US20180238348A1 - Electric coolant pump having a flow-cooled control circuit - Google Patents

Electric coolant pump having a flow-cooled control circuit Download PDF

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Publication number
US20180238348A1
US20180238348A1 US15/751,752 US201615751752A US2018238348A1 US 20180238348 A1 US20180238348 A1 US 20180238348A1 US 201615751752 A US201615751752 A US 201615751752A US 2018238348 A1 US2018238348 A1 US 2018238348A1
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US
United States
Prior art keywords
pump
chamber
electric
heat
housing
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
US15/751,752
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English (en)
Inventor
Franz Pawellek
Jens Hoffmann
Christian Bätz
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.)
Nidec GPM GmbH
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Nidec GPM GmbH
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Filing date
Publication date
Application filed by Nidec GPM GmbH filed Critical Nidec GPM GmbH
Assigned to NIDEC GPM GMBH reassignment NIDEC GPM GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HOFFMAN, JENS, BÄTZ, Christian, PAWELLEK, FRANZ
Publication of US20180238348A1 publication Critical patent/US20180238348A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/58—Cooling; Heating; Diminishing heat transfer
    • F04D29/586—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps
    • F04D29/588—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps cooling or heating the machine
    • 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
    • F04D13/0686—Mechanical details of the pump control unit
    • 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
    • F04D13/0693—Details or arrangements of the wiring
    • 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
    • F04D29/02—Selection of particular materials
    • F04D29/026—Selection of particular materials especially adapted for liquid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/58—Cooling; Heating; Diminishing heat transfer
    • F04D29/5813—Cooling the control unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/58—Cooling; Heating; Diminishing heat transfer
    • F04D29/586—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps
    • F04D29/5893—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps heat insulation or conduction
    • 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
    • F04D29/60—Mounting; Assembling; Disassembling
    • F04D29/62—Mounting; Assembling; Disassembling of radial or helico-centrifugal pumps
    • F04D29/624—Mounting; Assembling; Disassembling of radial or helico-centrifugal pumps especially adapted for elastic fluid pumps
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • 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
    • 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
    • F05D2300/00—Materials; Properties thereof
    • F05D2300/50—Intrinsic material properties or characteristics
    • F05D2300/502—Thermal properties
    • F05D2300/5024—Heat conductivity

Definitions

  • the present invention relates to an electric coolant pump having a control circuit that is cooled by the delivery flow.
  • the heat delivery of the cooling system is controlled as a function of the present operating state.
  • electric coolant pumps are increasingly being used in automotive applications which may be driven independently of the rotation speed of an internal combustion engine and which enable a higher flexibility in controlling a coolant circuit in response to various operating parameters of the internal combustion engine or environmental influences.
  • Thermal management of an internal combustion engine thus provides, for example, that the heat delivery is initially completely and then in part stopped during a cold-start phase.
  • an electric motor When an electric motor is used as a pump motor, it is typically encased together with the control electronics and installed as a motor assembly in order to protect same from outer corrosive influences and dirt during operation.
  • the electric motor's own waste heat which is correlated with its power loss, cannot be discharged via an air stream as in other applications. The waste heat of the electric motor thus flows directly into the electronic elements of the control circuit of the coolant pump as heat input.
  • the power dissipation is around 20% of the electric power so that a pump motor with 500 W, as is used, for instance, in a coolant pump of a coolant circuit in a passenger vehicle, creates a heat input of 100 W under full-load operation, which is additionally absorbed by the coolant pump via the waste heat of the coolant.
  • the constituent elements of the electric motor reach temperatures of more than 200° C.
  • coolant pumps are known that use a heat exchange with the coolant of the internal combustion engine in order to maintain the permissible operating temperature of the electronic elements.
  • the coolant has a much higher thermal conduction coefficient of approximately 0.441 W/mK compared to air with 0.0262 W/mK.
  • it remains within a defined temperature range during the operation of the coolant circuit, while the air temperature varies widely as a function of the surroundings, particularly of the internal combustion engine, and, where applicable, a speed of movement.
  • U.S. Pat. No. 6,082,974 B1 describes a motor pump with a chamber that is disposed adjacent to an inlet and an outlet of the pump and which is provided in order to accommodate a controller.
  • the coolant absorbs a high temperature during operation of the internal combustion engine and thus introduces a high heat input itself.
  • the coolant After passing through the cooler or a heat exchanger with the surroundings, the coolant should have a maximum temperature of up to 113° C. according to the standards of the automobile industry. In applications with particularly high demands, in extreme ambient temperatures or in adverse cases, the coolant in a coolant circuit of an internal combustion engine in a vehicle may however still reach a temperature of, for instance, 120° C. or even 130° C.
  • the coolant pump is typically installed in a space-saving manner in the immediate vicinity of the internal combustion engine.
  • the coolant pump is consequently again subjected to heating with considerably higher ambient temperatures due to the waste heat of the internal combustion engine.
  • DE 11 2013 003 549 T5 describes a coolant pump for automotive applications with a donut-shaped control circuit which abuts a radial pump chamber at an axial height of an impellant.
  • the pump is equipped with a wet running motor and is separated by a wet bushing from the pump chamber.
  • the donut-shaped control circuit is enclosed together with the stator of the wet runner and is thus subjected to its waste heat.
  • JP 2004 316548 A shows a liquid pump with a flow-cooled control circuit and a small axial construction height.
  • the control circuit is disposed on the outside of the pump housing around the inlet of the pump on the opposing side of the motor.
  • One object of the present invention is to provide an electric coolant pump that ensures an effective cooling of the control circuit of the electric pump drive via the coolant circuit of an internal combustion engine.
  • an electric coolant pump according to claim 1 .
  • This pump is particularly characterized by the fact that a pump chamber is opened to the side of the pump housing that is opposite of the electric motor, and an ECU chamber is opened to the side that faces the pump chamber; and the opened side of the pump chamber and the opened side of the ECU chamber are separated by a heat-exchange cover which is opened at a mouth of an inlet into the pump chamber; a material from which the ECU chamber is made has a lower heat conductivity than a material from which the heat-exchange cover and/or the spiral housing section is made.
  • the invention therefore provides, for the first time, that a control circuit that is disposed on the side of the pump housing which is opposite of the electric motor and disposed around the inlet is separated by a heat-exchange cover from the convective delivery flow in the pump chamber.
  • control circuit is cooled by the delivery flow and is also insulated against the still higher ambient temperatures in the immediate vicinity of the internal combustion engine.
  • the disposition of the heat-exchange cover and the control circuit in close vicinity to the impeller further provides a thermal bridge with a short length of the temperature gradient.
  • the control circuit is disposed separately and does not absorb any waste heat from the electric motor.
  • the coolant pump according to the invention furthermore has advantages that enable a simplified assembly thereof. Due to the open-style pump chamber, the electric motor on the one hand and particularly the impeller on the other hand are freely accessible for assembly. When fastening the heat-exchange cover over the impeller, a gap in between may be set more precisely.
  • the heat-exchange cover may be made of aluminum or an aluminum alloy.
  • Aluminum is characterized by good heat conductivity and simultaneously has a sufficient corrosion protection.
  • the ECU chamber may be formed as a molded piece of plastics.
  • An enclosure of plastics with a low heat conductivity may insulate the control circuit from the hot ambient temperatures at the internal combustion engine in a way which is favorable in terms of manufacturing and may isolate it from moisture and dirt.
  • the spiral housing section may be made of aluminum or an aluminum alloy which is suitable in terms of manufacturing for a pressure die casting process, an injection molding process or a 3D printing process.
  • a die casting alloy simplifies the manufacturing of the characteristic shape of the spiral housing.
  • the heat conductivity of the material in the area of the pump housing facilitates a temperature absorption at the interfaces to the motor assembly and the ECU chamber as well as an introduction of the absorbed temperatures into the delivery flow circulating within.
  • an unpopulated side of a circuit carrier of the control circuit may be in planar contact with the heat-exchange cover. In this way, a greatest possible heat exchange area between the control circuit and the delivery flow of the coolant is provided.
  • the circuit carriers of the control circuit may be a lead frame.
  • a lead frame instead of a circuit board enables an improved heat transfer of the electronic elements to the heat-exchange cover without any compound, cavities, internal plug connections, crimp connections or clamping connections.
  • control circuit may have a printed circuit board that is preferably held in the ECU chamber spaced apart from the circuit carrier by means of electrically connecting contact pins.
  • control circuit has a printed circuit board for the component of a logic circuit, shielding of the remaining elements against the heat exchange surface of the heat-exchange cover may be avoided by situating the printed circuit within the space at a distance by means of electrically connecting contact pins.
  • the pump impeller may be formed as an impeller with a central inflow opening and radial outlet openings and may comprise steps formed in a radial and axial direction between the inflow opening and the radial outlet openings.
  • the heat-exchange cover may have radially alternating protrusions and recesses, one protrusion and one adjacent recess being respectively radially associated with one step of the pump impeller situated axially on the opposite side, and axial shapes of the protrusions being graded towards the associated steps in a complementary manner so that a gap is formed between the associated recesses and the steps.
  • the complementary grading in conjunction with the annular recesses create a labyrinth seal between the impeller and the mouth of the inlet in the heat-exchange cover.
  • a leakage stream branching off radially outside at the face side of the impeller from the flowing delivery flow is slowed, when it bypasses the impeller, by radially alternating pressure zones when flowing through the gaps at the protrusions and the adjacent recesses that have a capillary effect.
  • the labyrinth seal likewise counteracts a pressure of the accelerated coolant in the spiral housing so that no return flow is generated past the impeller which would impair the inflow.
  • the labyrinth seal improves the volumetric efficiency of the pump.
  • the labyrinth seal improves a heat transfer in an area in which the heat-exchange cover is in close contact with the coolant due to the enlarged surface along the protrusions and recesses.
  • the heat-exchange cover may have a collar that encloses the inlet and/or forms the mouth of the inlet.
  • An indirect and/or direct contact surface for the heat exchange with the coolant may thus be increased.
  • the collar enables the accommodation of a separately produced inlet.
  • the ECU chamber and the inlet may be formed monolithically. In this way, the number of components produced and the effort for assembly may be decreased.
  • the electric coolant pump may have a bus rail which extends through a channel in the pump housing and establishes an electric connection between the control circuit and a stator of the electric motor.
  • the bus rail facilitates the insertion of the pump housing at the motor assembly and in particular the running of the motor supply lines to the opposite side of the pump housing during assembly of the pump.
  • a clearance may remain between an internal surface section of the channel and an external surface section of the bus rail that enables a pressure equalization between an internal space of a motor housing and the ECU chamber.
  • the motor assembly may thus be sealed against external weather conditions, and an excess pressure during its heating may be equalized towards the cooler ECU chamber.
  • the ECU chamber may have an opening which is closed by a diaphragm that is impervious to liquids and open to gas.
  • An excess pressure which may result in particular from the pressure equalization of the heated motor assembly, may be decreased in the ECU chamber without moisture entering during cooling at a later point in time.
  • the electric coolant pump may have a metal seal between the pump housing and the heat-exchange cover.
  • a metal seal has an elasticity suitable for assembly which enables a precise adjustment of the gap size between the heat-exchange cover and the impeller in the area of the labyrinth seal when tightening the heat-exchange cover by means of flange screws that are distributed around its circumference.
  • the electric coolant pump may have a lip seal between the pump housing and the pump shaft.
  • the lip seal enables a sufficient sealing of the pump chamber below the impeller against the mounting of the pump shaft at the pump housing.
  • a lip seal is characterized by lower frictional torque than a mechanical seal typically used for water pumps, i.e., a slip ring seal pre-tensioned by a spring.
  • the electric coolant pump may have an aluminum seal against leakage between the pump housing and the electric motor.
  • the housing of the motor assembly thus does not have to be enclosed or closed and a wall for enclosing the motor assembly may be omitted.
  • the aluminum seal which is interposed at the pump housing before assembly of the electric motor closes the opened side to the motor components against a possible leakage of coolant from the pump housing.
  • the heat conductivity of the sealing material at the interface of the pump housing facilitates the heat transfer from the motor assembly to the spiral housing section that is preferably made using aluminum pressure die casting and that introduces the heat further into the delivery flow.
  • a motor housing by means of which the electric motor is attached to the pump housing, may be made of aluminum.
  • the heat conductivity of the motor housing in turn facilitates the heat delivery from the motor assembly to the pump housing.
  • a leakage chamber may be formed between a face side of the electric motor and an opposing outline of the spiral housing section in the pump housing.
  • the leakage chamber forms a cavity which is separated by the leakage seal from the opened side of the motor assembly.
  • the leakage chamber may achieve a delaying, demoisturizing effect should a small amount of leakage occur in the form of coolant dripping into the motor assembly due to wear of the lip seal.
  • FIG. 1 shows a cross-sectional view of an embodiment of the electric coolant pump
  • FIG. 2 shows a perspective view of the electric coolant pump from FIG. 1 ;
  • FIG. 3 shows a perspective exploded view of the electric coolant pump from FIG. 1 ;
  • FIG. 4 shows a perspective view of the spiral housing section and of the staggered outline of the impeller
  • FIG. 5 shows a perspective view of the control circuit on the heat-exchange cover of the electric coolant pump
  • FIG. 6 shows a perspective view of the sealed motor assembly with the shaft mounting
  • FIG. 7 shows a perspective view of the opened motor assembly
  • FIG. 8 shows a sectional view of the ECU chamber with the diaphragm opening.
  • the coolant pump consists in the axial direction of the pump of essentially three sections, namely the assembly of electric motor 2 , pump housing 1 and control circuit 3 or ECU chamber 30 having an integrated inlet 13 .
  • the sections are joined using screw bolts 40 that are inserted in the axial direction.
  • FIG. 3 A separated view of the individual components of the described embodiment is illustrated in FIG. 3 .
  • An electric motor 2 is attached to one side of pump housing 1 with a stator 25 and a rotor 26 .
  • Electric motor 2 is enclosed by a motor housing 27 that is flanged to pump housing 1 using screw bolts 40 .
  • Motor housing 27 is opened at the face side facing pump housing 1 .
  • a leakage seal 41 is interposed between the motor assembly and the pump housing.
  • a bus rail 35 extends from the outer circumference of the stator in the axial direction of the pump.
  • Bus rail 35 carries supply lines of electric motor 2 within itself in order to stimulate the stator coils of stator 25 that are driven by power electronics.
  • Pump housing 1 includes a channel 15 into which bus rail 35 is inserted when flanging the motor assembly to pump housing 1 .
  • the bus rail extends through channel 15 in the interior of pump housing 1 , protected from outer corrosive influences, and provides corresponding supply line contacts of electric motor 2 at the opposing side of pump housing 1 .
  • Pump housing 1 includes on the side of electric motor 2 a reception for a ball bearing 28 at which pump shaft 21 is supported in an entry area into pump housing 1 against same and rotably mounted. Within pump housing 1 , this is followed in the axial direction by a pump chamber 10 , into which the free end of pump shaft 21 extends. A radial pump impeller, hereinafter called impeller 20 , which is rotably accommodated in pump chamber 10 , is fastened at the free end of pump shaft 21 . A lip seal 42 is inserted between pump shaft 21 and its entry opening in pump chamber 10 .
  • Impeller 20 is a radially accelerated pump impeller with a central inflow opening 22 through which the delivery flow is drawn from the inlet 13 of the coolant pump.
  • a jacket portion of impeller 20 extends radially outward and axially downstream.
  • Chamber-like outlet openings 24 of impeller 20 are situated further downstream from the jacket portion, separated by internal blades that begin below the inflow opening 22 and extend radially outward towards the outlet openings 25 .
  • spiral housing section 11 characteristic for a radial pump.
  • Spiral housing section 11 accommodates the radially accelerated delivery flow from impeller 20 and leads it through the outlet 12 out of the coolant pump inside a circumferential spiral channel.
  • spiral housing section 11 as well as outlet 12 and the remaining part of pump housing 1 are made from a pressure die casting alloy.
  • Pump chamber 10 is opened on the opposing side of electric motor 2 . Between the opened side and inlet 13 of the coolant pump, pump chamber 10 is closed by a pump cover, in the following also called heat-exchange cover 31 . Next to the face side end of pump chamber 10 , heat-exchange cover 31 provides a mouth receptacle for inlet 13 at an opening upstream from impeller 20 .
  • a staggered labyrinth seal is provided at both components which prevent the delivery flow from bypassing the impeller.
  • radial steps 23 are formed on the face side at the jacket portion of impeller 20 between inflow opening 22 and outlet openings 24 , as shown in FIG. 4 .
  • radial protrusions 32 a and recesses 32 b are formed into heat-exchange cover 31 complementary to steps 23 of impeller 20 .
  • the staggering of the axial extension of protrusions 32 a corresponds to the staggering of steps 23 of impeller 20 .
  • Recesses 32 b are respectively axially recessed radially outside and adjacent to each of protrusions 32 a in heat-exchange cover 31 .
  • a radial width of protrusions 32 a , recesses 32 b and steps 23 is aligned with one another in such a way that respectively one protrusion 32 a and one recess 32 b of heat-exchange cover 31 are associated with a step 23 of impeller 20 .
  • a gap and an adjacent annular space result at each step 23 between impeller 20 and heat-exchange cover 31 .
  • An inner radius of the mouth opening of heat-exchange cover 31 furthermore covers an internal radius of inflow opening 22 of impeller 20 . It is thus largely prevented that a portion of the delivery flow drawn in splits off at the inflow opening of the impeller 20 along the jacket portion and bypasses impeller 20 outside of it, as a gap and subsequently a recess with a capillary effect has to be alternatingly and repeatedly passed through when passing through the described labyrinth seal.
  • heat-exchange cover 31 is machined from aluminum in the present embodiment. Metals having good heat conductivity and corrosion resistance, e.g. aluminum, are also suitable for heat-exchange cover 31 .
  • a metal seal 43 is interposed between heat-exchange cover 31 and pump housing 1 .
  • a fine adjustment of the gap of the labyrinth seal is enabled by a suitable elasticity of metal seal 43 during assembly of heat-exchange cover 31 within a defined tightening torque of screw bolts 40 .
  • control circuit 3 is directly mounted to heat-exchange cover 31 and fixed, for instance, using heat-conducting paste.
  • a carrier of control circuit 3 is made of a lead frame 34 with a metal core that improves particularly the heat transfer of the power electronics to the heat-exchange cover.
  • control circuit 3 includes a logical circuit printed on a circuit board 36 .
  • Circuit board 36 of the logic printed circuit is electrically connected to lead frame 34 via contact pins 37 and spaced apart from it. Thus the radial end surface to be provided for circuit board 36 is not lost at the surface of the lead frame that has better heat conductivity than the circuit board.
  • Control circuit 3 is accommodated in ECU chamber 30 that closes heat-exchange cover 31 to the exterior.
  • ECU chamber 30 is formed monolithically with inlet 13 , as shown in FIG. 2 , and is made, for instance, of plastics.
  • Bus rail 35 extends through openings in heat-exchange cover 31 and lead frame 34 . Contacts associated with the supply lines of electric motor 2 are connected via spring contacts to the power electronics of control circuit 3 in a way that is advantageous in terms of assembly.
  • the motor assembly is sealed by a lip seal 42 and an aluminum leakage seal 41 .
  • Lip seal 42 sits on pump shaft 21 between ball bearing 28 and pump chamber 10 .
  • Aluminum leakage seal 41 extends in a plane between the motor assembly and pump housing 1 and forms, in the central section, an L shaped collar 44 that radially encloses the accommodation of pump housing 1 for ball bearing 28 and protrudes in a direction towards electric motor 2 .
  • droplets may reach through ball bearing 28 of pump shaft 21 to rotor 26 or stator 25 of electric motor 2 .
  • the penetrated droplets evaporate in the motor assembly, particularly when they come into contact with components that are at operating temperatures.
  • channel 15 provides a pressure equalization.
  • An increased pressure in ECU chamber 30 may escape to the outside through diaphragm 38 illustrated in FIG. 8 , which is a diaphragm 38 open to gas but impervious to liquids, which closes an opening in ECU chamber 30 .
  • an electric motor 2 with an internal rotor is used in this embodiment.
  • an electric motor 2 with an external rotor may likewise be used as long as a supply line is provided for the central stator at motor housing 27 and pump housing 1 as configured in the illustrated embodiment by bus rail 35 .
  • ECU chamber 30 and the inlet may be separately formed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Power Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
US15/751,752 2015-09-03 2016-08-22 Electric coolant pump having a flow-cooled control circuit Abandoned US20180238348A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102015114783.1A DE102015114783B3 (de) 2015-09-03 2015-09-03 Elektrische Kühlmittelpumpe mit strömungsgekühlter Steuerschaltung
DE102015114783.1 2015-09-03
PCT/EP2016/069795 WO2017036837A1 (de) 2015-09-03 2016-08-22 Elektrische kühlmittelpumpe mit strömungsgekühlter steuerschaltung

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US20180238348A1 true US20180238348A1 (en) 2018-08-23

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US15/751,752 Abandoned US20180238348A1 (en) 2015-09-03 2016-08-22 Electric coolant pump having a flow-cooled control circuit

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US (1) US20180238348A1 (hu)
EP (1) EP3344876B1 (hu)
KR (1) KR102116084B1 (hu)
CN (1) CN107923406B (hu)
DE (1) DE102015114783B3 (hu)
HU (1) HUE048030T2 (hu)
PL (1) PL3344876T3 (hu)
WO (1) WO2017036837A1 (hu)

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US11002281B2 (en) 2017-09-01 2021-05-11 Nidec Gpm Gmbh Controllable coolant pump for a main delivery circuit and a secondary delivery circuit
US11092159B2 (en) 2017-11-22 2021-08-17 Nidec Gpm Gmbh Coolant pump having a use-optimised structure and improved thermal efficiency
US20210257874A1 (en) * 2020-02-13 2021-08-19 Shinano Kenshi Co., Ltd. Electric pump
US11199200B2 (en) * 2017-02-14 2021-12-14 Shinano Kenshi Co., Ltd. Electric pump
US20210408871A1 (en) * 2018-11-12 2021-12-30 KSB SE & Co. KGaA Electric Motor
US20220200415A1 (en) * 2020-12-22 2022-06-23 Mahle International Gmbh Drive aggregate
US11434914B2 (en) * 2017-02-24 2022-09-06 Shinano Kenshi Co., Ltd. Electric pump
WO2023017468A1 (en) * 2021-08-13 2023-02-16 Ghsp, Inc. Electrical motor using a heat spreader and cartridge control assembly

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DE102016219273A1 (de) * 2016-10-05 2018-04-05 Bayerische Motoren Werke Aktiengesellschaft Elektrische Pumpe für ein Fahrzeug, insbesondere für ein Kraftfahrzeug, sowie Fahrzeug
DE102016219418A1 (de) * 2016-10-06 2018-04-12 Mahle International Gmbh Flüssigkeitspumpe
DE102016122702B4 (de) 2016-11-24 2023-11-16 Nidec Gpm Gmbh Elektrische Kühlmittelpumpe mit ECU-Kühlung
WO2018133943A1 (de) * 2017-01-20 2018-07-26 Pierburg Gmbh Gebläse für einen verbrennungsmotor
JP6518350B2 (ja) * 2017-02-22 2019-05-22 シナノケンシ株式会社 電動ポンプ
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CN107923406B (zh) 2019-11-08
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EP3344876A1 (de) 2018-07-11
HUE048030T2 (hu) 2020-05-28
DE102015114783B3 (de) 2016-09-22
WO2017036837A1 (de) 2017-03-09
EP3344876B1 (de) 2019-10-30
KR20180030905A (ko) 2018-03-26
CN107923406A (zh) 2018-04-17

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