WO2014031350A1 - Circuit de montage de démarrage à froid de système thermique - Google Patents

Circuit de montage de démarrage à froid de système thermique Download PDF

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Publication number
WO2014031350A1
WO2014031350A1 PCT/US2013/054079 US2013054079W WO2014031350A1 WO 2014031350 A1 WO2014031350 A1 WO 2014031350A1 US 2013054079 W US2013054079 W US 2013054079W WO 2014031350 A1 WO2014031350 A1 WO 2014031350A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
engine
heat exchanger
thermal system
valve
Prior art date
Application number
PCT/US2013/054079
Other languages
English (en)
Inventor
John Shutty
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.
Publication of WO2014031350A1 publication Critical patent/WO2014031350A1/fr

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
    • 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
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • 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
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • 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
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/16—Outlet manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors

Definitions

  • the present invention relates to the efficiency of internal combustion engines, and more particularly to a unique thermal system layout circuit to improve the speed and efficiency of cold start-up of the engines.
  • a method for performing this acceleration is to initially prevent the coolant pump from operating until key areas of the engine and oil reach a certain temperature. This isolates the large quantity of coolant in the radiator and the engine which are at the cold start temperature. Significant time and energy are typically needed to bring these large quantities of coolant up to a desired temperature.
  • the present invention meets the above objectives by providing a layout circuit system and method which provides faster and simultaneous warm-ups from cold starts of both the internal combustion engines and the other vehicle components and systems.
  • the invention improves the speed and efficiency of the engines during cold starts.
  • thermal system layout circuits which have unique routing layouts for the engine coolant system with unique valving systems and programmed control systems.
  • valves in the coolant routing layout allow the coolant pump to run coolant to exhaust heat exchangers and then to various vehicle components, while coolant flow is prevented to the engine and radiator. The volume of coolant fluids that need to be warmed by the engine and heat exchanger are significantly reduced.
  • the layout circuit provides a smaller volume of coolant which is warmed and routed to one or more of the vehicle components and heating systems, such as the passenger compartment heater core, the transmission, and the rear axle. This allows the vehicle oil and other fluids to be initially heated in a faster manner which in turn allows the vehicle to be more efficient.
  • a multifunction valve can be utilized in the layout circuit as the vehicle thermostat component and it can be internally programmed to prevent operation of the vehicle engine cooling system through the radiator, or allow partial or full passage of coolant to the radiator, as necessary or programmed to do so. It can also prevent flow to the engine or allow partial or full flow to the engine.
  • the multifunction valve can be operated by a programmed electronic system through data supplied by various sensors.
  • FIGURE 1 schematically depicts a preferred embodiment of the present invention.
  • FIGURE 2 is a graph depicting the use of a preferred embodiment of the invention.
  • FIGURE 3 schematically depicts another preferred embodiment of the present invention.
  • FIGURE 4 depicts another embodiment of the invention which includes a multifunction valve.
  • FIGURES 5 A, 5B and 5C schematically illustrate multifunction valves which can be used with the present invention.
  • FIGURE 6 schematically depicts methods of use of preferred embodiments of the invention.
  • the layout circuit includes a vehicle internal combustion engine 12, a cooling fan 14, a radiator 16, a coolant pump 18, a thermostat 20 and a mixing valve 22 in a fluid coolant layout circuit.
  • vehicle can be any of the known vehicles today, such as an automobile or truck, which use internal combustion engines.
  • the engine also can be any of the conventional internal combustion engines in use today.
  • the system also includes an electronic control unit (ECU) which is in use in one form or another in most vehicles today, such as ECU 24 shown in Figure 1.
  • ECU electronice control unit
  • the ECU accumulates data from a number of sensors or sources in order to operate and regulate the various systems of the engine and vehicle.
  • the sensors can be used to measure temperatures of fluids or components, pressures, speeds (e.g. RPM), and the like.
  • RPM speed
  • FIG. 1 only representative temperature sensors 26 and 28 are shown for clarity. Not all of the various sensors in use in vehicles today, or which can be used with the present invention, are included.
  • the coolant pump 18 circulates coolant through lines 32 and 34 to the engine 12. After circulating through the engine, the coolant passes through line 36 from the engine to the thermostat 20 and then through line 38 to the radiator 16 and back to the pump through line 40. When the engine is cold, the thermostat may route the coolant from the engine through bypass line 42 and mixing valve 22 back to the pump 18. When the engine and coolant are warmer, the thermostat routes the coolant through line 38 to the radiator where it is recirculated through the engine by the coolant pump.
  • the coolant pump is kept in an inoperative condition (by the ECU) and the engine is used to heat up the coolant and oil which have remained in the engine block when the engine coolant pump was turned off.
  • the temperature of the coolant in the engine reaches a desired temperature, such as by being sensed by temperature sensor 28, the coolant pump is turned on and coolant stored in the radiator and the rest of the coolant system is circulated through the engine.
  • the engine and engine oil are also heated up more quickly which acts to reduce the amount of undesirable exhaust materials to be vented to the atmosphere through the exhaust system of the vehicle.
  • a faster warm-up of the engine allows the catalytic converter in the vehicle (through which the engine exhaust passes) to also be heated more quickly. This also acts to reduce the amount of undesirable materials to be exhausted into the atmosphere.
  • the faster warm up of the oil allows warmer oil to be circulated more quickly to the engine and vehicle components which utilize the oil. This reduces friction and improves fuel consumption.
  • the coolant forced by the coolant pump 18 into line 32 is also forced into line 50 into and through an exhaust-to-coolant heat exchanger 52.
  • a valve 54 can be used to selectively open and close line 50 to the heat exchanger 52.
  • Another valve 56 can be used to selectively create a by-pass of line 50 around the heat exchanger 52.
  • the valve 56 also could be a proportioning type valve which allows full, partial, or no flow to the bypass. In this manner, the change of the flow from the heat exchanger to the bypass could be over a period of time.
  • the coolant in line 50 is heated (warmed-up) by the exhaust-to-coolant heat exchanger 52, it then can be used to heat (warm-up) other components and systems in the vehicle, such as the heat exchanger 58 (heater core) for the passenger cabin heater system, the heat exchanger for the fluid in transmission 60, the heat exchanger for the oil in the rear axle 62 and/or heat exchangers for other vehicle components and systems 64 and 66.
  • the heat exchanger 58 hereinter core
  • the heat exchanger for the fluid in transmission 60 the heat exchanger for the oil in the rear axle 62 and/or heat exchangers for other vehicle components and systems 64 and 66.
  • Optional shut-off valves A, B, C and D can be controlled by the ECU to selectively allow the warmed fluid from line 50 to selectively pass through one or more of the heat exchangers 58, 60, 62, 64 and/or 66.
  • the heat exchangers that are warmed by the heated fluid in line 50 can be positioned in series or in parallel. As shown in Figure 1, heat exchangers 58, 60, 62 and 64 are in series, while heat exchangers 62 and 66 are arranged in parallel. Any combination of series or parallel arrangements can be provided.
  • the inventive layout circuit embodiment and process shown in Figure 1 also includes a shut-off valve 80 positioned in line 34.
  • the valve 80 is positioned between the pump 18 and the engine 12 and is controlled by the ECU or another control member (not shown) in the vehicle.
  • valve 80 is initially closed, valve 54 is open and bypass valve 56 is initially closed. Since there is no flow of coolant circulated through the engine block, the relatively small amount of coolant in the engine heats up more rapidly, along with engine oil. This improves the efficiency of the combustion of fuel in the engine and helps minimize the exhaust of undesirable materials into the atmosphere.
  • the system simultaneously circulates an amount of coolant through the exhaust heat exchanger where it is separately warmed up.
  • the heated fluid is then returned to the pump through one or more of lines 70, 72, 74 and 76, allowing it to warm the engine compartment (on cold days), the transmission fluid, the rear axle fluid and/or other components as desired.
  • the heated fluid can be circulated through whatever component is desired at the time, depending on the temperature of the environment and other conditions, such as the temperature of the initial coolant and other fluids.
  • Valves A, B, C and D can be selectively opened or closed for this purpose. Once the coolant in the engine reaches a predetermined temperature, the valve 80 is opened allowing the coolant to be pumped and circulated through the engine in a normal manner.
  • the bypass valve 56 is opened allowing coolant to bypass the exhaust heat exchanger 52. This prevents the coolant from becoming too hot.
  • the valve 56 can be a proportional valve which regulates the amount of fluid passing through it, rather than a simple ON-OFF valve. This allows the amount of coolant passing through the exhaust heat exchanger to be diminished gradually over time until the valve 56 is fully open.
  • Valve 54 is an optional valve. If provided, it is left opened during cold start situations in order to allow coolant to flow to the exhaust-to-coolant heat exchanger. Once the secondary (auxiliary) devices, such as 58, 60, 62 and 64 are warmed to their normal operations temperatures, the valve 54 can be closed or left opened. If the temperature of any the auxiliary devices get too high, then valve 54, if closed, can be reopened, along with bypass valve 56 and appropriate valves 58, 60, 62 and/or 64, in order to allow coolant to reduce or moderate the temperature of the fluid in the auxiliary device.
  • auxiliary devices such as 58, 60, 62 and 64
  • Figure 2 depicts a graph 100 showing the warming of the engine and the coolant relative to time. This graph depicts generally the process that transpires by utilizing the layout circuit embodiment set forth in Figure 1. The graph also could be used to conduct the steps in the warm-up process based on time.
  • valve 80 is closed. This is the starting point of a cold start for the engine. The temperature 104 of the engine heats up rapidly. At point 106, the valve 80 is opened and coolant flow is started through line 32, 34 to the engine. The coolant fluid heats up in the engine until it reaches a maximum flow 110. At point in time 112, the valve 20 starts to divert the flow from the bypass line 42 to the radiator. The flow of the coolant reaches point 116 where it stays constant for a period of time as the flow of fluid through the bypass line 42 and radiator line 38 stays constant. At time 118, the valve 20 further restricts the flow of coolant until it all flows to the radiator. At point 120, full flow is passing through the radiator.
  • the temperature 124 of the engine reaches a maximum constant temperature 126. After this, the engine and coolant are maintained at their normal operating temperatures, or temperature ranges. Under certain extreme conditions, however, the temperature of the engine can increase 128.
  • FIG. 3 A simpler layout circuit is shown in Figure 3 and designed by the reference number 10'. Components which are the same as these shown in Figure 1 and described above have the same reference numbers.
  • the pump 18 can be run allowing coolant to flow to the exhaust heat exchanger 52 while coolant flow to the engine is cut-off. Since there is no flow of coolant circulated through the engine block, the volume of fluid that needs to be warmed by the heat exchanger is significantly reduced.
  • the pump 18 flows coolant fluid through lines 32 and 50 where the fluid is heated by the exhaust heat exchanger 52.
  • the fluid is then routed only through the transmission heat exchanger 60 to warm the transmission fluid and the systems of one or more other components 61 before being cycled back to the pump 18 through valve 22.
  • the shut-off valve 80 is opened and fluid is allowed to flow through the engine and bypass line 42.
  • the valve 20 allows coolant to flow through line 38 to the radiator. The coolant in the radiator is then circulated through the engine in a normal manner.
  • rapid coolant warm-up is achieved along with accelerated block and engine oil warm-up, as well as warm-up of selected secondary devices (a/k/a "auxiliary" devices), such as the transmission oil, rear axle oil, passenger cabin heating, etc.
  • secondary devices a/k/a "auxiliary" devices
  • the exhaust heat exchangers act on a smaller volume of coolant. This allows faster heating of the devices that are being warmed, while simultaneously allowing the engine to be warmed internally.
  • thermostat valve 20 shown in the systems of Figures 1 and 3 is replaced with a multifunction valve 21 which is operated by changes in the temperature of the coolant flowing into it from engine 12.
  • This embodiment is shown in Figure 4.
  • another shut-off valve 23 is positioned in line 36 between the engine and the multifunction valve.
  • the valve 23 is operated by the ECU.
  • the valve 23 can be included in the valve 20.
  • FIG. 5 A A schematic drawing of a basic valve 21, which is a three-way valve, is shown in Figure 5 A. Coolant flow through line 36 is passed to the valve 21 where it is directed either to line 42 or to line 38.
  • the valve 21 can be any type of conventional multifunction valve that will perform the function explained above. Solenoid valves which are controlled electronically can be used.
  • the actuator can be in the form of a plunger or pivoted armature, often against the action of a spring or other biasing member. It can be electrically energized or de-energized and returned to its normal position by the biasing action.
  • Three-way valves typically have three port connections and two valve seats. One valve seal remains open and the other closed in the de-energized mode. When the solenoid coil is energized, the mode reverses. Rotating actuators with a spool inside a cylinder are common.
  • FIG. 5B A schematic representation of another multifunction valve 90 which can be utilized with the present invention is shown in Figure 5B.
  • Three valves A, B and C are included and each one allows the fluid flow to be varied or throttled from zero flow to maximum flow.
  • the valves are operated by the ECU or separate electronic control system.
  • the fluid flow through valve A can be regulated to supply the desired amount of coolant flow.
  • the "input” into valve A then is directed either to "output 1" or "output 2," or both, as desired by the system.
  • the amount of fluid passing through valves B and C can be regulated as indicated.
  • FIG. 5C Another multifunction valve 150 which can be utilized with the present invention is shown in Figure 5C.
  • the valve has a central housing or mixing chamber 152 and an inlet line A.
  • the valve apportions the coolant flow in line A to flow to either lines B or C, or partially to both lines B or C.
  • the valve can also prevent flow to both lines B and C.
  • valve 150 The sequence of operation of the valve 150 from O 0 rotation (a) to 60° rotation (f), and at various stages inbetween, (b), (c), (d) and (e), is shown in Figure 5C.
  • FIGURE 6 depicts a cold-start process 200 for a vehicle engine in accordance with a preferred embodiment of the invention.
  • the process 200 begins by the operator starting the engine 202.
  • the temperatures of the engine block, engine coolant, engine oil, and other vehicle engine related components and systems are sensed 204 by appropriate sensors. It is also possible to sense the temperatures of the fluids and other components, such as the transmission fluid, passenger heater core, rear axle oil, etc.
  • the temperature data is sent to the ECU or other electronic control which then decides by an appropriate look-up table or the like, the desired steps to take subsequently.
  • the operating indicia could be to determine if one or more of the temperatures are below certain values and a cold start process is needed. (If the temperatures are all at or above prespecified values, a cold start process may not be desired and the vehicle engine, coolant and components are allowed to heat up in a normal manner.
  • valve 80 in Figure 1 In a cold start process in accordance with a preferred embodiment of the invention, a valve, such as valve 80 in Figure 1, is closed 206. This blocks the coolant pumped by the coolant pump from circulating through the engine. This heats up the engine block and engine oil quickly. As indicated above, the valve 80 is opened 208 after a prespecified period of time or after the engine has reached a certain temperature.
  • the coolant from the pump flows through the exhaust to coolant heat exchanger 206.
  • the engine exhaust system heats up the coolant rapidly.
  • a bypass valve such as valve 56 in Figure 1
  • the heated coolant then passes into heat exchangers in one or more of the secondary (auxiliary) devices, to allow them also to be warmed-up.
  • the secondary devices could be the transmission, the passenger compartment, the rear axle, etc.
  • the coolant fluid returns to the coolant pump where the cycle is repeated until the appropriate temperatures are reached or the appropriate time transpires.
  • the valve positioned between the engine and the radiator can direct some or all of the heated engine coolant through a bypass line where it is circulated by the coolant pump. This is shown at 210.
  • the coolant could be proportioned between the bypass line and radiator until the temperature of the entire coolant achieves the desired temperature or temperature range.
  • the vehicle engine and systems are allowed to run normally 212.
  • the engine and secondary device can be all warmed-up more quickly in a cold start situation. This improves the efficiency of the engine in many ways, such as increasing fuel economy and decreasing toxic emissions.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un circuit de montage de système thermique conçu pour l'utilisation dans une situation de démarrage à froid d'un moteur de véhicule. Une soupape est positionnée de manière à empêcher l'écoulement de la pompe de refroidissement au moteur ou au radiateur. Un échangeur de chaleur d'échappement est utilisé pour réchauffer un ou plusieurs dispositifs secondaires tels que l'huile de transmission, le radiateur de chauffage du système de chauffage de l'habitacle et l'huile d'essieu arrière.
PCT/US2013/054079 2012-08-20 2013-08-08 Circuit de montage de démarrage à froid de système thermique WO2014031350A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201261691180P 2012-08-20 2012-08-20
US61/691,180 2012-08-20

Publications (1)

Publication Number Publication Date
WO2014031350A1 true WO2014031350A1 (fr) 2014-02-27

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016113917A (ja) * 2014-12-12 2016-06-23 トヨタ自動車株式会社 エンジン冷却システム及びその運転方法
US20170167595A1 (en) * 2015-12-09 2017-06-15 Ford Global Technologies, Llc Rear axle lubrication oil temperature control using exhaust heat recovery and a thermal battery
EP3128148B1 (fr) * 2015-08-04 2020-09-23 Toyota Jidosha Kabushiki Kaisha Dispositif de circulation de liquide de refroidissement pour moteur à combustion interne

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4911110A (en) * 1987-07-10 1990-03-27 Kubota Ltd. Waste heat recovery system for liquid-cooled internal combustion engine
US20030070427A1 (en) * 2001-09-20 2003-04-17 Behr Gmbh & Co Coolant circuit for motor vehicle
JP2010169050A (ja) * 2009-01-26 2010-08-05 Toyota Motor Corp 機関システム
KR20110062138A (ko) * 2009-12-02 2011-06-10 현대자동차주식회사 차량의 배기열 회수장치 및 방법
US20120048504A1 (en) * 2010-08-26 2012-03-01 Kia Motors Corporation Thermal management system, vehicles embodying same and methods related thereto

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4911110A (en) * 1987-07-10 1990-03-27 Kubota Ltd. Waste heat recovery system for liquid-cooled internal combustion engine
US20030070427A1 (en) * 2001-09-20 2003-04-17 Behr Gmbh & Co Coolant circuit for motor vehicle
JP2010169050A (ja) * 2009-01-26 2010-08-05 Toyota Motor Corp 機関システム
KR20110062138A (ko) * 2009-12-02 2011-06-10 현대자동차주식회사 차량의 배기열 회수장치 및 방법
US20120048504A1 (en) * 2010-08-26 2012-03-01 Kia Motors Corporation Thermal management system, vehicles embodying same and methods related thereto

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016113917A (ja) * 2014-12-12 2016-06-23 トヨタ自動車株式会社 エンジン冷却システム及びその運転方法
EP3128148B1 (fr) * 2015-08-04 2020-09-23 Toyota Jidosha Kabushiki Kaisha Dispositif de circulation de liquide de refroidissement pour moteur à combustion interne
US20170167595A1 (en) * 2015-12-09 2017-06-15 Ford Global Technologies, Llc Rear axle lubrication oil temperature control using exhaust heat recovery and a thermal battery
CN106855117A (zh) * 2015-12-09 2017-06-16 福特环球技术公司 使用排气热回收和热电池的后桥润滑油温度控制
US10408333B2 (en) 2015-12-09 2019-09-10 Ford Global Technologies, Llc Rear axle lubrication oil temperature control using exhaust heat recovery and a thermal battery
CN106855117B (zh) * 2015-12-09 2021-11-16 福特环球技术公司 使用排气热回收和热电池的后桥润滑油温度控制
US11578795B2 (en) 2015-12-09 2023-02-14 Ford Global Technologies, Llc Rear axle lubrication oil temperature control using exhaust heat recovery and a thermal battery

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