WO2014172778A1 - Coolant circulation pump having thermal control of sub- circuits - Google Patents
Coolant circulation pump having thermal control of sub- circuits Download PDFInfo
- Publication number
- WO2014172778A1 WO2014172778A1 PCT/CA2014/000367 CA2014000367W WO2014172778A1 WO 2014172778 A1 WO2014172778 A1 WO 2014172778A1 CA 2014000367 W CA2014000367 W CA 2014000367W WO 2014172778 A1 WO2014172778 A1 WO 2014172778A1
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- WO
- WIPO (PCT)
- Prior art keywords
- impeller
- flow
- chamber
- sub
- coolant
- Prior art date
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Classifications
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- 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
- F01P7/161—Controlling of coolant flow the coolant being liquid by thermostatic control by bypassing pumps
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- 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
- 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
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
-
- 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
- F04D15/0011—Control, e.g. regulation, of pumps, pumping installations or systems by using valves by-pass valves
-
- 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
- F04D15/0027—Varying behaviour or the very pump
-
- 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
- F04D15/0027—Varying behaviour or the very pump
- F04D15/0038—Varying behaviour or the very pump by varying the effective cross-sectional area of flow through the rotor
-
- 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
- F04D29/22—Rotors specially for centrifugal 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
- F04D29/40—Casings; Connections of working fluid
- F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
- F04D29/426—Casings; Connections of working fluid for radial or helico-centrifugal pumps 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
- F04D29/40—Casings; Connections of working fluid
- F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
- F04D29/44—Fluid-guiding means, e.g. diffusers
- F04D29/46—Fluid-guiding means, e.g. diffusers adjustable
- F04D29/466—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid 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
- F04D29/40—Casings; Connections of working fluid
- F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
- F04D29/44—Fluid-guiding means, e.g. diffusers
- F04D29/46—Fluid-guiding means, e.g. diffusers adjustable
- F04D29/466—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid pumps
- F04D29/468—Fluid-guiding means, e.g. diffusers adjustable especially adapted for liquid fluid pumps adjusting flow cross-section, otherwise than by using adjustable stator blades
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- 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
- F04D29/40—Casings; Connections of working fluid
- F04D29/52—Casings; Connections of working fluid for axial pumps
- F04D29/54—Fluid-guiding means, e.g. diffusers
- F04D29/56—Fluid-guiding means, e.g. diffusers adjustable
- F04D29/566—Fluid-guiding means, e.g. diffusers adjustable specially 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
- F04D29/586—Cooling; Heating; Diminishing heat transfer specially adapted for liquid pumps
- F04D29/5866—Cooling at last part of the working fluid in a heat exchanger
- F04D29/5873—Cooling at last part of the working fluid in a heat exchanger flow schemes and regulation thereto
-
- 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
-
- 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
- This technology relates to pumping apparatus for circulating liquid coolant around a coolant circulation system, for example the coolant system in an automotive engine.
- the apparatus includes a fixed housing, a rotary impeller having blades, and a rotary-driver for rotating the impeller.
- the circulation system includes a radiator or other main heat exchanger, and includes a plurality of subsidiary circulations or sub-circuits, which pump coolant around subsidiary heat exchangers .
- the technology is described mainly as it relates to a pump for a cooling system in an automotive engine.
- the coolant flowrate is modulated according to the temperature of the coolant. That is to say: as the temperature of the coolant rises, the flowrate at which the pump circulates the coolant through the radiator also rises.
- Fig 1 is a pictorial view of a pumping apparatus for pumping coolant around cooling circuits.
- Fig.2 is another pictorial view of the apparatus, shown partly
- Fig.2A is a sectioned exploded pictorial view of some of the internal components of the apparatus, showing especially a thermal actuator of the apparatus.
- Fig.3 is a plan view of the apparatus of Fig.l, in which a top tier of the apparatus has been sectioned, showing sleeves of the apparatus .
- Fig.4 is a circuit diagram showing the pump incorporated into the cooling circuits and sub-circuits.
- Fig.5 is the same view as Fig.3, except that now the top tier has been removed and a middle tier of the apparatus has been sectioned, showing vanes of the apparatus.
- Fig.6 is an elevation of the pump apparatus of Fig.l, sectioned on lines 6T-6T, 6M-6M, 6B-6B of Fig.3.
- Fig.7 is a plan view of the pump, including a sectioned thermal- actuator of the apparatus.
- Fig.8 includes four diagrams, designated 8-0, 8-2, 8-5, 8-8, which show the thermal actuator, arranged to control flowrate through both the sleeves and the vanes.
- Fig.9 is a pictorial view of components of the thermal actuator.
- Fig.10 is an actuator diagram, which illustrates the interactions between the circuits and sub-circuits.
- Fig.11 is a graph of the extension of the thermal-actuator (in
- Fig.12 is a graph showing the orientation of the swirl-vanes as a function of coolant temperature.
- Fig.13 includes four diagrams designated 13-0, 13-1, 13-2, 13-3.
- Fig.14 appears with Fig.13, and includes two diagrams
- Fig.15 includes four more diagrams, similar to those of Fig.13, designated 15-5, 15-6, 15-7, 15-8, which show further
- Fig.16 appears with Fig.15, and includes four diagrams
- Fig.17 is a sectioned plan view of another pump apparatus, having a pair of linear sleeves.
- Fig.18 is a sectioned elevation of the pump of Fig.17.
- Fig.19 is a sectioned plan view of a further pump apparatus, having two pairs of linear sleeves.
- Fig.20 is a sectioned elevation of the pump of Fig.19.
- Fig.21 is a pictorial view of the sleeves of Fig.17, with associated thermal-actuator .
- Fig.22 is a sectioned elevation of yet another pump apparatus
- vanes pivotable about radial axes.
- Fig.23 is a close-up of an area of Fig.22, highlighting the manner of sealing the sleeves.
- Fig.24 is an actuation diagram (comparable to Fig.10) of a coolant circulation system for temperature control of battery coolant- flow.
- the pumping apparatus 20 depicted in Figs.1-16 of the drawings is suitable to be incorporated into the coolant circulation system of an automotive engine.
- the apparatus 20 is basically in three tiers.
- the top tier 23 houses a pair of sleeves which control the flow of coolant to several sub-circuits of the system.
- the middle tier 25 houses a set-of swirl-vanes which control the main flow of coolant circulating between the engine and the radiator.
- the bottom tier 27 houses the impeller of the pump, and includes a volute chamber 90 for receiving the pumped coolant from the impeller and an outlet port for conveying same out to and around the system.
- Fig.3 is a section of the top-tier 23, and depicts an outer fixed stator-sleeve 29 and an inner rotor-sleeve 30.
- the rotor-sleeve 30 is mounted for rotation in the housing 32, and is driven to rotate by a blocker-driver (described in detail below) of a thermal-unit.
- the thermal-unit includes a wax-element thermal- actuator 38.
- the thermal-actuator 38 includes a temperature-sensor, which is arranged to measure the temperature of coolant passing through the from-engine-conduit 40.
- the housing 32 in the exemplary apparatus, the housing 32, in
- the sleeves 29,30 is arranged to create and define four sub-entry-chambers 41, being designated 41B; 41H; 41E; 41T (Fig.3).
- the sleeves 29,30 are formed with respective windows /apertures /slots 43, and bars 45 that lie between and define the same .
- the rotor-sleeve 30 can be rotated relative to the stator-sleeve 29, in an open/close mode of movement, to a sleeves- open position, in which apertures 43RE in the rotor-sleeve 30 coincide or overlie windows 43SE in the stator-sleeve 29, whereby flow of coolant is enabled, through the flow-throats thus created.
- the sleeve 30 can be rotated also to a sleeves-closed position, in which apertures 43RE in the inner rotor-sleeve 30 coincide with bars 45SE in the outer stator-sleeve 29, whereby flow of coolant through the sleeves is blocked.
- the sub-entry-chamber 41E when the sleeves 29,30 are in their open-position, in respect of the sub- entry-chambers 41E, coolant flows through the sleeves from that sub- entry-chamber and enters the subs-impeller-chamber 47.
- the subs- impeller-chamber 47 is funnel-shaped, and coaxial with the axis of the impeller, and funnels the coolant into the centre (eye) of the impeller 49 of the pump.
- Fig.6 is a circuit diagram of the overall cooling system of a typical vehicle. Cooled coolant from the pump 20 enters the engine E via a pump-outlet conduit, being the impeller-engine conduit 50. During normal warmed-up running, the from-engine conduit 40 and the to-radiator conduit 52 convey hot coolant from the engine E to the radiator R. The from-engine conduit 40 routes the hot coolant through a temperature-sensing chamber 54 of the pump apparatus, where the hot coolant bathes the wax-element temperature- sensor inside the body 56 of the thermal-actuator 38.
- a bypass-branch conduit 58 divides out from the from- engine conduit 40 to the bypass-sub-entry-chamber 41-B. If the sleeves 29,30 are in the open-position with respect to the
- bypass flow does not take place, i.e all the flow goes through the radiator. Having passed through the radiator, the now- cooled coolant enters the pump via a radiator-pump conduit 60.
- the circuit that includes the impeller 49, the impeller- engine conduit 50, the engine E, the from-engine conduit 40, the temperature-sensing chamber 54, the to-radiator conduit 52, the radiator R, and the radiator-pump conduit 60, is referred to as the main radiator-circuit.
- Coolant circulating around the radiator-circuit passes through the middle tier 25 of the pump 20, where the flowrate is modulated in accordance with its as-measured temperature, by the set of swirl-vanes 61. Coolant circulating around the main radiator- circuit does not pass through the top-tier 23 and does not pass through the sleeves 29,30.
- bypass-sub-circuit The circuit that includes the impeller 49, the impeller- engine conduit 50, the engine, the from-engine conduit 40, the temperature-sensing chamber 54, the bypass-branch conduit 58, the bypass-sub-entry-chamber 41-B, the sleeves 29,30, and the subs- impeller-chamber 47, is referred to as the bypass-sub-circuit, and is one of the four sub-circuits of the overall system.
- the sub-circuits pass through the top-tier 23 of the pump 20, and the flow of coolant in these circuits is controlled by whether the sleeves 29,30 are in their open or closed position of the sleeves 29,30 with respect to the particular sub-circuit, which in turn is controlled by the temperature of the coolant. Coolant circulating around the sub-circuits does not pass through the middle-tier 25 of the pump, but passes through the top-tier 23, and through the sleeves 29,30.
- Fig.3 is a sectioned plan view of the middle tier 25 of the pump 20.
- the swirl-vanes 61 are pitched around a circle that is concentric with the axis of the impeller 49.
- the vanes 61 are provided with respective pivot-pins 65, which engage respective pivot-holes 67 in the housing 32. Thus, the vanes 61 cannot move bodily with respect to the housing 32, but they can rotate with respect to the housing.
- the vanes 61 also carry respective drive-pins 69.
- a vanes-actuation ring 70 is mounted for rotation in the housing 32, and the ring 70 is provided with respective drive-slots 72.
- the vanes drive-pins 69 engage the drive-slots 72 in the ring 70.
- the pump apparatus 20 is so arranged that the vanes- actuation-ring 70 is driven to rotate in response to changes in coolant temperature. If the temperature of the coolant remains constant, the orientation of the vanes 61 does not change. Thus, the orientation of the vanes 61 is determined by the temperature of the coolant.
- modulator-entry-chamber 74 to the main-impeller-chamber 76.
- the vanes 61 crack open, permitting coolant to flow through the spaces 63.
- the spaces 63 between the vanes 61 is small, and flow is relatively low by the fact of the smallness.
- the geometry of the vanes 61 is such that further orientation of the vanes basically does not significantly change the sizes of the spaces 63 between the vanes. That is to say: even though the vanes 61 continue to change their orientation as the coolant goes from warm to hot, and beyond, the geometry of the shape of the vanes is such that the cross-sectional area — i.e the flow-transmitting throat-area — of the spaces 63 remains, now, more or less constant.
- throat area of the spaces 63 increases from the vanes- closed position through the 'with' (flow-reduce) swirl range until the neutral vane position, then decreasing slightly through the 'against' (flow-boost) range of orientation.
- the vanes 61 impart a rotational swirl onto the flow of coolant emerging from the vanes, entering the main-impeller- chamber 76, and entering the blades of the impeller 49. If the angular velocity of the imposed swirl is of the same sense as that of the impeller, the flowrate is reduced. If the angular velocity of the imposed swirl is of the opposite sense to that of the impeller, the flowrate is increased or boosted. It may be noted that, below warm temperatures, the velocity vector of the flow leaving the vanes imparts a rotational swirl onto the coolant, as the coolant enters the blades of the impeller, that is in the same sense as the rotational sense of the impeller, i.e the induced swirl is 'with' the impeller.
- the vanes 61 when undergoing the change in orientation occasioned by the coolant going from warm to very-hot, procure a change in the sense of the angular velocity of the swirl from 'with' to 'against' the rotation of the impeller.
- the flowrate of the coolant passing through the impeller is reduced when the coolant is warm, and is boosted when the coolant is very hot.
- the terms 'flow-reduce' and 'flow-boost' are to be compared only with each other: the flowrate passing through the vanes increases steadily and progressively as the coolant progresses from cool to tepid to warm to hot to very-hot.
- the coolant temperature can be expected normally to fluctuate between warm and very-hot, and the terms 'flow-reduce' and 'flow-boost' can be related to a neutral condition, the terms then being more meaningful.
- a thermal-unit of the apparatus includes the thermal-actuator 38.
- the thermal-actuator 38 includes the body 56,
- the thermal- actuator 38 senses the temperature of the coolant, and the extension of the movable stem 78 can be regarded as a measure of the changing temperature .
- the movable stem 78 engages a movable slider 80, which is guided in the housing for sliding movement.
- the slider 80 is equipped with two drive-pegs, one of which is a sleeves-drive- peg 81S and protrudes upwards, and the other is a vanes-drive- peg 81V and protrudes downwards.
- the upward sleeves-drive-peg 81S engages a sleeves-drive-slot 83S in a lug 85 of the inner rotor- sleeve 30.
- the downward vanes-drive-peg 81V engages a vanes-drive- slot 83V in the vanes-actuation-ring 70.
- the sleeves-drive-peg 81S engages the sleeves- drive-slot 83S in the lug 85 of the inner rotor-sleeve 30, thereby causing the rotor-sleeve to rotate.
- the vanes-drive-peg 81V engages the vanes-drive-slot 83V in the vanes-actuation-ring 70, thereby causing the orientations of the vanes 61 to change, all in unison.
- the apparatus includes a blocker-driver , which receives the thermal movement of the stem 78 of the thermal-actuator 38 and converts that movement into rotational movement of the rotor- sleeve 30.
- the blocker-driver includes the slider 80, the sleeves- drive-peg 81S, the lug 85, and sleeves-drive-slot 83S of rotor- sleeve 30.
- the apparatus includes also a vanes-driver, which receives the thermal movement of the stem 78 of the thermal- actuator 38 and converts that movement into orientational movement of the vanes 61.
- the vanes-driver includes the slider 80, the vanes-drive-peg 81V, the vanes-drive-slot 83V in the vanes- actuation-ring 70, and the respective vanes-drive-pegs 81V of the several vanes 61.
- Fig.8 is a diagram for illustrating operational
- Fig.9 illustrates how the lost-motion relationships are procured, in the example.
- Fig.8-0 the coolant is cold, the stem 78 having not extended at all from the body 56 of the thermal-actuator 38.
- the sleeves-drive-peg 8 IS rests against the bottom of the sleeves-drive- slot 83S.
- the vanes-drive-peg 81V rests against the bottom of the vanes-drive-slot. (Here, the terms top, bottom, etc, accord with the orientation of Fig.8, not to the operational positions of the components . )
- Fig.8-2 the coolant is cool, and the stem 78 has advanced two mm.
- the vanes-drive-peg 81V has reached the top end of the vanes-drive-slot 83V, and so any further movement of the stem 78 now will drive the vanes actuation-ring 70 to rotate. Further movement of the stem 78 will also cause the rotor-sleeve 30 to undergo further rotation.
- Fig.8-8 the coolant is very-hot.
- the rotor-sleeve 30 remains in the same position as in Fig.8-5.
- the vanes-actuation- ring 70 has now rotated to its full extent, driving the vanes, now, to their maximum flow-boost orientation, whereby the flowrate of the coolant is at a maximum.
- sub- entry-chamber 41 there are (notionally) five sub- entry-chambers 41, namely: the bypass sub-entry-chamber 41B; a heater sub-entry-chamber 41H; a turbocharger sub-entry-chamber ; a transmission-oil-cooler TOC-sub-entry-chamber 41T; and an engine- oil-cooler EOC-sub-entry-chamber 41E.
- these particular sub- circuits are simply examples, for illustration.
- the present technology is applicable to temperature-based open/close control of sub-circuits generally, of many kinds.
- those two sub-circuits can be combined in the pump housing, i.e both can be routed through one single sub-entry- chamber.
- only four (i.e not five) separate mutually- isolated sub-entry-chambers 41 are provided around the sleeves 29,30 in the top tier 23 of the housing 32.
- the sub-entry-chambers 41 are arranged around the circle of the sleeves 29,30.
- the coolant flows inwards from the several sub-entry-chambers 41, through the apertures 43 in the sleeves 29,30 (if these are open), and into the subs-impeller-chamber 47.
- the flows of coolant from the separate sub-circuits are routed through the separate sub-entry-chambers 41.
- the coolant from the sub-circuit-E enters the sub-entry-chamber 41E, and passes through the (three) apertures 43RE that are available to that sub-circuit, and into the subs-impeller-chamber 47.
- each of the three windows 43SE in the stator-sleeve 29 corresponds to a specific one of the apertures 43RE in the rotor-sleeve 30, and to a particular one of the bars 45RE in the rotor-sleeve.
- the apertures 43RE in the rotor-sleeve 30 corresponds to a specific one of the apertures 43RE in the rotor-sleeve 30, and to a particular one of the bars 45RE in the rotor-sleeve.
- window 43SE in the outer stator-sleeve 30 can overlie either (a) the bar 45RE in the inner rotor-sleeve 30, or (b) the aperture 43RE, depending on the temperature of the coolant. If the window 43SE overlies the aperture 43RE, the sub-circuit-E is open, and flow can pass through to the subs-impeller-chamber 47. But if the
- window 43SE overlies the bar 45RE (which is the condition actually illustrated in Fig.3) the sub-circuit-E is closed, and flow cannot now pass from the sub-entry-chamber 41E through to the subs- impeller-chamber 47.
- the sleeves 29,30 can, at one and the same time, be in (a) an open-position with respect to one sub-entry- chamber 41, and (b) a closed-position with respect to another of the sub-entry-chambers .
- the designers determine the volumetric flowrates of the coolant flows that are required to be circulating in the several sub-circuits.
- the designers see to it that the aggregate throat area of the sleeves and windows 43 available to that sub-circuit is adequate to enable the desired flowrate.
- the aggregate throat area of the three windows 43SE and the three apertures 43RE that lie in the sub-entry-chamber 4 IE should be large enough to enable the flowrate the designers desire to be circulating in the sub-circuit-E .
- the different sub-circuits have (or might have) different flowrate requirements, and the differences can be reflected in the number and size of the
- the configuration of the top tier is such as to present designers with an ample length of circumference in which to accommodate not only the required throat areas of apertures needed to convey the desired flowrates, but to accommodate also the bars for closing those apertures, and to accommodate also the movement of the rotor to open and close all the various sub-circuits at the desired temperatures.
- the shape of the top tier provides room, in the depicted example, for the rotary sleeves to be of ample diameter, it should also be noted that the sleeves can alternatively be arranged advantageously for linear movement, rather than rotational movement, as will be described below.
- the designers have stipulated that the sub-circuit-T and sub-circuit-E should start off closed (when the coolant is cold) and should then start to open (not immediately, but soon) after the coolant temperature has moved towards cool, and should be completely open by the time the coolant is warm.
- the designers desire the sub-circuit-T and the heater sub-circuit-E to stay open all the time.
- the bypass sub-circuit-B is desired to open when the coolant is cold, and to stay open through cool and tepid, and then to close again as the coolant moves through tepid towards warm.
- the aperture /windows when fully open are sized to have equivalent cross-section to the incoming coolant sub-circuit conduits — this offering negligible incremental resistance to the sub-circuit, thus diminishing dissipative power consumption during warmed-up operation.
- the multiplicity of apertures are used to accommodate a short actuator stroke as is characteristic of the wax- element units as show herein, but fewer but wider apertures may be employed in conjunction with actuators having greater linear or rotary movement capability.
- the apertures contribute resistance or energy dissipation due to shear of the fluid when passing through it, and is known to be represented by a second order relationship between the fluid flow velocity and the pressure drop created by such resistance.
- the exemplary apparatus affords both optimal warm-up which renders fuel savings and lower emissions, and the variable flow affords less parasitic power draw which renders fuel savings. Together the aggregate reduction in fuel consumption (fuel savings) plus reduced emissions (of C02 , CO, NOX, and unburned hydrocarbons) is greater than heretofore achieved by the variable flow and flow control valves employed separately.
- the moveable guide vanes have for many years been known to be the most efficient method to vary output of various turbo- machinery and centrifugal pumps, certainly more efficient than restrictive valves that by their very definition dissipate the energy in the fluid by causing disturbance in the flow. Also, quick warm-up of the lubrication fluids in engines and drive trains results in less energy consumed to overcome friction.
- the rotor-sleeve 30 basically does not move after the coolant is warmed up.
- the present technology gives designers the flexibility to also provide
- Fig.11 is a graph showing the relationship between temperature (°C) and stem extension (mm) for a typical thermal- actuator 38.
- the relationship between an incremental increase in temperature and the corresponding incremental extension of the stem 78 is typically not linear for a wax-motor powered actuator but can be designed to be linear if other actuation devices are
- thermo-actuator extension when the temperature is rising. It should be noted that, when the temperature is falling, the indicated extensions occur at temperatures that may be five or ten degrees lower than those indicated.
- Fig.12 is a graph showing the changes in radiator flowrate corresponding to changes in coolant temperature, as determined by the orientations of the swirl-vanes 61 — as
- the thermal-actuator stem determines the extension of the thermal-actuator stem — as determined by coolant temperature.
- the vanes remain sealed closed, blocking flow to the radiator, while the coolant goes from cold to cool.
- the vanes start to open, allowing a trickle of flow through the radiator, as the coolant goes from cool to tepid.
- the coolant being cool to tepid the coolant flow through the radiator is throttled by the smallness of the spaces 63 between the vanes. The designers have provided that, the coolant being cool to tepid, some of the coolant goes straight back to the engine without being cooled, in that the bypass is open at this time.
- the vanes When the coolant is warming, the vanes are so oriented that the flow enters the impeller in the same rotational sense as the spin of the impeller; when the coolant is very-hot, the flow enters the impeller in the opposite rotational sense to the
- Fig.10 is a diagram showing the designers' choices as to how the temperature-controlled operations of the various sub- circuits are to be integrated together, and into the main circuit, in the particular example. It will be understood that other designers might choose other ways of integrating the circuits.
- the number of sub-circuits can be changed, and the sub- circuits might relate to temperature-controlled operations that are not described herein.
- the present technology gives designers flexibility of choice as to how to integrate the temperature-controlled sub-circuits that are present in a particular coolant-circulation system — or even to add such sub-circuits, knowing they can easily be controlled.
- the pump apparatus 20 as described provides the
- the bottom tier 27 is basically puck-shaped (i.e the axial height of the tier is significantly smaller than its diameter — like an ice-hockey puck) .
- the designers provide in respect of the bottom tier still the shape has to accommodate, in some manner, an impeller and a volute, and the basic puck-shape would generally be a good choice.
- the shape and size of the middle tier 25 of the apparatus is dictated by the presence of the set of vanes 61, arranged in a circle that is concentric with the axis of the impeller 49, and by the need to accommodate the (preferably heart-shaped) modulator- entry-chamber 74.
- the middle tier 25 also is basically puck-shaped — and of similar basic shape and size to the bottom tier 27.
- the bottom tier 27 and the middle tier 25 are compatible with each other, in terms of their ability both to be accommodated in the same overall compact housing unit.
- the shape and size of the top tier 23 of the apparatus is dictated by the presence of the pair of sleeves 29,30, arranged in a circle that is concentric with the axis of the impeller 49, and by the need to accommodate the several sub-entry-chambers 41. It is recognized that, in the example, the top tier 23 also lends itself to being puck-shaped — and of similar basic shape and size to the bottom tier 27 and the middle tier 25. Thus, it is noted that the bottom tier 27 and the middle tier 25, and now also the top tier, are compatible with each other, in terms of their capability to be, all three, accommodated in the same overall compact housing unit.
- top tier is configured to accommodate a pair of sleeves in which the relative movement is linear (rather than rotational) movement, still the shape and size of the top tier is (or can be) compatible with the other tiers. Examples of linearly-movable sleeves are discussed below.
- the contrast may be made with a pump design in which, for example, an axially-short wide tier might be combined with e.g an axially-long cylindrically-slim tier. Even if such a shape were to have a smaller overall volume, still such a shape would pose large problems as to where and how it can be accommodated on the engine and under the hood of the vehicle.
- tiers 23,25,27 The internal nature of all three tiers 23,25,27 is basically that of a rotating structure having an axial length that is considerably shorter than its diameter, and that structure is surrounded, in each tier, by a chamber. In each tier 23,25,27, that chamber also can be of short axial length. Thus, in the present technology, it is recognized that the components that are to be present in the pump apparatus can be accommodated in a very compact package, each tier complementing the others.
- each tier can be designed such that the (sometimes intricate) components can be assembled into the housing of the tier, and the tier can basically be finished, and tested and inspected, at least in some respects, as a separate module, prior to being bolted to the other tiers.
- Figs.13, 14 are diagrams of the changing positions of the rotor-sleeve 30 as the stem 78 of the thermal-actuator extends, millimetre by millimetre, as the coolant temperature increases.
- Figs.14, 15 (which appear with Figs.13, 15 are diagram of the changing positions of the swirl-vanes 61 as the stem 78 of the thermal- actuator extends, millimetre by millimetre, as the coolant
- the coolant is cold, whereby the stem of the thermal-actuator has not (yet) started to extend, and the rotor- sleeve 30 is at the clockwise extremity of its rotational travel.
- the bars 45 in the sleeves 29,30 are blocking the passage of coolant, from the several sub-entry-chambers 41 of some of the sub-circuits, through to the sleeve-impeller chamber 47 — including the bypass 41B.
- the vanes 61 are closed
- the sleeves are designed to allow the turbocharger and heater sub-circuits to remain open.
- vanes are sealingly closed, as shown in Fig.14-0 , 1 , 2 , blocking flow to the main-impeller-chamber 76 and to the radiator.
- the stem 78 has extended one millimetre, causing the rotor-sleeve 30 to start its rotational mode of movement.
- the apertures 43R in the rotor-sleeve and the windows 43S in the stator- sleeve are so arranged that the first thing to happen is that the apertures and sleeves in the bypass-sub-entry-chamber 41B start to open, allowing coolant to enter the subs-impeller-chamber, and thence to the impeller and to circulate around the engine.
- the turbocharger and heater sub-circuits remain fully open.
- the sub- circuits-E and -T remain blocked.
- vanes remain sealingly closed, as shown in Fig.14-0 , 1 , 2 , blocking flow to the main-impeller-chamber 76 and to the radiator.
- the coolant is not subjected to cooling at this time.
- the rotor-sleeve has moved such that the bypass sub-circuit 41B is now fully open.
- the turbocharger and heater sub-circuits remain open.
- the sub-circuits-E, -T are just starting to open.
- bypass sub-circuit is starting to close.
- the turbocharger and heater sub-circuits are partly-open.
- the vanes 61 have now started to open. A small flow of coolant can pass through the spaces 63 between the vanes, into the main- impeller-chamber 76, and into the radiator, whereby the coolant is now being subjected to some cooling.
- turbocharger and heater sub-circuits remain open.
- the sub-circuits-E, -T are opening.
- the vanes 61 have opened further (i.e the throat-area defined by the spaces 63 has increased) .
- An increased flow of coolant can now pass into the main-impeller-chamber 76, and through the radiator.
- bypass sub-circuit remains blocked.
- the turbocharger and heater sub-circuits remain open.
- the continuing movement of the rotor-sleeve has fully opened the sub-circuits-E, -T, and the movement of the rotor-sleeve has now reached its limit (i.e further increase in coolant temperature produce no further movement of the rotor-sleeve) .
- the vanes have opened further, and the throat area defined by the spaces 63 has now reached its maximum.
- the vanes are oriented such that the rotary swirl imparted to the coolant flow by the vanes, is 'with' the rotation of the impeller, whereby the flow is in the 'reduced' condition.
- the sub-circuits remain in their respective six mm conditions.
- vanes are oriented such that the rotary swirl imparted to the coolant flow by the vanes, is now neutral, i.e neither 'with' nor 'against" the rotation of the impeller, whereby the flow through the impeller is no longer 'flow-reduced'.
- the sub-circuits remain in their respective six mm conditions.
- the sub-circuits remain in their respective six mm conditions.
- the flow of coolant through the radiator-circuit continues to increase as the temperature continues to rise, because the vanes are being oriented further into the flow-boost condition — i.e the rotary swirl vector of the flow is increasing in the 'against' direction .
- the new technology permits/ enables designers to open/close the sub-circuits in accordance with the temperature of the coolant, and in accordance with the desired cooling parameters of the particular installation.
- the as-described interactions between the as-described sub-circuits, and their coordination with the modulation of the main coolant flow by orientation of the vanes, as described herein, are not intended to limit the technology, but rather to illustrate what is possible, given the level of control that the technology enables.
- the subs-impeller-chamber conveys the subs- impeller-flow of coolant into the impeller.
- the main-impeller- chamber conveys a main-impeller-flow of coolant into the impeller.
- a separator 92 separates the two chambers, and separates the subs- impeller-flow from the main-impeller-flow, until the two flows are both on the point of entering the impeller.
- the main-impeller flow (being the flow that circulates through the radiator) is: (a) conveyed to the impeller via the main-impeller chamber, and (b) the subject of temperature-based swirl-control of flowrate, as described.
- the subs-impeller-flow (being the
- aggregation of sub-flow-T in sub-circuit- , sub-flow-H in sub- circuit-H, etc) is: (a) conveyed to the impeller via the subs- impeller-chamber, and (c) the subject of temperature-based on/off control of the sub-circuits, opening/closing at different
- the sub-flow-A circulating in sub-circuit-A enters sub- entry-chamber-A.
- the sub-entry-chamber-A is separated from the subs-impeller chamber by the sub-flow-blocker-A.
- the sub-flow-A can pass through from the sub-entry-chamber-A to the subs-impeller chamber if the sub-flow-blocker-A is open. If the sub-flow- blocker-A is closed, the sub-flow-A is blocked.
- the impeller-subs-flow is the aggregate of sub-flows from the different sub-circuits, which are passing through the subs- impeller-chamber, and then entering the impeller. Any sub-flow that is not blocked, at the particular temperature, is part of the subs- impeller-flow in the subs-impeller chamber.
- the subs-impeller chamber is so configured as to ensure that the subs-impeller-flow, immediately prior to entering the blades of the impeller, has a substantial axial-velocity vector- component, and has a substantially-zero radial-velocity vector- component. That is to say, the subs-impeller chamber is so
- the subs-impeller-flow might have a rotary swirl velocity, with or against the rotation of the impeller, i.e the subs-impeller-flow, in the subs-impeller-chamber , can have an angular-velocity vector-component that is coaxial with the impeller.
- the subs-impeller-chamber preferably is so shaped that the translational-velocity, i.e the linear-velocity vector, of the impeller-sub-flow is coaxial with the axis of the impeller.
- the sleeves have been cylindrical, and arranged in a rotor-inside-the-stator format, and the two sleeves have been structured for relative rotation.
- the inner and outer sleeves are again cylindrical, but now the inner movable-sleeve 130 moves linearly, rather than rotationally, with respect to the outer stator-sleeve 129.
- the outer stator sleeve can be formed monolithically into the pump housing 132.
- the movable-sleeve 130 is formed basically as a series of moulded-plastic cups, each cup 131 comprising a base and a cylinder.
- the open end of the cylinder sealingly clips over a suitable form on the base of the adjacent cup.
- the cups move in unison when acted upon by the thermal-actuator 138.
- the end-cup 131end is not fixedly joined to the other cups, and the end-cup in fact moves away from the joined-together other cups over certain temperature ranges . )
- the cups 131 when joined, create a series of separate internal hollow compartments. Openings in the sleeves communicate these compartments inside the moveable sleeve 130 with the sub- entry-chamber 141.
- the ports connecting the compartment with the sub-entry-chamber of the particular sub-circuit remain open during operation, so that the interior compartment of the cup 131 is effectively a part of the sub-entry-chamber 141.
- the cylindrical wall of the cup is formed with
- the apertures 143A that face windows 143W formed in the cylindrical wall of the outer-sleeve 129.
- the outer-sleeve is integrated into the housing — as it can be in the other pumps described herein.
- the windows 143W communicate with the subs- impeller-chamber 147 of the particular sub-circuit.
- the apertures 143A coincide with the windows 143W, whereby the coolant passes from the sub-entry- chamber 141 (of which the interior compartment of the cup is a part), through the apertures 143A, through the windows 143W, debouching into the subs-impeller-chamber 147 and thence into the impeller .
- the designers have arranged that, when the coolant is within a temperature range at which the designers desire to allow coolant to circulate around the particular sub-circuit (and thus the thermal-actuator stem is at the extension corresponding to that temperature) the movable sleeve 130 has moved so that the windows and apertures coincide, allowing flow to pass through.
- the designers desire coolant flow to be blocked in respect of that particular sub-circuit, over a particular temperature range, they arrange for the thermal-actuator to move the movable-sleeve 130 to such position that the apertures in the movable-sleeve coincide with bars 145 in the outer-sleeve (in the housing).
- One of the sub-circuits in this case the bypass sub- circuit, feeds coolant into the centre of the end cup 131end.
- windows in the outer sleeve 129 interact with apertures in the inner movable-sleeve (i.e with the interior of the end cup), in accordance with temperature of the coolant, to open the bypass-sub- entry-chamber 141B with the subs-impeller-chamber 147.
- the blocker-driver 181 receives movement from the stem 178 of the thermal-actuator and converts that movement into linear movement of the movable-sleeve 130 lengthwise with respect to the housing, opening and closing the apertures and windows in the sleeves in response to changing temperatures of the coolant, in a similar manner to that described with respect to the rotational sleeves .
- the subs-impeller-chamber 147 conveys coolant from those of the sub-circuits that are open at a particular temperature, into the impeller 149. All the sub-circuits debouch into the subs- impeller-chamber 147.
- Fig.19 shows the blocker-driver 181, which involves guide-ways 182 on the cups 131, which interact with the sleeves- drive-peg 181S in much the same manner as the sleeves-drive-slot 83V interacted with the sleeves-drive-peg 8 IS.
- the wax-element thermal- actuator 138 also drives the modulator, which again is a set of orientatable swirl-vanes, via the vanes-drive-peg 181V.
- the linear sleeves 129,130 can be accommodated in/on the top tier hardly less conveniently than the rotary sleeves. It is also noted that both the rotary sleeves and the linear sleeves can and do both feed their flows of coolant from the plural sub-entry-chambers 41,141 into a subs-impeller- chamber 47,147 that is located in the centre of the top tier, on the axis of the impeller.
- a sub-entry-chamber 241X has been added, which is separate from the other sub-entry-chambers 241T,E.
- An extra wax-element thermal-actuator 239 has been provided for operating the movable-sleeves 230X — which is in addition to the thermal-actuator 238 that had been provided in respect of the other sub-entry-chambers .
- the thermal-actuator 238 measures the temperature of the coolant flowing from the engine to the radiator, as in the previous drawings; the temperature measured by the extra thermal-actuator 239 can be the temperature of a different flow, which is routed through the extra temperature-sensing-chamber 254X.
- Fig.22 illustrates another alternative pump.
- the swirl-vanes 61 were arranged to pivot about axes that lie parallel to the axis of the impeller.
- the flow had the following velocity vector-components, namely: a radially-inwards translational-velocity vector-component, and a rotational (angular- velocity) vector-component.
- the flow was turned through 90°, whereby the radial translational-velocity vector-component was transformed into an axial translational-velocity vector-component, i.e with a velocity parallel to the axis of the impeller. (This refers to the
- the annular modulator-impeller-flow entered the blades of the impeller with a helical velocity, i.e with a combination of axial translational and angular velocities imposed by the vanes.
- Fig.22 the required helically-swirling nature of the modulator-impeller-flow is already present as the coolant emerges from the vanes 361.
- the vanes 361 in Fig.22 are more favourably oriented from the standpoint of imparting a swirl velocity onto the flow, the vanes themselves, and the mountings therefor, and the structures for driving the vanes to change orientation in unison with each other, can be mechanically complex.
- the simple peg-and-slot connection 69,72 between the vanes 61 and the vanes-actuation-ring 70 in Figs.7, 8, 9, has been superseded in Fig.22 by gear teeth 392 on the spindle of each vane, which mesh with a gear-toothed actuation-ring 370.
- the vanes- actuation-ring 370 is driven to rotate, as before, by the stem of a wax-element thermal-actuator 338V.
- the sleeves 329,330 are actuated by a separate sleeves-thermal-actuator 338S.
- the heater sub-circuit is open all the time, and flow from the heater-sub-entry-chamber 341H passes straight though into the subs-impeller-chamber 347.
- vanes When the vanes are arranged to be orientatable about radial axes, as in Fig.22, it can be difficult to close the vanes together to form a seal to prevent flow through to the radiator when the coolant is cold. Such seal is, however, desired, and in Fig.22 the radiator flow through the vanes 361 is blocked, when the coolant is cold, not by the vanes 361 themselves, but by a supplementary pair of sleeves 329X,330X.
- sleeves 329X,330X is similar to that of the sleeves 29,30 (though performing a different role -- the supplementary sleeves 329X,330X provide open/close control of the main-flow between the radiator- pump conduit 360 and the modulator-entry-chamber 374, whereas the sleeves 29,30 provided open/close control of coolant flow in the sub-circuits, between the sub-entry-chambers 41 and the subs- impeller-chamber 47).
- the subs-impeller-flow emerging from the linear sleeves 329,330 is contained within the subs-impeller- chamber, while the modulator-impeller-flow emerging from the radially-pivoting swirl-vanes 361 is contained within the modulator- impeller-chamber 374.
- the separator 394 keeps the axially- flo ing, non-rotating, subs-impeller-flow separate from the axially- flowing, helically-rotating, annular modulator-impeller-flow, until both flows are on the point of entering the blades of the impeller.
- the sleeves are formed as plastic-mouldings, and the interface between the inner and outer sleeves is on a slight taper, within the general right-cylindricity of the sleeves. Leakage at the interface is prevented by the presence of a (moulded) sheet of soft sealing material 396, located between the tapered surfaces. Ribs 398 moulded onto the inside surface of the seal-sheet 396 engage complementary grooves moulded into the outer surface of the inner-sleeve 330X, so that the seal-sheet moves with the inner- sleeve .
- the seal 396 may be formed as a coating on one of the sleeves 329X,330X. O-rings 399 are also provided to aid in sealing. The inner sleeve is urged upwards, compressing the seal, by means of a wave-spring 397, the spring force being reacted against the housing.
- the present technology has utility — not just in automotive engines — but generally when there is a need for sophisticated control of liquid flowrates in plural circuits, related to changing temperatures in the coolant, in which some or all of the circuits include respective heat exchangers.
- the coolant liquid is water (with or without antifreeze) but it could be some other liquid.
- the expression 'coolant' should be construed broadly, to include liquids to which heat is added, and liquids from which heat is extracted.
- Some automotive engines employ low-temperature cooling circuits, so-called because they operate at temperatures lower than typical engine cooling systems.
- An example is charge-air cooling for turbocharged engines. This cooling system can be integrated into the pump apparatus as described.
- FIG.N Another example is battery cooling for hybrid and electric vehicles, a circuit diagram of which is shown in Fig.N.
- the batteries should be heated if below e.g 20°C, and cooled if above e.g 35°C.
- the present technology also can be employed in such a case.
- the battery pack 420 is provided with a heater 423 in series with the batteries, and a chiller sub- circuit 425 in parallel.
- the coolant is cold enough to cause the sleeves 429,430 to be in position to open the bypass, and the vanes to be in position to block flow to the radiator. (If the coolant is cold enough, the battery heater 423 is activated.)
- the vanes 461 open to allow flow to the radiator, and to close the bypass .
- the coolant flow is modulated by orienting the swirl-vanes, in accordance with coolant
- chiller-flow in the chiller-sub-circuit 425 is enabled by movement of the sleeves, which opens that sub-circuit.
- the chiller-sub-circuit is arranged to transfer heat from the battery coolant to the refrigerant in the vehicle air-conditioner (not shown ) .
- the manner in which the temperature of the coolant is sensed is that the bulb of a wax-element thermal- actuator is in the path of coolant emerging from the engine and heading for the radiator (or for the bypass circuit if the coolant is not yet warmed up).
- Other ways of sensing temperature, besides the wax-element unit, are contemplated. Also, other ways of converting the sensed temperature into movement of the actuator.
- the automotive pump apparatuses depicted in Figs.1-18 have a combined thermal-unit.
- the thermal-unit is 'combined' in the sense that the modulator-driver and the blocker-driver are both controlled by the one thermal-actuator.
- the wax-element unit 38 includes the temperature-sensor and the movable-element of the thermal-actuator .
- Designers may prefer to include two or more temperature- sensors, e.g located at different points in the system, and to include e.g a computer for coordinating the signals from those several sensors, for more sophisticated control of the sleeves and vanes.
- the expression "temperature-sensor” as used herein should be so construed as to encompass the two or more temperature-sensors together.
- the temperature-sensor can be e.g an electronic sensor, or several such sensors, arranged to sense temperature of the metal of the engine. In this case, the sensors are still measuring the temperature of the coolant, though indirectly.
- thermal-unit designers may prefer to provide two or more physically separate movable-elements of the thermal-unit.
- an apparatus might include e.g a blocker-movable-element and a modulator-movable-element, as shown in Figs.19-22.
- the expression "movable-element" of the thermal-unit should be so construed as to include those two or more movable elements together .
- the movable-element is shown as the stem of the wax-element thermal-actuator.
- the moveable-element is an electric drive to supply the power to drive the blocker. The drive is switched on/off in unison with changing temperatures .
- the impeller is mounted and driven from below the bottom tier, which leaves the upwards-facing side of the impeller free and open for receiving the modulator-impeller-flow and the subs-impeller-flow.
- the modulator-impeller-flow forms a helically-rotating annulus around the axially-moving column of the subs-impeller-flow.
- the drive to the impeller comes into the apparatus from above the top tier; in that case a shaft (and possibly bearings, seals, etc) are located in the top and middle tiers of the apparatus, and in that case the subs-impeller-flow passes around these centrally-located structures.
- the subs-impeller-flow itself is an annulus, and the helically rotating modulator-impeller-flow would form a wider annulus surrounding the subs-impeller-flow annulus.
- the vanes 61 are pitched in a circle that is concentric with the axis of the impeller 49.
- the main-impeller-chamber 76 receives the coolant flow emerging from the vanes, and directs the flow into and through the blades of the impeller.
- the vanes impose a spiral/ helical velocity vector upon the modulator-impeller-flow of coolant emerging from the circle of vanes.
- the linear (i.e not including the angular) component of velocity of the modulator-impeller-flow can be regarded as only- radial. That is to say: the modulator-impeller-flow, immediately upon emerging from the vanes, has a more-or-less-zero axial linear- velocity vector-component.
- the main-impeller-chamber 76 turns the modulator-impeller-flow through 90°.
- the modulator- impeller-flow enters the blades of the impeller, it can be regarded that the translational-velocity vector of the modulator-impeller- flow is predominantly-axial, i.e without significant net vector- components of translational velocity in other directions.
- the term 'spiral-flow' is 'flow having a substantial angular-velocity vector-component, but substantially zero axial linear-velocity vector-component'.
- 'Helical'-flow is flow 'having a substantial axial linear-velocity vector-component, in addition to its substantial angular-velocity vector-component'. That is to say: spiral-flow simply swirls: helical-flow swirls and moves axially.
- the swirl-vanes can be so arranged that the modulator-impeller-flow, upon leaving the vanes with the described imposed angular-velocity, leaves the vanes at an angle that itself includes an axial component.
- the vanes can be arranged so that the modulator-impeller-flow leaves the vanes — with the imposed angular-velocity, and — with a purely-axial (i.e zero radial) translational-velocity.
- This arrangement of the vanes is not new, having been disclosed, for example, in Fig.3 of US-6 , 309 , 193.
- the modulator-impeller-flow has a translational-velocity that is more or less only-axial, and thus can be regarded right away as helical flow.
- the swirl-vanes impose a spin-velocity (i.e an angular- velocity vector-component) on the modulator-impeller-flow of coolant passing into the impeller.
- the orientation of the vanes determines the magnitude and direction of the imposed spin-velocity.
- the directional sense of spin-velocity can be either (a) 'with', or (b) 'against' the spin of the impeller. (If the impeller is spinning clockwise, a clockwise spin-velocity is 'with' the impeller. )
- An imposed 'with' spin-velocity will reduce the magnitude of the flowrate (i.e the litres/minute) of the modulator-impeller- flow passing into the blades of the impeller.
- An imposed 'against' spin-velocity will increase, or boost, the magnitude of the
- the orientation of the swirl-vanes is determined by the temperature of the coolant.
- the flowrate of the modulator- impeller-flow is determined by the temperature of the coolant.
- the flowrate of the modulator-impeller-flow as determined by the varying orientation of the vanes, has a minimum flowrate when the coolant is at the warm end of its normal working range during everyday operations, and a maximum flowrate when the coolant is at the very-hot end of the normal working range.
- the term 'warm' is the temperature of the fully-warmed-up coolant at the low-end of the normal range of temperatures. (It is possible for the coolant to go below this warm temperature during normal running, but that is infrequent.)
- the 'warm' temperature would be e.g 90°C.
- temperatures are of coolant in the from-engine conduit 40, as measured in the temperature-sensing chamber 54.
- the term 'very hot' describes the temperature of the fully-warmed-up coolant at the high-end of the normal range of temperatures. Again, it is possible for the coolant to go above this 'very-hot'
- the 'very-hot' temperature would be e.g 110°C.
- the term 'hot' describes the temperature of fully-warmed- up coolant in the middle of its normal-working range, being the temperature at which the designers are aiming to procure the most efficient pumping. In the typical case, the 'hot' temperature is e.g 100°C.
- cooling systems operate normally at considerably lower temperatures. In those cases, typical warm, hot, and very-hot, temperatures would be e.g 70°C, 80°C, 90°C, and other systems are lower.
- the designers should aim, generally, to provide a coolant flowrate level that procures properly effective cooling, over the range of coolant temperatures, and should aim to enable the pumping to be done, at that level, with a minimum of expenditure of pumping energy. Insofar as maximizing pump efficiency during normal running at a particular condition involves sacrificing efficiency under other conditions, designers should aim to secure peak pumping efficiency at the 'hot' temperature, in that that temperature represents the most prevalent duty condition, from which the maximum energy savings may be derived.
- the required coolant flowrates at the 'warm' and 'very- hot' temperatures might be e.g 100 litres/min and 200 litres/min. Again, these figures are merely typical, and in large commercial engines the flowrates might be e.g five times greater.
- the maximum normal flowrate (at the 'very-hot' temperature) would be of the order of double the minimum normal flowrate (at the 'warm' temperature), but this should not be
- the pump of the present technology includes, and operates as, a series of temperature-controlled on/off valves, which open and close over a predetermined range of
- the preferred pump should not be seen as a
- distribution-valve which operates to switch flow directly from one circuit to another.
- the designers can arrange, for example, that a sub-entry-chamber receives flow from one sub-circuit at a low temperature, but then switches over to receive flow from another sub-circuit at a higher temperature, including simultaneously.
- Designers can arrange for the sleeves to be positioned to transmit either flow, or both flows together, or to block both flows, at different temperatures, or as desired.
- Terms of orientation when used herein are intended to be construed as follows.
- the terms being applied to a device that device is distinguished by the terms of orientation only if there is not one single orientation into which the device, or an image (including a mirror image) of the device, could be placed, in which the terms could be applied consistently.
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Abstract
Description
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Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US14/785,524 US20160084145A1 (en) | 2013-04-22 | 2014-04-22 | Coolant circulation pump having thermal control of sub-circuits |
EP14787415.0A EP2989330B1 (en) | 2013-04-22 | 2014-04-22 | Coolant circulation pump having thermal control of sub-circuits |
CA2909908A CA2909908A1 (en) | 2013-04-22 | 2014-04-22 | Coolant circulation pump, having thermal control of sub-circuits |
CN201480022836.XA CN105143680A (en) | 2013-04-22 | 2014-04-22 | Coolant circulation pump having thermal control of sub- circuits |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1307257.4 | 2013-04-22 | ||
GB201307257A GB201307257D0 (en) | 2013-04-22 | 2013-04-22 | Conrollable variable flow coolant pump and flow management mechanism |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014172778A1 true WO2014172778A1 (en) | 2014-10-30 |
Family
ID=48537621
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CA2014/000367 WO2014172778A1 (en) | 2013-04-22 | 2014-04-22 | Coolant circulation pump having thermal control of sub- circuits |
Country Status (6)
Country | Link |
---|---|
US (1) | US20160084145A1 (en) |
EP (1) | EP2989330B1 (en) |
CN (1) | CN105143680A (en) |
CA (1) | CA2909908A1 (en) |
GB (1) | GB201307257D0 (en) |
WO (1) | WO2014172778A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10487837B2 (en) * | 2015-01-22 | 2019-11-26 | Litens Automotive Partnership | Multi-stage impeller assembly for pump |
US10758843B2 (en) * | 2017-12-11 | 2020-09-01 | Ford Global Technologies, Llc | Centrifugal fluid separator |
US10590939B2 (en) * | 2018-04-20 | 2020-03-17 | Tuthill Corporation | Fluid pump assembly |
US11560827B2 (en) | 2019-08-15 | 2023-01-24 | Schaeffler Technologies AG & Co. KG | Rotary valve assembly for coolant control valve and coolant control valve with rotary valve assembly |
DE102019123646B4 (en) * | 2019-09-04 | 2023-08-03 | Schaeffler Technologies AG & Co. KG | Coolant regulator with a shaft seal |
US11852152B2 (en) | 2019-10-07 | 2023-12-26 | The Gorman-Rupp Company | Pin vent assembly |
US20240131899A1 (en) * | 2022-10-20 | 2024-04-25 | Cooper-Standard Automotive Inc | Pump with integrated valve and temperature sensor and a thermal management system including such a pump |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20030143084A1 (en) | 1996-02-26 | 2003-07-31 | Repple Walter Otto | Coolant pump for automotive use |
WO2007025375A2 (en) * | 2005-08-30 | 2007-03-08 | Flowork Systems Ii Llc | Automotive coolant pump apparatus |
US20090301412A1 (en) * | 2008-06-06 | 2009-12-10 | Pierburg Gmbh | Variable coolant pump for the cooling circuit of an internal combustion engine |
KR20100087961A (en) * | 2009-01-29 | 2010-08-06 | 엘에스엠트론 주식회사 | Variable diffuser of compressor |
EP2309134A1 (en) * | 2009-10-06 | 2011-04-13 | Pierburg Pump Technology GmbH | Mechanical coolant pump |
US20130034427A1 (en) * | 2010-03-05 | 2013-02-07 | Pierburg Pump Technology Gmbh | Adjustable mechanical coolant pump |
Family Cites Families (4)
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---|---|---|---|---|
US1760774A (en) * | 1926-03-02 | 1930-05-27 | William G Peters | Fuel-oil burner |
US3599652A (en) * | 1969-07-09 | 1971-08-17 | United Aircraft Corp | Flow divider for throttles |
US6357541B1 (en) * | 1999-06-07 | 2002-03-19 | Mitsubishi Heavy Industries, Ltd. | Circulation apparatus for coolant in vehicle |
EP2534380A1 (en) * | 2010-02-11 | 2012-12-19 | Pierburg Pump Technology GmbH | Mechanical coolant pump |
-
2013
- 2013-04-22 GB GB201307257A patent/GB201307257D0/en not_active Ceased
-
2014
- 2014-04-22 EP EP14787415.0A patent/EP2989330B1/en active Active
- 2014-04-22 CN CN201480022836.XA patent/CN105143680A/en active Pending
- 2014-04-22 US US14/785,524 patent/US20160084145A1/en not_active Abandoned
- 2014-04-22 CA CA2909908A patent/CA2909908A1/en not_active Abandoned
- 2014-04-22 WO PCT/CA2014/000367 patent/WO2014172778A1/en active Application Filing
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20030143084A1 (en) | 1996-02-26 | 2003-07-31 | Repple Walter Otto | Coolant pump for automotive use |
WO2007025375A2 (en) * | 2005-08-30 | 2007-03-08 | Flowork Systems Ii Llc | Automotive coolant pump apparatus |
US20080216775A1 (en) | 2005-08-30 | 2008-09-11 | Flowork Systems Ii Llc | Automotive Coolant Pump Apparatus |
US20090301412A1 (en) * | 2008-06-06 | 2009-12-10 | Pierburg Gmbh | Variable coolant pump for the cooling circuit of an internal combustion engine |
KR20100087961A (en) * | 2009-01-29 | 2010-08-06 | 엘에스엠트론 주식회사 | Variable diffuser of compressor |
EP2309134A1 (en) * | 2009-10-06 | 2011-04-13 | Pierburg Pump Technology GmbH | Mechanical coolant pump |
US20130034427A1 (en) * | 2010-03-05 | 2013-02-07 | Pierburg Pump Technology Gmbh | Adjustable mechanical coolant pump |
Also Published As
Publication number | Publication date |
---|---|
EP2989330A4 (en) | 2017-01-11 |
CA2909908A1 (en) | 2014-10-30 |
CN105143680A (en) | 2015-12-09 |
EP2989330B1 (en) | 2019-09-04 |
US20160084145A1 (en) | 2016-03-24 |
GB201307257D0 (en) | 2013-05-29 |
EP2989330A1 (en) | 2016-03-02 |
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