WO2019183725A1 - Module de gestion thermique de véhicule - Google Patents

Module de gestion thermique de véhicule Download PDF

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Publication number
WO2019183725A1
WO2019183725A1 PCT/CA2019/050371 CA2019050371W WO2019183725A1 WO 2019183725 A1 WO2019183725 A1 WO 2019183725A1 CA 2019050371 W CA2019050371 W CA 2019050371W WO 2019183725 A1 WO2019183725 A1 WO 2019183725A1
Authority
WO
WIPO (PCT)
Prior art keywords
aperture plate
aperture
pump
port
thermal management
Prior art date
Application number
PCT/CA2019/050371
Other languages
English (en)
Inventor
Eric Vandenberg
Jason Zheng
Zhengjie JIA
Andrew M. Boyes
Original Assignee
Litens Automotive Partnership
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 Litens Automotive Partnership filed Critical Litens Automotive Partnership
Priority to DE112019001551.6T priority Critical patent/DE112019001551T8/de
Priority to KR1020207014253A priority patent/KR102560923B1/ko
Publication of WO2019183725A1 publication Critical patent/WO2019183725A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0005—Control, e.g. regulation, of pumps, pumping installations or systems by using valves
    • F04D15/0022—Control, e.g. regulation, of pumps, pumping installations or systems by using valves throttling valves or valves varying the pump inlet opening or the outlet opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K11/00—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves
    • F16K11/02—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit
    • F16K11/06—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements
    • F16K11/072—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with pivoted closure members
    • F16K11/074—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with pivoted closure members with flat sealing faces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/44—Mechanical actuating means
    • F16K31/53—Mechanical actuating means with toothed gearing
    • F16K31/535—Mechanical actuating means with toothed gearing for rotating valves
    • 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • 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
    • F01P2060/12—Turbo charger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed

Definitions

  • the specification relates generally to thermal management modules for controlling coolant flow in vehicles.
  • TMMs thermal management modules
  • a thermal management module for a coolant system for a vehicle.
  • the thermal management module includes a module housing defining a pump chamber, a pumping element positioned in the pump chamber, and which is movable to drive a flow of coolant through the pump chamber, a pump flow restriction member that is movable to a first pump flow restriction member position in which the pump flow restriction member occludes a first amount of cross-sectional flow area in the pump chamber, and is movable to a second pump flow restriction member position in which the pump flow restriction member occludes a second amount of cross-sectional flow area in the pump chamber, wherein the second amount of cross-sectional flow area is different than the first amount of cross-sectional flow area, a first controlled port provided on the module housing, an aperture plate and a motor.
  • the aperture plate has a port side that faces the first controlled port and a pump chamber side that faces the pump chamber, and a first aperture plate aperture that extends through from the port side to the pump chamber side,
  • the aperture plate is movable to a first aperture plate position in which the aperture plate presents a first amount of aperture area from the first aperture plate aperture to the first controlled port, and is movable to a second aperture plate position in which the aperture plate presents a second amount of aperture area from the first aperture plate aperture to the first controlled port.
  • the second amount of aperture area is different than the first amount of aperture area.
  • the motor is operatively connected to the pump flow restriction member and to the aperture plate such that driving of the aperture plate between the first and second aperture plate positions by the motor, drives the pump flow restriction member between the first and second pump flow restriction member positions.
  • a thermal management module for a coolant system for a vehicle and includes a module housing, an impeller, a first controlled inlet port, and an aperture plate.
  • the module housing has a first wall, a second wall and a third wall, and defines an aperture plate chamber between the first and second walls, and defines a pump chamber between the second and third walls.
  • the second wall has a pump chamber facing side that faces the pump chamber and an aperture plate chamber facing side that faces the aperture plate chamber.
  • the impeller is rotatably supported in the pump chamber for rotation about an impeller axis, and has an impeller inlet.
  • the first controlled inlet port is provided on the first wall of module housing.
  • the aperture plate is in the aperture plate chamber.
  • the aperture plate has a port side that faces the first controlled inlet port and a pump chamber side that faces the pump chamber, and a first aperture plate aperture that extends through from the port side to the pump chamber side.
  • the aperture plate is movable to a first aperture plate position in which the aperture plate presents a first amount of aperture area from the first aperture plate aperture to the first controlled inlet port, and is movable to a second aperture plate position in which the aperture plate presents a second amount of aperture area from the first aperture plate aperture to the first controlled inlet port.
  • the second amount of aperture area is different than the first amount of aperture area.
  • the aperture plate extends in a plane that is generally perpendicular to the impeller axis.
  • the first aperture plate aperture and the second wall are shaped to direct coolant to the impeller inlet.
  • Figure 1 shows a schematic layout of a coolant system for an engine for a vehicle in accordance with an embodiment of the present disclosure
  • Figure 2A is a perspective view of a thermal management module for use in the coolant system shown in Figure 1 ;
  • Figure 2B is another perspective view of the thermal management module shown in Figure 1 , illustrating flows into and out of the thermal management module;
  • Figure 3 is a side view of the thermal management module shown in Figure 2A showing an impeller
  • Figure 4A is a perspective exploded view of the thermal management module shown in Figure 2A;
  • Figure 4B is another perspective exploded view of the thermal management module shown in Figure 2A;
  • Figures 5A and 5B are perspective views of an aperture plate that is part of a first valve for the thermal management module shown in Figure 2A;
  • Figures 6A and 6B are perspective views of the aperture plate shown in Figures 5A and 5B, along with other elements driven by a main gear on the aperture plate including a pump flow restriction member and a valve element for a second valve;
  • Figure 7A is a perspective view of the aperture plate shown in Figures 5A and 5B forming a seal with a port from the thermal management module;
  • Figure 8B is a side view of the thermal management module showing the thermal management module in the first state, with elements removed to show the pump flow restriction member;
  • Figure 8C is a sectional side view of the thermal management module showing the thermal management module in the first state, showing a valve element of the second valve;
  • Figure 9C is a sectional side view of the thermal management module showing the thermal management module in the second state, showing a valve element of the second valve;
  • Figure 10A is a side view of the thermal management module showing the thermal management module in a third state, with elements removed to show the aperture plate;
  • Figure 10B is a side view of the thermal management module showing the thermal management module in the third state, with elements removed to show the pump flow restriction member;
  • Figure 10C is a sectional side view of the thermal management module showing the thermal management module in the third state, showing a valve element of the second valve;
  • Figure 11A is a side view of the thermal management module showing the thermal management module in a fourth state, with elements removed to show the aperture plate;
  • Figure 11 B is a side view of the thermal management module showing the thermal management module in the fourth state, with elements removed to show the pump flow restriction member;
  • Figure 11 C is a sectional side view of the thermal management module showing the thermal management module in the fourth state, showing a valve element of the second valve;
  • Figure 12A is a sectional side view of the thermal management module with a variant of the pump flow restriction member shown in Figures 4A-11C in a first position; and [0030] Figure 12B is a sectional side view of the thermal management module with the variant of the pump flow restriction member shown in Figure 12A in a second position;
  • Figure 13 is a graph showing curves representing the flow rate through various elements of the coolant system, in relation to the position of the aperture plate;
  • Figure 14 is a perspective view of an alternative structure for operatively connecting a motor to a pump flow restriction member that is part of the thermal management module shown in Figure 2A;
  • Figure 15 is a perspective view of an alternative portion of the module housing, which does not include provision for a pump flow restriction member
  • Figure 17 is a sectional side view of a port in the module housing illustrating the flow into a channel in a wall of the module housing; and [0036] Figure 18 is a plan view of a wall of the module housing to show the alignment between channels therein and some ports.
  • Figure 1 shows a coolant system 10 for a vehicle.
  • the coolant system 10 includes a plurality of conduits 12 and a plurality of thermal loads, including: an engine block 14, a cylinder head 16, an engine oil heat exchanger 50, a surge tank 52, a radiator 54, a turbo 58, a transmission oil heat exchanger 56, and a cabin heat exchanger 68.
  • the coolant system 10 further includes a thermal management module 30 that controls the flow of coolant to all of the aforementioned thermal loads. It will be understood that the thermal loads mentioned above are examples only.
  • the coolant system 10 could alternatively include different thermal loads, and could have fewer or more thermal loads. The functions of these thermal loads will be readily understood by one skilled in the art.
  • FIGS 2A, 2B, 3, 4A and 4B show the thermal management module 30 in greater detail.
  • the thermal management module 30 includes a module housing 32 that defines a pump chamber 34 ( Figures 3 and 4A) in which a pumping element 36 is disposed.
  • the module housing 32 has a plurality of ports 40 ( Figure 2B), which include at least one inlet port and at least one outlet port. These ports 40 will be described further below.
  • the thermal management module 30 includes a pump flow restriction member 38 ( Figures 3 and 4A).
  • the thermal management module 30 incorporates two valves: a first, disc-type valve, which has as its valve element an aperture plate 42, and a second valve, shown at 62 in Figures 4A, 4B, 6A, 6B 8C-11C, which has a valve element 65.
  • the first valve which is described in further detail below, controls flow via the aperture plate 42 through a plurality of the ports 40 into the pump chamber 34.
  • the second valve 62 is a ball valve and accordingly, the valve element 65 is a ball- type valve element.
  • the second valve 62 includes a plurality of ports ( Figure 6B) including a first inlet port 60a, a second inlet port 60b and an outlet port 60c in the present example, and, like the first valve, is fluidically connected to the module housing 32.
  • a motor 44 controls the thermal management module 30 as described in greater detail below.
  • the module housing 32 is made from a first module housing portion 32a, a second module housing portion 32b, and a third module housing portion, which are sealingly joined together via bolts or the like with suitable gaskets therebetween.
  • the module housing 32 may be made from two or more module housing portions that are welded or joined together in any other suitable way.
  • the ports 40 communicate with associated conduits 12 in the coolant system 10.
  • the ports 40 include a first port identified at 40a, a second port identified at 40b, a third port identified at 40c, a fourth port identified at 40d, a fifth port identified at 40e, and a sixth port identified at 40f.
  • the first port 40a is an inlet port that is connected to a first conduit 12a in the coolant system 10 and draws coolant into the module housing 32 from the engine (specifically, from the conduit shown at 12j in Figures 1 and 4A).
  • the conduit 12j connects to the engine block 14, but it is alternatively possible for it to be connected to any other suitable part of the engine.
  • the second port 40b is an inlet port that is connected to a second conduit 12b in the coolant system 10 and draws coolant into the module housing 32 from an engine oil heat exchanger 50, which itself draws coolant from the engine block 14.
  • the third port 40c is an inlet port that is connected to a third conduit 12c in the coolant system 10 and draws coolant into the module housing 32 from a surge tank 52 for the coolant system 10.
  • the fourth port 40d is an inlet port that is connected to a fourth conduit 12d in the coolant system 10 and draws coolant into the module housing 32 from the radiator, shown at 54.
  • the fifth port 40e is an outlet port that is connected to a fifth conduit 12e in the coolant system 10 and directs coolant from the module housing 32 to several thermal loads including a transmission oil heat exchanger 56, the engine block 14 and cylinder head 16, a turbo 58, an engine oil heat exchanger 50, a cabin heat exchanger 68 and a surge tank 52.
  • a sixth port 40f ( Figures 2A and 2B) can be seen and is an inlet port which is connected to a sixth conduit 12f so as to receive coolant from several sources including the turbo 58 and the transmission oil heat exchanger 56.
  • a conduit 12g in the coolant system 10 carries coolant from the engine (specifically the engine block 14 in the present example but which could be any portion of the engine) to a first second-valve port 60a (which, as noted above, is an inlet port) of the second valve 62.
  • a conduit 12h ( Figure 3) in the coolant system 10 (which, in the present example, is internal to the module housing 32, carries coolant from the pump chamber 34 to a second second-valve port 60b (which, as noted above, is an inlet port) of the second valve 62.
  • the outlet port 60c from the second valve 62 carries coolant from the second valve 62 to the transmission oil heat exchanger 56 along a conduit 12i.
  • the second valve 62 includes a second-valve housing 63 ( Figure 6A and 6B), in which there is a valve element 65.
  • the second valve 62 is a ball valve (and the valve element 65 is therefore a ball), however it may be any other suitable type of valve.
  • conduit 12j which leads from the engine to the inlet port 60a of the second valve 62, also leads to an inlet of the radiator 54 via a conduit 12k, and to a cabin heat exchanger 68 via a conduit 12m for heating the cabin of the vehicle.
  • the coolant system 10 shown is just an example, and that many of the thermal loads may be changed or eliminated, and that the routing of the coolant-carrying conduits 12 may be changed as needed based on the particular application that the coolant system 10 is to be used with.
  • Figure 2B includes dashed arrowed lines which indicate flows into and out of the thermal management module 30.
  • the module housing 32 in the present example includes four controlled inlet ports 40a-40d for the first, disc-type valve, an uncontrolled inlet port 40f, and an outlet port 40e
  • the module housing 32 could alternatively have any suitable number of inlet ports and outlet ports.
  • the module housing 32 could have a single inlet port and a single outlet port.
  • the module housing 32 could have more than four controlled inlet ports, and/or more than four outlet ports.
  • the pumping element 36 is shown more clearly in Figure 3. The pumping element 36 positioned in the pump chamber 34 and is movable to drive a flow of coolant through the pump chamber 34 and out at least through the port 40e.
  • the pumping element 36 in the present example is an impeller 70 which has an impeller inlet 72 configured for drawing in liquid during rotation of the impeller 70, and an impeller outlet 74 configured for discharging liquid in a generally radial direction.
  • the module housing 32 and the impeller 70 together form a centrifugal pump.
  • the module housing 32 has an impeller outlet receiving chamber 76, which is a portion of the pump chamber 34 that is radially outside the impeller 70 for transporting coolant from the impeller outlet 74 to the outlet port 40e.
  • the impeller 70 is connected to a toothed pulley 77 ( Figure 4A) so as to be driven by a timing belt (not shown) from the engine.
  • the impeller 70 could be driven by an electric motor.
  • the pumping element 36 may be any other suitable type of element that moves coolant.
  • the pumping element 36 may be a piston that is movable so as to form a positive-displacement pump with the module housing 32.
  • the pump flow restriction member 38 is movable to a plurality of pump flow restriction member positions to control a size of the flow of coolant through the pump chamber 34.
  • the pump flow restriction member 38 is a tongue 78 that is pivotably mounted to the module housing 32 by virtue of shafts 48 (Figure 4A) that extend from the tongue 78 into receiving apertures 49 (one of which is shown in Figure 4B) in the module housing 32.
  • the tongue 78 is pivotable to a first tongue position in which the tongue 78 occludes a first amount of cross-sectional flow area in the pump chamber 34, and is pivotable to a second tongue position in which the tongue 78 occludes a second amount of cross-sectional flow area in the pump chamber 34, wherein the second amount of cross- sectional flow area is greater than the first amount of cross-sectional flow area.
  • the position of the tongue in Figure 10B may be considered the first tongue position, wherein the line 80a represents the first amount of cross-sectional area of the pump chamber 34 that is occluded by the tongue 78, and the position of the tongue 78 in Figure 8B may be considered the second tongue position, wherein the line 80b represents the second amount of cross-sectional area of the pump chamber 34 that is occluded by the tongue 78.
  • the tongue 78 occludes the entirety of the cross- sectional area of the pump chamber 34 such that there is only a leakage flow that passes out of the pump chamber 34.
  • the leakage flow is substantially zero.
  • the leakage flow may be less than some selected value, such as 100ml/minute, or 50 ml/minute.
  • the tongue 78 is similar to the element referred to as a diverter in PCT publication WO2017/124198, the contents of which are incorporated herein fully by reference.
  • the tongue 78 thus forms at least a portion of a volute 82 around at least a portion of the impeller 70.
  • a volute is a region of the impeller outlet receiving chamber 76 that has a cross-sectional area that increases progressively from an upstream end (shown at 84) to a downstream end 85 (as shown in Figure 3).
  • the volute 82 occupies substantially the entire impeller outlet receiving chamber 76, apart from the outlet region shown at 86.
  • the volute 82 has a cross-sectional area that increases progressively from the upstream end 84 of the tongue 78 towards the downstream end 85 of the tongue 78 sufficiently that a speed of the coolant flowing through the volute 82 remains substantially constant during rotation of the impeller 70 at a selected rpm. It will be noted that the speed of the coolant flowing through the volute 82 (or through substantially any passageway) will vary over the cross- sectional area of the volute 82. Flowever, at any point along the length of the volute 82, the coolant has an average speed taking into account the speed profile over the cross-sectional area. Thus, when it is stated that the speed of the coolant flowing through the volute 82 remains substantially constant, it is meant that the volute 82 may be shaped such that the average speed of the liquid remains substantially constant along the circumferential length of the volute 82.
  • the pump flow restriction member 38 may be a tongue 87 that does not form part of a volute around the impeller 70.
  • the tongue 87 may be generally straight, and may thus reduce the efficiency of the pump progressively as it restricts coolant flow through the module housing 32.
  • the aperture plate 42 has a port side 88 that faces and engages the first, second, third and fourth ports 40a-40d. Based on this engagement, the ports 40a, 40b, 40c and 40d may be referred to as controlled ports, since flow through these ports is controlled by the aperture plate 42, while the remaining ports 40e and 40f may be referred to as uncontrolled ports.
  • the aperture plate 42 further has a pump chamber side 90 that faces the pump chamber 34, and a plurality of aperture plate apertures 92 that extend through from the port side 88 to the pump chamber side 90. The aperture plate apertures 92 control coolant flow through the ports 40.
  • each aperture plate aperture 92 controls coolant flow through at least one of the ports 40.
  • the aperture plate 42 has four aperture plate apertures 92 including a first aperture plate aperture 92a, a second aperture plate aperture 92b, a third aperture plate aperture 92c, and a fourth aperture plate aperture 92d.
  • any of the aperture plate apertures 92 could be considered the first aperture plate aperture; any could be considered the second aperture plate aperture, and so on.
  • any of the ports 40 could be considered the first port; any could be considered the second port, and so on.
  • each aperture plate aperture 92 is not associated in a one-to-one relationship with one of the ports 40.
  • the aperture plate aperture 92a controls flow through the ports 40a and 40b.
  • the aperture plate aperture 92b controls flow through the port 40d, and the aperture plate apertures 92c and 92d both control flow through the port 40c. Accordingly, there does not need to be any particular relationship between the number of aperture plate apertures 92 and the number of ports 40 engaged with the aperture plate 42.
  • Each aperture plate aperture 92 may have any suitable size and shape, which need not match the size and shape of the one or more ports 40 that the aperture plate aperture 92 permits flow through.
  • the ports 40a-40d are all circular, while the apertures 92a and 92b both have a semi-circular end and a tapered end and have varying degrees of elongation, and the apertures 92c and 92d are both elongate, but with two semi-circular ends.
  • the aperture plate aperture 92c is radially spaced inwardly from the aperture plate apertures 92a and 92b. This facilitates increasing the number of ports 40 that can fit on the aperture plate, thereby permitting the thermal management module 30 to handle a relatively high number of ports while maintaining a compact size, relative to other thermal management modules of the prior art.
  • the port side 88 of the aperture plate 42 slides against a face seal 99 ( Figures 7A and 7B) at an end of each of the ports 40 so as to present at least a portion of at least one of the aperture plate apertures 92 to at least one of the ports 40.
  • the port side 88 and the face seals 99 substantially prevent coolant flow therebetween, such that flow through any given one of the ports 40 into the pump chamber 34 is governed by the amount of overlap there is between the aperture plate apertures 92.
  • each of the ports 40 includes a tubular port body 100 which is movably positioned in a recess 102 in the module housing 32.
  • the port body 100 has a port body pass-through aperture 104 that communicates with an associated housing pass- through aperture 106 at a base 108 of the recess 102 on the module housing 32.
  • the housing pass-through aperture 106 in turn communicates with an associated one of the conduits 12.
  • the port body 100 has an exterior surface 110 with a peripheral sealing member
  • the peripheral sealing member 1 12 may be, for example, an o-ring or some similar polymeric sealing member with a selected cross-sectional profile.
  • the port body 100 may be made from any suitable material such as PTFE so as to seal while maintaining relatively low friction during sliding movement with the aperture plate 42. Alternatively, it may be made from some other suitable material.
  • the face seal 99 at the free end of the port body 100 may be formed directly from the material of the port body 100 itself, or alternatively it may be formed from a suitable seal member such as an o- ring or otherwise profiled seal member.
  • a port biasing member 115 urges the port body 100 towards sealing engagement between the face seal 99 and the port side 88 of the aperture plate 42.
  • the port biasing member 115 may be a compression spring that acts between the base 108 of the recess 102 and the port body 100 to urge the port body 100 away from the base 108, and into engagement with the aperture plate 42. Connection between motor and aperture plate, second valve and pump flow restriction member
  • the aperture plate 42 is movable by means of a main gear 116 that is integral with the aperture plate 42 and that is provided on a periphery thereof.
  • the main gear 116 is drivable by the motor 44 ( Figures 8A, 9A, 10A, 11A).
  • the motor 44 drives a pinion 118 that in turn drives the main gear 116.
  • the motor is bidirectional, and may be an electric motor, or any other suitable type of motor, such as, for example, a hydraulic motor, a pneumatic motor, a multi-position linear or rotary solenoid, which are intended, for the purposes of the present disclosure, to be considered as kinds of motors.
  • the aperture plate 42 drives a pump cam 120, which can be seen in Figures 4A, 4B, 6A and 6B).
  • the pump cam 120 is integral with the aperture plate 42.
  • a pump cam follower 122 is engaged with the pump cam 120 and is driven by the pump cam 120 to pivot through a range of positions.
  • a pump cam follower shaft 124 extends through a pass-through aperture 125 (a small portion of which is shown in Figure 4B) in the second housing portion 32b.
  • the pump cam follower shaft 124 is connected to a pump flow restriction member driver 126 on an opposing side of the second housing portion 32b.
  • the pump flow restriction member driver 126 is engaged with the pump flow restriction member 38.
  • pivoting of the pump cam follower 122 due to pivoting of the pump cam 120 in a first rotational direction drives the pump flow restriction member 38 towards a closed position to flow through the module housing 32.
  • Pivoting of the pump cam follower 122 due to pivoting of the pump cam 120 in a second rotational direction drives the pump flow restriction member driver 126 away from the pump flow restriction member 38.
  • Fluid flow in the module housing 32 urges the pump flow restriction member 38 towards a fully open position, and therefore into engagement with the pump flow restriction member driver 126, which in turn, may drive the pump cam follower 122 in engagement with the pump cam 120.
  • the pump flow restriction member 38 further includes a pump flow restriction member biasing member 127, which may be, for example, a cantilever leaf spring that urges the pump flow restriction member 38 towards the fully open position shown in Figure 11 B.
  • a pump flow restriction member biasing member 127 which may be, for example, a cantilever leaf spring that urges the pump flow restriction member 38 towards the fully open position shown in Figure 11 B.
  • the pump flow restriction member driver 126 effectively acts as a limiter for the pump flow restriction member 38.
  • the pump cam follower 122 may still be considered to be operatively connected to the pump flow restriction member 38 and may be said to drive the pump flow restriction member 38 to the plurality of pump flow restriction member positions.
  • the aperture plate 42 may further include a valve member driver that drives the valve element 65 of the second valve 62.
  • the valve member driver includes a plurality of sector gears 130 spaced circumferentially from one another about the axis A.
  • the sector gears 130 are positioned to engage a valve input gear 132 that is on the valve element 65.
  • the sector gears 130 change the position of the valve element 65 between one of three positions, as shown in Figures 8C, 9C, 10C and 11C.
  • the position shown in Figure 8C is a closed position in which there is no flow through the second valve 62 to the transmission oil heat exchanger 56.
  • the position shown in Figure 9C is a transmission oil heat exchanger heating position, in which the second valve 62 directs flow from the conduit 12g (and therefore from the engine via the conduit 12j) to the transmission oil heat exchanger 56, in order to heat the transmission oil. This can help to bring the transmission oil up to a temperature quickly in which its viscosity is relatively low, thereby reducing power loss through the vehicle’s transmission.
  • the position shown in Figures 10C and 11C is a transmission oil heat exchanger cooling position, in which the second valve 62 directs flow from the conduit 12h (and therefore from the pump) to the transmission oil heat exchanger 56, in order to cool the transmission oil.
  • This can be carried out when coolant is being transported into the pump chamber 34 from the radiator 54 through the conduit 12d, for example. This can help to prevent overheating of the transmission oil, so as to prolong the operating life of the transmission oil.
  • additional positions may be provided for the second valve 62 so as to permit partial flows from the conduits 12g and 12j and/or from the conduits 12h and 12d, and/or to permit flows therethrough from other conduits 12 in the coolant system 10.
  • the aperture plate 42 includes rim regions 131 that extend circumferentially between the regions on its periphery where the sector gears 130 are positioned. These rim regions 131 permit the aperture plate 42 to rotate while cooperating with the gear teeth of the input gear 132 to hold the input gear 132 in its position until the next sector gear 130 rotates by the input gear 132 to rotate the input gear 132, so as to rotate the valve element 65 to a new position.
  • the motor 44 While it has been described for the motor 44 to be operatively connected to the aperture plate 42 via a plurality of gears, to the second valve 62 via a plurality of gears and to the pump flow restriction member 38 via a plurality of gears as well as the pump cam and the pump cam follower, the operative connection between the motor 44 and the aperture plate 42, the second valve 62 and the pump flow restriction member 38 may be by any suitable alternatively means.
  • the connection between the motor 44 and the pump flow restriction member 38 may be solely by a plurality of gears.
  • the motor (not shown) drives the pinion 118, which in turn drives the main gear 116 on the aperture plate 42.
  • the aperture plate 42 further includes a plurality of sector gears 200, which drives a pump flow restriction member input gear 202.
  • the pump flow restriction member input gear 202 connected to a shaft 204, which passes through an aperture in the module housing 32, and connects to the pump flow restriction member driver 126, which in turn drives the pump flow restriction member 38 in the same manner as shown in the embodiment in Figures 6A and 6B.
  • the aperture plate 42 is movable to a plurality of positions, some examples of which are shown in Figures 8A-11 C.
  • the aperture plate aperture 92a permits flow through the port 40a, while the aperture plate apertures 92b, 92c and 92d prevent full flow through the ports 40b, 40c and 40d.
  • the pump flow restriction member 38 ( Figure 8B) is held in a closed position, wherein only a leakage flow (which in this instance is preferably greater than zero) is permitted through the pump chamber 34.
  • Some flow also optionally passes from the engine to the cabin heat exchanger 68 so as to transmit heat to the cabin of the vehicle, if requested by the vehicle occupants.
  • the second valve 62 ( Figure 8C) is shown with the valve element 65 in the position to prevent flow through the second valve 62.
  • This position for the aperture plate 42 or, more broadly speaking, this position for the thermal management module 30 results in a small amount of flow (i.e. the non-zero leakage flow) out of the thermal management module 30 through the port 40e to the engine, and then back from the engine to the thermal management module 30 through the port 40a.
  • This position for the thermal management module 30 may be used during start up of the engine when the engine is cold, so as to permit the engine to warm up to a desired temperature where combustion takes place in the cylinders more efficiently, producing greater power and fewer emissions. This position for the thermal management module 30 may thus be referred to as an engine warm-up position.
  • the aperture plate aperture 92a permits full flow through the port 40a, and permits a partial flow (i.e. a portion of the full flow) through the port 40b, while the aperture plate apertures 92b, 92c and 92d prevent flow through the ports 40c and 40d.
  • the pump flow restriction member 38 (Figure 9B) is opened just slightly such that a small flow (which is greater than the leakage flow) is permitted through the pump chamber 34.
  • the second valve 62 ( Figure 9C) is shown with the valve element 65 in the position to permit flow through the second valve 62 from the engine.
  • This position for the aperture plate 42 results in some flow out of the thermal management module 30 through the port 40e to the engine, and then back from the engine to the thermal management module 30 through the port 40a, whereby some of the flow from the engine passes through the second valve 62 and is transported to the transmission oil heat exchanger 56. Some flow again optionally passes from the engine to the cabin heat exchanger 68 so as to transmit heat to the cabin of the vehicle, if requested by the vehicle occupants.
  • This position for the thermal management module 30 may be used to continue heating the engine, and to start heating the transmission oil, once the engine has warmed up by some amount, so as to start bringing the transmission oil up towards a temperature where its viscosity is significantly reduced, as described above.
  • This position for the thermal management module 30 may thus be referred to as an engine and transmission warm-up position.
  • the aperture plate aperture 92a permits partial flow through the port 40a, and permits full flow through the port 40b; the aperture plate aperture 92c permits full flow through the port 40c from the surge tank 52 while the aperture plate aperture 92d permits a partial flow through the port 40d from the radiator 54.
  • the pump flow restriction member 38 (Figure 10B) is opened nearly to its fully open position such that a flow (which is a majority of the flow when in the fully open position) is permitted through the pump chamber 34.
  • the second valve 62 ( Figure 9C) is shown with the valve element 65 in the position to permit flow through the second valve 62 from the port 40e of the module housing 32.
  • This position for the aperture plate 42, or, more broadly speaking, this position for the thermal management module 30 results in flow out of the thermal management module 30 through the port 40e to the engine, and then back from the engine to the thermal management module 30 through the port 40a, whereby some of the flow from the engine passes through the radiator 54 and back to the thermal management module 30 through the port 40d, and whereby some of the flow that exits the pump chamber 34 through the port 40e passes to the transmission oil heat exchanger 56 to cool the transmission oil instead of going to the engine.
  • Some flow from the engine passes through the engine oil heat exchanger 50 to cool the engine oil to prevent overheating thereof.
  • This position for the thermal management module 30 may be used to control the temperature of the engine, while also cooling the transmission oil in the event that the transmission oil has reached a maximum permissible threshold.
  • This position for the thermal management module 30 may thus be referred to as an engine temperature regulation and transmission cooling position.
  • the aperture plate aperture 92a permits no flow through the port 40a, and permits full flow through the port 40b; the aperture plate aperture 92c permits full flow through the port 40c from the surge tank 52 while the aperture plate aperture 92d permits full flow through the port 40d from the radiator 54.
  • the pump flow restriction member 38 ( Figure 10B) is opened to its fully open position such that a full flow is permitted through the pump chamber 34.
  • the second valve 62 ( Figure 9C) is shown with the valve element 65 in the position to permit flow through the second valve 62 from the port 40e of the module housing 32.
  • This position for the aperture plate 42, or, more broadly speaking, this position for the thermal management module 30 results in flow out of the thermal management module 30 through the port 40e to the engine, and then from the engine to the radiator 54, and then back to the thermal management module 30 through the port 40d.
  • Some of the flow that exits the pump chamber 34 through the port 40e passes to the transmission oil heat exchanger 56 to cool the transmission oil instead of going to the engine.
  • Some flow from the engine passes through the engine oil heat exchanger 50 to cool the engine oil to prevent overheating thereof.
  • This position for the thermal management module 30 may be used to provide as much cooling for the engine as possible, while also cooling the transmission oil in the event that the transmission oil has reached a maximum permissible threshold. This position for the thermal management module 30 may be referred to as a maximum engine and transmission cooling position.
  • the aperture plate 42 may be said to be movable (e.g. rotatable) to a first aperture plate position in which the aperture plate 42 presents a first amount of aperture area from the first aperture plate aperture 92a to the first port 40a, and is movable (e.g. rotatable) to a second aperture plate position in which the aperture plate 42 presents a second amount of aperture area from the first aperture plate aperture 92a to the first port 40a, wherein the second amount of aperture area is different than the first amount of aperture area.
  • the first position of the aperture plate 42 may be the position shown in Figure 11 A (in which there is zero flow through the first port 40a), and the second aperture plate position of the aperture plate 42 may be the position shown in Figure 10A, in which there is some flow through the first port 40a.
  • the first and second positions of the aperture plate 42 may be referred to as first and second aperture plate positions, respectively.
  • the pump flow restriction member 38 is in a different position in Figure 11 B than it is in Figure 10B.
  • the motor 44 may be said to be operatively connected to the pump flow restriction member 38 and to the aperture plate 42 such that driving of the aperture plate 42 between the first and second aperture plate positions by the motor 44, drives the pump flow restriction member 38 between the first and second pump flow restriction member positions.
  • a graph shown in Figure 13 represents the cross-sectional flow area to or from various components based on the position of the aperture plate 42. More specifically, the curve 150 represents the cross-sectional flow area at the port 40d, which is representative of the flow from the radiator 154. The curve 152 represents the cross-sectional flow area at the downstream end of the pump flow restriction member 38. The curve 154 represents the cross-sectional flow area at the port 40b, which is representative of the flow through the engine oil heat exchanger 50. The curve 156 represents the cross-sectional flow area at the port 40c which is representative of the flow from the surge tank 52.
  • Lines 164a, 164b, 164c and 164d represent the position of the aperture plate 42 in the positions shown in Figure 8A, 8B, 8C and 8D, respectively.
  • the aperture plate 42 and the arrangement of the axially oriented ports 40a-40d provide a reduced amount of pressure drop to the coolant flow entering the pump impeller 70 as compared to some thermal management modules of the prior art.
  • the module housing 32 includes some additional optional features.
  • the module housing portions 32a, 32b and 32c define a respective first wall 172a, a second wall 172b, and a third wall 172c, as can be seen in Figures 4A and 4B in particular.
  • the module housing 32 defines an aperture plate chamber 174 between the first and second walls 172a and 172b, and defines the pump chamber 34 between the second and third walls 172b and 172c.
  • the aperture plate 42 is positioned in the aperture plate chamber 174. Given that the impeller axis is the same as the aperture plate axis A, it will be understood that the aperture plate 42 extends in a plane that is generally perpendicular to the impeller axis. As can be seen in Figures 4A, 4B and 16, the The first aperture plate aperture 92a and the second wall 172b are shaped to direct coolant to the impeller inlet 72.
  • this is provided by shaping the aperture plate apertures 92 so that they permit flow through the aperture plate 42 in an axial direction, and by configuring the second wall 172b so that the aperture plate facing side 178 of the second wall 172b to have at least one channel 180 therein that has a first end 182 that faces (and is aligned with) the first controlled inlet port 40a and that has a second end 184 at a chamber pass-through aperture 186 in the second wall 172b between the pump chamber 34 and the aperture plate chamber 174.
  • the aperture plate 42 provided with the pump permits a great deal of flow control to a large number of conduits while maintaining a small overall size as compared to at least some thermal management modules of the prior art.
  • the aperture plate 42 facilitates the use of complex aperture shapes, which are more difficult to provide on cylindrical or ball members as seen in some valves of the prior art.
  • the direction of flow of the coolant coming into the thermal management module 30 is generally axially oriented, which has a reduced pressure drop as compared to some thermal management modules of the prior art.
  • the efficiency of the pump remains very high even in situations where flow from the pump varies.
  • Providing a single actuator, which drives the aperture plate 42, the second valve 62 and the pump flow restriction member 38 through a sequence of positions during operation of the vehicle is computationally very easy for a controller such as an ECU, since all the components (the pump, the aperture plate 42 and the second valve 62) are moved by movement of a single element (the motor 44).
  • the motor 44 may include an encoder or some other means for sensing its movement, so that the ECU can determine the position of the aperture plate 42, the valve element 65 for the second valve 62 and the pump flow restriction member 38.
  • the controlled ports are all outlet ports, or in which the controlled ports are a combination of at least one inlet port and at least one outlet port.
  • the coolant system 10 could be configured with the aperture plate 42 mounted at the outlet port 40e and could be used to direct coolant flow into a plurality of further conduits so as to direct coolant flow to any of several elements such as the radiator 54, the engine, the engine oil heat exchanger 50, the cabin heat exchanger 68 and/or other elements.
  • the second valve 62 is shown in the example illustrated in Figures 1-11C, it will be noted that the second valve 62 is optional.
  • the coolant system 10 with a valve that is similar to the valve 62 but which is controlled by a dedicated actuator that is separate from the motor 44.
  • the coolant system 10 could be configured to omit such a valve entirely.
  • other valves may be provided in the coolant system to control flow as needed or desired, based on the particular parameters of the application.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

Selon un aspect, l'invention concerne un module de gestion thermique de véhicule qui comprend un carter de module définissant une chambre de pompe, un élément de pompage mobile pour entraîner un écoulement de liquide de refroidissement, un élément de restriction d'écoulement de pompe mobile vers une première position pour occlure une première zone d'écoulement en coupe transversale dans la chambre de pompe, et mobile vers une seconde position pour occlure une seconde zone d'écoulement en coupe transversale dans la chambre de pompe, un premier orifice commandé sur le carter de module, une plaque d'ouverture et un moteur. La plaque d'ouverture a un côté d'orifice faisant face au premier orifice commandé et un côté de chambre de pompe faisant face à la chambre de pompe, et une première ouverture s'étendant entre les côtés. La plaque d'ouverture est mobile vers des première et seconde positions pour présenter des première ou seconde quantités de zone d'ouverture au premier orifice commandé. Le moteur est relié de manière fonctionnelle à l'élément de restriction d'écoulement de pompe et à la plaque d'ouverture.
PCT/CA2019/050371 2018-03-26 2019-03-26 Module de gestion thermique de véhicule WO2019183725A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112019001551.6T DE112019001551T8 (de) 2018-03-26 2019-03-26 Wärmemanagement-modul für fahrzeuge
KR1020207014253A KR102560923B1 (ko) 2018-03-26 2019-03-26 차량용 열 관리 모듈

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
US201862647847P 2018-03-26 2018-03-26
US62/647,847 2018-03-26
US201862679980P 2018-06-04 2018-06-04
US62/679,980 2018-06-04
US201862683994P 2018-06-12 2018-06-12
US62/683,994 2018-06-12
US201862714519P 2018-08-03 2018-08-03
US62/714,519 2018-08-03
US201862777233P 2018-12-09 2018-12-09
US62/777,233 2018-12-09

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WO2022256921A1 (fr) * 2021-06-07 2022-12-15 Litens Automotive Partnership Améliorations apportées à un système de gestion thermique, et soupape et module de soupape associés
WO2024002153A1 (fr) * 2022-06-29 2024-01-04 浙江三花汽车零部件有限公司 Ensemble pour fluides et dispositif de commande de fluides
WO2024073862A1 (fr) * 2022-10-07 2024-04-11 Litens Automotive Partnership Module soupape et pompe pour système de gestion thermique

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WO2024013871A1 (fr) * 2022-07-13 2024-01-18 株式会社アイシン Module de refroidissement
DE102022210905A1 (de) * 2022-10-14 2024-04-25 Zf Friedrichshafen Ag Versorgungsmodulgehäuse für ein Fahrzeug, Versorgungsmodul für ein Fahrzeug und Fahrzeug

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WO2003006856A1 (fr) * 2001-07-11 2003-01-23 Valeo Thermique Moteur Vanne de commande
WO2010046225A1 (fr) * 2008-10-20 2010-04-29 Robert Bosch Gmbh Soupape de commande de débits volumiques
WO2010127826A1 (fr) * 2009-05-06 2010-11-11 Audi Ag Circuit de liquide de refroidissement
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US20170298805A1 (en) * 2014-09-24 2017-10-19 Volkswagen Aktiengesellschaft Combustion machine
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WO2022256921A1 (fr) * 2021-06-07 2022-12-15 Litens Automotive Partnership Améliorations apportées à un système de gestion thermique, et soupape et module de soupape associés
WO2024002153A1 (fr) * 2022-06-29 2024-01-04 浙江三花汽车零部件有限公司 Ensemble pour fluides et dispositif de commande de fluides
WO2024073862A1 (fr) * 2022-10-07 2024-04-11 Litens Automotive Partnership Module soupape et pompe pour système de gestion thermique

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DE112019001551T5 (de) 2020-12-24
KR102560923B1 (ko) 2023-07-31
DE112019001551T8 (de) 2021-02-25
KR20200141433A (ko) 2020-12-18

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