an electric motor mechanism 22 which is preferably a brushless DC motor.
  • the mechanism 22 includes a stator 60 , a rotor 62 , and is actuated electronically through wire lead 64 and/or 65 .
  • the motor 22 is directly connected to the shaft member 26 and, when energized, rotates the shaft member and impeller at a desired speed.
  • the rotational speed is determined by an electric control unit (ECU) of the engine or vehicle which receives inputs from a variety of sensors.
  • the sensors read numerous operating conditions, such as coolant temperature, and transmits those conditions to the engine ECU or a coolant pump ECU or both.
  • the appropriate energy is then provided to the motor to rotate the impeller when necessary and at an appropriate speed to keep the temperature of the coolant within desired limits.
  • a control system of this type is shown schematically in FIG. 7 .
  • the dual mode mechanism also can have separate ECU which communicates with the main ECU of the engine.
  • the shaft member 26 is rotatably supported in the motor assembly 20 by a pair of bushing members 66 and 68 .
  • the impeller member 28 is attached to the shaft member by a mounting mechanism 70 .
  • the impeller has a plurality of curved blades 72 attached to a central hub member 74 , as shown in FIGS. 5-6 .
  • the hub and blade members are positioned in an outer shroud member 76 .
  • the friction clutch mechanism 24 includes a solenoid member 80 , a pulley member 82 , a bushing member 84 , an armature member 86 , a friction plate member 88 , a biasing spring member 90 , a stop member 92 and a nut member 94 .
  • a cover member 96 positions all of these components and holds them together.
  • the friction plate member 88 includes a pair of friction members 88 a and 88 b which are affixed to opposite sides of the friction plate member 88 .
  • the solenoid member 80 is positioned in a solenoid housing 100 and is selectively electronically energized through lead member 64 and/or 65 .
  • the solenoid member 80 When the solenoid member 80 is energized, it attracts and axially moves the armature member 86 to prevent the friction members 88 a , 88 b from contacting the cover member 96 and armature member 86 , respectively.
  • the stop member 92 and spring biasing member 90 keep the friction plate member in a neutral position.
  • Spring members 110 act to bias the armature member 86 in an axial direction.
  • the central housing 30 is preferably made of a plastic material and includes a coolant intake port 32 and a coolant outflow port 34 .
  • the coolant housing also includes a base member 36 which is connected to flange member 38 on the impeller member assembly 20 .
  • Appropriate sealing members and mechanisms are utilized to seal the connection between the motor assembly 20 and housing 30 and prevent leakage of the coolant.
  • the amount of flow of coolant through the central housing is controlled by coolant control valve member (CCV) 40 .
  • CCV coolant control valve member
  • the CCV is a cylindrical cup-shaped member with at least one opening 42 in one side surface 44 .
  • the CCV also has a socket 46 for mating and connecting with shaft member 48 extending from the valve activation device. The shaft member 48 is rotated by the activation device 50 .
  • the valve activation device 50 has a mounting member 52 which is attached and affixed to mounting member 54 on the central housing 30 .
  • Appropriate sealing members and mechanisms are utilized to seal the connection between the housing and activation member and prevent leakage of coolant fluid.
  • the valve activation member 50 includes a motor or similar device and can be any of the conventional CCV rotation devices known today that are electronically controllable.
  • One preferred device can be secured from BorgWarner Inc. (formerly Gustav Wahler GmbH in Germany).
  • the CCV is rotated within the housing to provide appropriate and necessary flow of coolant through the cooling system.
  • the CCV can have a sufficient number and location of openings as desired.
  • the CCV can be rotated to one position where it can block flow from passing through the outlet, to another position where it will allow full flow between the inlet and outlet, and to an infinite variety of positions in between where the appropriate flow is allowed to maintain the coolant temperature within its desired operating range.
  • actuation devices rotate the CCV back and forth within a 270° range.
  • the rotational position of the CCV valve is typically called the “rotation angle.”
  • the rotation of the shaft member 48 and thus the degree of rotation of the CCV is based on numerous factors entered into and controlled by one of the ECU.
  • the system shown in FIGS. 1-3 has the shafts of the impeller 28 and CCV in axial alignment. This is one embodiment, but is not mandatory.
  • the two shafts, and thus the orientation of the impeller motor assembly 30 and valve activation device, and their activations, can be at any angle or position relative to each other.
  • the shafts can be positioned side-by-side, parallel to each other, extending in the same direction, at 90° to each other, etc., so long as the resultant embodiments perform substantially the same functions in similar manners and achieve similar results.
  • FIG. 7 schematically depicts a control system 140 for operation of embodiment 10.
  • the control of the electric motor and the solenoid member for the friction clutch mechanism are operated by the ECU 150 of the vehicle.
  • Control logic 170 is contained in the coolant pump ECU.
  • the engine ECU receives data from various sensors 160 and communicates to the coolant pump ECU to control the speed of the impeller and the direction of the flow through the CCV.
  • Control logic 170 is used to control the operation of the valve activation device 50 .
  • the control logic 170 is used to activate the electric motor and solenoid member when required.
  • the control logic actuates the electric motor as needed, as well as the valve activation device 50 and thus controls the amount and degree of rotation of the valve member 40 .
  • the amount and degree of rotation of the valve member 40 in turn controls the amount and direction of coolant fluid which is allowed to flow through the cooling system. This in turn is used to control the temperature of the coolant and maintain that temperature within the desired range of operating temperatures.
  • FIG. 11 An alternate system for controlling the CCV is shown in FIG. 11 and designated by reference numeral 400 .
  • the CCV 40 contains the direction of the coolant flow, while the dual mode mechanism 20 controls the amount of flow.
  • the flow is divided between path A and path B.
  • the flow through path B is sent to the cooling system 410 , while the flow through path A is returned to the dual mode mechanism 20 .
  • the amount of flow directed by the CCV 40 could be divided in any amount, such as 0-100% in path A and 100-0% in path B.
  • the amount of flow sent to the cooling system 410 through path B is dependent on the amount needed to maintain the appropriate cooling.
  • the temperature of the coolant can be controlled and maintained within the desired range of temperatures in several ways: (1) by use of the electric motor by itself to rotate the impeller and circulate the coolant through the radiator and other components of the cooling system; (2) by rotating the impeller at input speed by deactivation of the solenoid member; (3) by activation of valve activation device 50 and rotating the CCV 40 as needed to allow appropriate flow of coolant fluid through the cooling system; or (4) by a combination of any or all of (1), (2), and (3).
  • the coolant could be circulated solely by the impeller driven by the electric motor, with the CCV set at one position.
  • either the speed of the electric motor (and thus the impeller) could be increased or decreased as needed to allow the temperature of the coolant to remain within the desired range.
  • the speed of the electric motor and impeller could remain constant, and the CCV valve could be rotated one way or the other (by the activation device) thus regulating the amount of coolant flow to keep the coolant temperature constant or at least within the desired range.
  • the impeller could be run at input speed in order to keep the coolant temperature constant or within the desired range.
  • the ECU would deactivate the solenoid allowing the friction members to contact the motor assembly cover and thus rotate the impeller at input speed.
  • the motor assembly would be rotated by an engine belt situated on the pulley member 82 .
  • the CCV could remain at one position, or it could also be rotated one way or the other by the control logic to increase or decrease the coolant flow in various directions.
  • control logic system could maintain the temperature of the coolant constant (within a few degrees) or vary the temperature one way or the other (increase or decrease) simply by actuating the activation device and rotating the CCV accordingly to increase or decrease the coolant flow through the housing.
  • the electric motor would be operated at a constant speed and the solenoid member would be activated to prevent the mechanical assembly from rotating the impeller.
  • the mechanical assembly could be rotated by the engine belt, with the speed governed by the electric motor along with rotation of the CCV to assist with flow regulation.
  • the coolant fan will continue to operate by power from the battery.
  • the ECU and control logic could continue to operate the electric motor and rotate the impeller, also by battery power.
  • the amount and/or direction of the flow could also be controlled at the same time by rotating the CCV. This would provide flow of the coolant in the cooling system and though the engine until the engine and other components were cooled sufficiently.
  • the graphic diagram 250 in FIG. 8 illustrates many of these situations.
  • zone 260 the vehicle engine is turned off and the coolant fluid is continuing to flow primarily by the impeller (coolant pump) through actuation of the electric motor. This could be at a constant speed, and with or without any assistance from control of the flow by the CCV.
  • Zone 270 of the diagram 250 is the situation where the engine is picking up speed and the coolant flow and temperature are increasing also. Zone 270 is commonly referred to as the “over-speed mode”. More coolant flow is provided by operating the impeller using the electric motor of the dual mode mechanism. In this zone, the engine RPM is not providing sufficient mechanical speed to produce the flow that the cooling system is demanding.
  • the ECU and control logic operate the coolant pump (i.e. rotate the impeller) by the electric motor up to input speed, as needed.
  • the RPM or speed of the impeller will increase as necessary to maintain the temperature of the coolant within the desired range.
  • the control logic it is also possible for the control logic to regulate the coolant flow through the housing and system by rotating the CCV. This would be decided by the control logic.
  • zone 280 the impeller is operated either electrically or mechanically as needed, depending on the impeller speed required. If the desired speed is below that of input speed, then the impeller is operated electrically by the electric motor. If input speed is needed, then the impeller is operated mechanically at input speed. At all times, the coolant flow is regulated also by rotation of the CCV. Together, based on the ECU and control logic, the necessary impeller speed and coolant flow are effectuated in order to control the temperature of the coolant fluid.
  • FIG. 9 The embodiment includes an electric motor 200 in operable association with the impeller member 28 , together with a CCV 40 in operable association with an activation device 50 .
  • a mechanical device to rotate the impeller is not included.
  • the ECU 150 ′ receives input from the sensors 160 and submits the data to the control logic 170 ′.
  • the control logic then operates the electric motor 200 and/or regulates the flow with the CCV, and achieve the operations shown in zones 260 , 270 and 280 in FIG. 8 .
  • it also may be possible to control the temperature of the coolant fluid simply by maintaining the speed of the impeller at a constant temperature and regulating the amount of flow by adjusting the rotation angle of the CCV.
  • FIG. 10 depicts another system embodiment 350 in accordance with the invention.
  • This system is similar to the dual mode embodiment shown in FIGS. 1-3 , but utilizes a one-way clutch mechanism 380 in place of a friction clutch mechanism.
  • System embodiment 350 includes an electrical motor 370 which can be the same as the electric motor discussed above (preferably brushless).
  • the electric motor 370 when activated by the ECU 360 and control logic 365 , rotates the impeller 28 to cause the coolant fluid to flow through the cooling system and keep the temperature of the coolant fluid within desired limits.
  • the operation and activation of the CCV 40 by the activation device 50 is controlled by the control logic in the same or similar manner as discussed above.
  • the CCV can be rotated one way or the other, or left in one position, to affect or not affect the flow of coolant fluid.
  • the one-way clutch 380 is positioned in operative association with the impeller shaft to only allow the shaft and impeller to rotate in one direction.
  • Embodiments and types of one-way clutches which can be used for this purpose include sprag clutches, cam clutches and roller-ramp clutches.
  • FIG. 12 illustrates an embodiment 500 of the invention utilizing a one-way clutch mechanism 510 in place of a friction clutch.
  • the components of the mechanism 500 which are the same as those discussed above—and shown in FIG. 3 —are identified with the same reference numbers, but starting with a “5”.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
US14/833,214 2014-09-03 2015-08-24 Vehicle cooling system control Abandoned US20160061092A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US14/833,214 US20160061092A1 (en) 2014-09-03 2015-08-24 Vehicle cooling system control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201462045533P 2014-09-03 2014-09-03
US14/833,214 US20160061092A1 (en) 2014-09-03 2015-08-24 Vehicle cooling system control

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CN (1) CN105386846A (de)
DE (1) DE102015216141A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180172009A1 (en) * 2016-12-16 2018-06-21 Borgwarner Inc. Valve Assembly Integrated into a Coolant Pump and Method for Controlling the Same
WO2019183725A1 (en) * 2018-03-26 2019-10-03 Litens Automotive Partnership Vehicular thermal management module
US20230018407A1 (en) * 2019-12-16 2023-01-19 ECO Holding 1 GmbH Apparatus for handling fluid within an at least partially electrically driven vehicle
US20230042094A1 (en) * 2020-04-02 2023-02-09 Hanon Systems EFP Canada Ltd. Squirrel cage pulley assist electromagnetic water pump

Families Citing this family (4)

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