巴西专利BR102016001692A2 VEHICLE ENGINE TEMPERATURE MANAGEMENT UNIT

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专利摘要:
vehicle engine temperature management unit a vehicle engine temperature management unit includes an integrated oil heater, a control valve, and a pressure relief valve. A remote oil cooler is connected to the fluid ports of the temperature management unit. Transmission oil is received in the temperature management unit and is directed to one or both of the transmission oil heater and the transmission oil cooler. A portion of the oil flow may be internally diverted through the pressure relief valve to keep the oil pressure below a threshold. Oil flow is directed through the control valve after it has been heated and / or cooled, and the proportions of oil being directed through the oil heater and oil cooler are determined by the oil temperature in the valve.
公开号:BR102016001692A2
申请号:R102016001692-4
申请日:2016-01-26
公开日:2018-03-20
发明作者:boyer Andrew；Patil Ashutosh；Raduenz Daniel；Berg Danny；Dries Christopher
申请人:Modine Manufacturing Company；
IPC主号:

专利说明:

(54) Title: TEMPERATURE MANAGEMENT UNIT FOR VEHICLE MOTORIZATION (51) Int. Cl .: F01M 5/00; F28D 21/00; F28D 9/00; F02N 19/04 (52) CPC: F01M 5/005, F01M 5/001, F28D 2021/0089, F28D 9/005, F02N 19/04 (30) Unionist Priority: 26/01/2015 US 14 / 605,294 (73 ) Holder (s): MODINE MANUFACTURING COMPANY (72) Inventor (s): ANDREW BOYER; ASHUTOSH PATIL; DANIEL RADUENZ;
DANNY BERG; CHRISTOPHER DRIES (74) Attorney (s): FLÁVIA SALIM LOPES (57) Summary: VEHICLE MOTORIZATION TEMPERATURE MANAGEMENT UNIT A temperature management unit for a vehicle engine includes an integrated oil heater, a control valve, and a pressure relief valve. A remote oil cooler is connected to the fluid ports of the temperature management unit. Transmission oil is received in the temperature management unit and is directed to one or both the transmission oil heater and the transmission oil cooler. A portion of the oil flow can be diverted internally through the pressure relief valve to keep the oil pressure below a threshold. The oil flow is directed through the control valve after it has been heated and / or cooled, and the proportions of oil being directed through the oil heater and the oil cooler are determined by the temperature of the oil in the valve.
1/26
TEMPERATURE MANAGEMENT UNIT FOR VEHICLE MOTORIZATION
BACKGROUND [001] The invention relates to integrated valve and heat exchanger assemblies, and in particular relates to valve and heat exchanger assemblies for regulating the fluid temperature for a vehicle motorization.
[002] Heat exchange systems for regulating the temperature of fluids to be above a minimum threshold, below a maximum threshold, or within a desirable range limited by a minimum and maximum threshold are known. Such heat exchange systems typically include one or more heat exchangers and one or more flow control devices for controlling the flow of fluid to the one or more heat exchangers. Vehicle engines in particular require such heat exchange systems in order to properly regulate the temperature of the working fluid such as coolant, engine oil, transmission oil, and the like.
[003] With increasing incentives to improve fuel economy and the overall efficiency of the system, properly regulating the temperature of fluids within a vehicle's engine has become of utmost importance. Such temperature regulation may require both a heat exchanger to rapidly heat up the fluid during the cold start of the vehicle engine, and a heat exchanger to reject heat accumulated in the fluid during vehicle engine operation. Control devices (including valves and the like) can be used to selectively route the fluid to the exchangers
2/26 heat in order to meet these goals.
[004] The advantages can be found in integrating parts of these heat exchange systems in a thermal management unit, thus reducing the number of interconnections and simplifying the installation of the heat exchange system for vehicle motorization.
SUMMARY [005] According to an embodiment of the invention, a temperature management unit for a vehicle engine includes an operable valve to selectively route fluid between a valve outlet and a first and second valve inlets, a first fluid port to receive an oil flow from the vehicle engine, a second fluid port to provide an oil flow to the vehicle engine, a third fluid port fluidly connected to the first fluid port via a first flow path extending through the temperature management unit, and a fourth fluid port fluidly connected to one of the first and second valve inlets via a second flow path extending through the temperature management unit. The temperature management unit additionally includes an integrated transmission oil heater having a fluid inlet manifold, a fluid outlet manifold, and a plurality of flow structures extending between the fluid inlet manifold and the outlet manifold of fluid. The fluid inlet manifold is connected fluidly to the first fluid port via a third flow path extending through the temperature management unit and the outlet manifold.
3/26 fluid is fluidly connected to the other of the first and second valve inlets via a fourth flow path extending through the temperature management unit. A fifth flow path extends between and fluidly connects the second fluid port and valve outlet. A bypass flow path extends from the first fluid port and fluidly connects to one of the second flow path, the fourth flow path, and the fifth flow path at the end of the bypass flow path. A pressure relief valve is arranged along the bypass flow path to block oil flow along the bypass flow path when the differential pressure between the first fluid port and the end of the bypass flow path is below a threshold, and to allow oil flow along the bypass flow path when the differential pressure exceeds that limit.
[006] In some embodiments, the valve includes a sensing element configured to operate the valve in response to the oil temperature that passes over the sensing element, and in some particular embodiments the sensing element is a wax engine. In some embodiments, the entire flow of oil that enters through the first fluid port is directed along the sensing element.
[007] In some embodiments, the temperature management unit includes a mold structure having a central hole extending through it linearly. Both the valve and the pressure relief valve are arranged inside the central orifice.
4/26 [008] In some embodiments, the valve includes a mobile transport having one or more window openings arranged therein. In some of such embodiments, at least some of the one or more window openings define the valve outlet. In some embodiments, at least some of the window openings define one of the first and second valve inlets, and movement of the conveyor operates to open and close this one of the first and second valve inlets.
[009] According to another embodiment of the invention, a method for controlling the oil temperature for a vehicle engine includes receiving an oil flow from the vehicle engine in a temperature management unit at a first pressure, and directing at least part of the oil flow through at least one of a transmission oil heater and a transmission oil cooler. This oil flow is received in a valve disposed inside the temperature management unit after passing through at least one of the oil transmission heater and transmission oil cooler, and any remaining oil flow is directed through a bypass arranged inside the temperature management unit to avoid it passing through one of the transmission oil heater and the transmission oil cooler. Ά temperature of the oil received inside the valve is measured, and the oil flow is returned to the vehicle motorization from the temperature management unit.
[010] In some embodiments, oil is received inside the valve at a second pressure lower than that
5/26 first press. In some of these embodiments, the amount of oil that passes through the bypass is determined in response to a pressure differential between the first pressure and the second pressure. In some embodiments, the step of measuring an oil temperature includes directing the entire flow of oil received in the temperature management unit along a temperature sensitive element arranged inside the valve.
[011] According to another embodiment of the invention, an oil management method for a vehicle engine includes receiving an oil flow from the vehicle engine in a temperature management unit at a first temperature below a temperature of threshold and split the oil flow into a first portion and a second portion. The first portion is directed to a transmission oil heater integrated in the temperature management unit, and is heated. The first portion is then recombined with the second portion, the second portion having bypassed the transmission oil heater, so that the flow is recombined at a second temperature higher than the first temperature. The recombined oil flow is received in a valve located inside the temperature management unit and is passed along a temperature sensitive element disposed inside the valve, after which the recombined oil flow is returned to the vehicle's engine from the temperature management unit at the second temperature.
[012] In some embodiments, the oil flow is a first oil flow, and a second oil flow is received from the vehicle motor to the unit
6/26 temperature management some time after having returned the first oil flow to the vehicle engine. Substantially all of the second oil flow is directed into the transmission oil heater and is heated. The second oil flow is received inside the valve at a temperature substantially equal to the threshold temperature, and a valve actuator is actuated in response to passing the second oil flow over the temperature sensitive element so that subsequent oil flows in the temperature management unit are at least partially directed through an oil cooler associated with vehicle motorization.
BRIEF DESCRIPTION OF THE DRAWINGS [013] Figure 1 is a perspective view of a temperature management unit according to an embodiment of the invention.
[014] Figure 2 is a partially exploded perspective view of the temperature management unit in Figure 1.
[015] Figure 3 is a perspective view of a heat exchanger that is part of the temperature management unit in Figure 1.
[016] Figure 4 is an exploded perspective view of the heat exchanger in Figure 3.
[017] Figure 5 is a top view of the temperature management unit in Figure 1.
[018] Figure 6 is a sectional end view of the temperature management unit in Figure 1, seen along lines VI-VI in Figure 5.
[019] Figure 7 is a sectional side view of the
7/26 temperature management unit of Figure 1, seen along lines VII-VII of Figure 5.
[020] Figure 8 is a sectional side view of the temperature management unit in Figure 1, seen along lines VIII-VIII in Figure 5.
[021] Figure 9 is a sectional bottom view of the temperature management unit in Figure 1, seen along lines IX-IX in Figure 8.
[022] Figures 10A and 10B are seen in perspective of a control valve of the temperature management unit of Figure 1, shown in two different operational states.
[023] Figures 11A and 11B are sectional side views of the control valve installed in Figures 10A and 10B, in two different operational states.
[024] Figure 12 is a sectional perspective view of a pressure relief valve of the temperature management unit in Figure 1.
[025] Figure 13 is a schematic view of a temperature management unit coupled to a vehicle motorization according to an embodiment of the invention.
DETAILED DESCRIPTION [026] Before any modalities of the invention are explained in detail, it should be understood that the invention is not limited in its application to the details of construction and the arrangement of the components presented in the following description or illustrated in the accompanying drawings. The invention is capable of other modalities and can be practiced or carried out to take various forms. Also, it should be understood that the phraseology and terminology used here are for the purpose
8/26 of description and should not be considered as limiting. The use of including, comprising or having and its variations here is intended to encompass the items listed below and their equivalents, as well as additional items. Unless otherwise specified or limited, the terms assembled, connected, supported, and coupled and their variations are widely used and cover both direct and indirect assemblies, connections, supports, and couplings. In addition, connected and coupled are not restricted to physical or mechanical connections or couplings.
[027] A temperature management unit 1 according to an embodiment of the invention is shown in Figure 1 and is especially suitable for use with the motorization of a vehicle such as an automobile, truck, transport, agricultural or construction equipment, etc. . Vehicle motorization, as referred to in the present context, includes the vehicle subsystems responsible for producing vehicle movement, and includes (without limitation) the engine, transmission, brakes and power steering. The temperature management unit 1 can be employed to maintain the operating temperature of a vehicle engine operating fluid within an acceptable range. A particular working fluid for which the temperature management unit 1 is especially suitable is the oil commonly referred to as automatic transmission fluid, which is used within the vehicle's engine as both a lubricant and a hydraulic fluid. This oil has been developed with specific properties (for example, viscosity, lubricity and temperature capacity) in order to
9/26 to withstand the rigid operating environments of vehicle engines, and to optimize engine performance. Some of these properties vary considerably with temperature, and can therefore be especially important for the oil's operating temperature to be kept within a very narrow range for better performance and life span.
[028] The diagram in Figure 13 illustrates an exemplary way in which the temperature management unit 1 can be fluidly connected to a vehicle engine 2. Vehicle engine oil is routed to and from the temperature management unit 1 via fluid lines 73, the first of which connects to an inlet port 11 of the temperature management unit 1, and a second of which connects to an outlet port 12 of the temperature management unit 1. 0 oil which is received at the temperature management unit 1 via the inlet port 11 can be selectively routed to a transmission oil heater 3 integrated with the temperature management unit 1, and / or to a transmission oil cooler 4 , which can be located remotely from the temperature management unit 1. Alternatively, or in addition, at least part of the oil received through the inlet port 11 can be diverted from either the transmission oil heater o 3 and the transmission oil cooler 4 to pass through a pressure relief valve 6 arranged inside the temperature management unit 1. A control valve 5 is additionally arranged inside the management unit
10/26 temperature 1 and receives the oil from each of the three possible flow paths in order to supply the oil to the outlet port 12. The control valve 5 operates to selectively determine the oil flow proportions through of the transmission oil cooler 4 and the transmission oil heater 3, as will be described in more detail with respect to the specific embodiment of Figure 1.
[029] The transmission oil cooler 4 is a heat exchanger that is configured to reject heat from the oil in order to keep the oil operating temperature below an upper threshold temperature. Such a heat exchanger is typically configured as an air-cooled heat exchanger that forms part of a vehicle cooling module, although other heat exchanger arrangements can alternatively be used depending on the specifications of the vehicle application. Fluid lines 72 provide for coupling between the transmission oil cooler 4 and ports 13 and 14 of the temperature management unit 1 in order to allow the flow of oil to and from the transmission oil cooler 4.
[030] The transmission oil heater 3 is a heat exchanger that is configured to supply heat to the oil in order to maintain the oil operating temperature above a lower threshold temperature. Such a heat exchanger is especially beneficial when starting the vehicle engine, when the oil is likely to be cold. Oil viscosity is typically optimized for performance at operating temperature
11/26 high of the vehicle engine, and at lower temperatures the oil typically has a substantially higher viscosity. When the vehicle is in a non-operating condition for hours in a low ambient temperature the oil is likely to have cooled to a temperature at which the viscosity is many times greater than the optimized viscosity. In order to maintain good operation of the vehicle engine, it is important that the oil circulates through it even when the oil is not yet at its proper operating temperature. Oil circulation is typically performed by an oil pump that forms part of the vehicle's motorization 2.
[031] Circulation of highly viscous cold oil requires substantially greater work input than oil circulation at the proper operating temperature, resulting in substantial reduction in fuel economy over that period when the oil is not yet within the temperature range wanted. Due at least in part to the high thermal mass of the vehicle engine 2, it is not uncommon that the oil has not yet reached the desired operating temperature by the time the vehicle has reached its destination and is stopped, at which point the vehicle can remain in a non-operational state for a time sufficient to return vehicle motorization 2, and oil, to low initial temperatures so that the entire cycle is repeated. As a result, the vehicle's overall fuel economy can be severely compromised.
[032] This situation can be remedied by facilitating the rapid heating of the oil through the use of
12/26 transmission oil 3. Coolant that is rapidly heated inside the vehicle engine 2 (through, for example, being circulated directly over the cylinder heads of the vehicle engine 2) is routed to and from the heater of transmission oil 3 via the refrigerant lines 71 extending between the vehicle motorization 2 and the temperature management unit 1. The refrigerant and the oil are both circulated through the transmission oil heater 3 in order to effect transfer quick and effective heat to oil, thereby facilitating faster heating of the oil to the desired operating temperature range.
[033] The mode of Figure 1 will now be described in more detail, with additional reference to Figure 2-12. The temperature management unit 1 includes a mold housing 7 which is connected to a stratified core heat exchanger 3 functioning as a transmission oil heater. Fluid ports 11 and 12 are provided within the mold housing 7 to provide fluid couplings to receive, respectively, oil from, and return oil to, a vehicle engine. In addition, ports 13 and 14 are provided within the mold housing 7 to allow fluid connections to a remotely located transmission oil cooler.
[034] The exemplary modality of transmission oil heater 3 is of a construction model in which nested shells are arranged in a pile 21 which is attached to a base plate 22. An entrance port 23 and an exit port 24 extend from the base plate 22 and from
13/26 watertight way they engage (through the use of seals like seals 32) with openings 47 and 48, respectively. The openings 47 and 48 are provided within a mounting surface 46 of the mold housing 7, and the base plate 22 is attached to the mounting surface 46 by threaded fasteners 8, extending through mounting holes 33 provided in the base plate 22 and engage corresponding threaded holes 41 of the mold housing 7. Alternatively, this attachment of the transmission oil heater 3 to the housing 7 can be accomplished by other means, such as spring clips, solder, etc. .
[035] As best seen in the exploded view of Figure 4, stack 21 includes alternate corrugated shells 27 and non-corrugated shells 28 with corresponding upward-facing peripheral flanges to allow the shells to nest together while providing space for fluid flow between the flat surfaces of adjacent shells. Collectors 30 extend through the shells at two of the corners of the stack 21 at short opposite ends of the shells, with one of the collectors 30 acting as an inlet collector for the refrigerant and the other acting as an outlet collector. The end of the stack 21 is closed with a cover plate 31 that includes two refrigerant ports 36, each of which communicates with one of the refrigerant collectors 30. The ripples of the corrugated shells 27 extend towards the flat surface of a non-shelling shell. adjacent corrugated 28 and the spaces between the corrugations provide a refrigerant flow path between the refrigerant collectors 30.
[036] An oil inlet manifold 25 is supplied in
14/26 another corner of the shells, and an oil outlet manifold 26 is provided in the remaining corner. Flow plates 29 are received within the undulating shells 28 and provide an oil flow path between the collectors 25 and 26. Flow plates 29 can be, for example, speared and offset fin plates that provide a flow path through the stack 21 to maximize the heat transfer rate.
[037] The base plate 22 is formed from three individual plates 22a, 22b, 22c. A channel 35 is formed within the plates 22b and 22c to fluidly connect the outlet port 24 with the oil outlet manifold 26. Likewise, a channel 34 is formed at the bottom of the plates 22b and 22c to fluidly connect the outlet port. inlet 23 with oil inlet manifold 25. It should be understood, however, that in alternative embodiments, the base plate 22 may be constructed from a different number of plates, and that, in some embodiments, the base plate 22 may consist of a single plate.
[038] The components of the transmission oil heater 3 are, in some especially preferred embodiments, aluminum alloy components, with at least some of the components having been coated with a brazing alloy so that the transmission oil heater 3 it can be totally or substantially formed by brazing the components together.
[039] During operation, a flow of refrigerant that has been heated by vehicle motorization 2 is circulated through a refrigerant line 71 to one of the ports 36 provided on the transmission oil heater 3, and is
15/26 subsequently received in the refrigerant collector 30 that is in direct fluidic communication with this one of the ports 36. The refrigerant flow paths formed between the wavy surfaces of the wavy shells 27 and the opposite surfaces of the non-wavy shells 28 are in communication fluid with the refrigerant collectors 30, so that the refrigerant flow received in the transmission oil heater 3 can be circulated through the heater along these multiple flow paths. At the same time, a flow of transmission oil can be received in the transmission oil heater 3 via port 23, and can be routed through channel 34 towards inlet manifold 25. Flow paths for oil, formed through the flow plates 29, they are in fluid communication with the inlet manifold 25 and the outlet manifold 26, and the oil received in the inlet manifold 25 is circulated through the transmission oil heater 3 along these flow paths. As the two fluids move through the transmission oil heater 3, heat flow from the refrigerant is transferred through the shells 27, 28 to the oil flow in order to heat up the oil flow. The heated oil is collected in the outlet manifold 26, and is directed through channel 35 in order to be removed from the transmission oil cooler 4 through port 24. The cooled refrigerant is received inside the other refrigerant collector 30, and is removed through the other refrigerant port 36 to be returned back to vehicle motorization 2 along another refrigerant line 71.
16/26 [040] It should be understood by those skilled in the art that the transmission oil heater 3 shown in the figures and described herein is only an exemplary heat exchanger which is especially well suited for the purpose described. Details of the heat exchanger construction may vary from those described, and the details of the heat exchanger construction are not intended to be a limitation of the present invention.
[041] As the oil flow is received at the temperature management unit 1 through port 11, internal flow channels within housing 7 allow the flow to be directed to various locations. As best seen in Figure 7, a flow path 17 fluidly connects port 11 with the inlet port 23 of the transmission oil heater 3, so that at least part of the oil flow can be directed into the oil heater. transmission oil 3. Another flow path 15 fluidly connects port 13, which can be used as a connection port for a fluid line 72 that connects temperature management unit 1 to a remote transmission oil cooler 4 In this way, the oil flow received at the temperature management unit can be routed 1 towards or from the transmission oil cooler 4, the transmission oil heater 3, or both.
[042] The inlet port 11 is arranged at one end of a central orifice 42 that extends through the housing 7. Arranged inside the central orifice 42 is a pressure relief valve 6 and a control valve 5. Staggered diameter changes orifice
17/26 central 42 allow the pressure relief valve 6 and the control valve 5 to be properly located and retained inside the housing 7. The pressure relief valve 6 is inserted from the end of the central orifice 42 corresponding to the location of inlet port 11, while control valve 5 is inserted from the opposite end. A snap ring 53 is inserted into a snap ring groove 43 in order to retain the control valve 5 inside the central hole 42.
[043] The control valve 5 includes a mobile transport 54 that moves along a longitudinal axis of the control valve 5 between a first operational status position shown in Figure 10A and Figure 11A, and a second status position represented in Figure 10B and Figure 11B. A detection element 57 is centrally located inside the transport 54, and contains an actuator 58 that is sensitive to the temperature measured by the detection element 57. In the exemplary embodiment, the detection element 57 is a wax motor, and contains a quantity of wax that is specifically formulated to undergo a phase change at a predefined threshold temperature. The phase change results in an increase in the volume of the wax, which causes the actuator 58 to extend and displace the mobile transport 54. A hecoidal spring 59 is located between the mobile transport 54 and a shoulder 44 of the central hole 42, so that the movement of the transport 54 caused by the extension of the actuator 58 compresses the spring 59. The spring 59 provides a restoring force to return the mobile transport 54 back to its first position
18/26 operational state when actuator 58 retracts in response to a temperature reduction sufficient to reverse the phase change of the wax motor.
[044] The mobile transport 54 is provided with circumferentially arranged window openings 55. The exemplary embodiment shows multiple such window openings 55 arranged to extend across the entire circumferential periphery of the mobile transport 54, although in some embodiments a single opening of window extending over a substantial majority of the circumference can be employed. At least some of the window openings 55 are in alignment with a flow channel 19 provided in the housing 7 along the entire travel path of the mobile transport 54. The flow channel 19, as best seen in Figure 6 and Figure 9 , fluidly connects to outlet port 12. The window openings 55 thus serve as a valve outlet to allow oil, which is received inside the control valve 5, to exit the control valve 5, and subsequently be returned from back to vehicle motorization 2 along fluid line 73 which is connected to outlet port 12.
[045] An additional flow channel 16 is provided inside the housing 7, and is connected to port 14 to receive an oil flow along the fluid line 72 from the transmission oil cooler 4, as best seen in Figure 6 and Figures 8-9. Oil received in the flow channel 16 can be directed into the mobile transport 54 through at least some of the window openings 55, when the mobile transport is in the second operating state position of Figure 11B, but such flow
19/26 of oil is prevented when the mobile transport 54 is in the first operational state position of Figure 11A. The window openings 55 thus also function as a valve inlet for the control valve 5, which can be opened and closed in response to the temperature of the oil passing over the sensing element 57.
[046] An additional inlet for the control valve 5 is provided by the open end 66 of the mobile transport 54. When the mobile transport 54 is in the first operational status position of Figure 11A, the flow can be received inside the open end 66 a from a flow channel 18 provided inside the housing 7. The flow channel 18 is connected to port 24 of the transmission oil heater 3, as best seen in Figure 8, and receives oil that has passed through the heater 3 When mobile transport 54 transitions to the second operating state position of Figure 11B, it blocks the flow in channel 18 from reaching inlet 66.
[047] A bypass flow path 20 is provided within the central hole 42 of housing 7, and provides a means by which the oil received at the temperature management unit 1 through the inlet port 11 can reach the control valve 5 without passing through the transmission oil heater 3 or the transmission oil cooler 4. The pressure relief valve 6 is located along the bypass flow path 20, and operates to block the flow of oil through the path bypass flow 20 in most conditions. When the oil is allowed to flow through the bypass flow path 20, however, then this oil is able to
20/26 pass through the control valve 5 through inlet 66 regardless of the position of the mobile transport 54.
[048] Figures 11A and 11B illustrate the flow of oil through the control valve 5 in the two different operational states of the valve. In Figure 11 The mobile transport 54 is in its first position of operational status, corresponding to the oil temperature that passes over the detection element 57, being below the minimum threshold. The oil flow, represented by the solid arrow, passes from flow channel 18 to control valve 5 through inlet 66, and exits through control valve 5 through window openings 55 to flow channel 19. If the pressure relief valve 6 allows any oil flow through the bypass flow path 20, this oil moves along the dashed line and also enters the control valve 5 through the inlet 66, mixing with the oil received at from the transmission oil heater 3 inside the control valve transport 54.
[049] When the control valve 5 is in the second operating state position, as shown in Figure 11B, the actuator 58 is fully extended and the mobile transport 54 has completely moved to its second operating state position, resulting in the end of the mobile transport. 54 leaning against the shoulder 45. In this position, the conveyor 54 blocks the flow of oil from flow channel 18, but the oil is now able to flow into the control valve 54 from flow channel 16, as at least part of the area of the window openings 55 is aligned with the flow channel 16. Again, any
21/26 oil flow through the bypass flow path 20 is received inside the control valve 5 through the open end 66 of the mobile transport 54.
[050] It is especially noteworthy that, in any of the operational states, all the oil (that is, both the oil that is routed through heater 3 and / or the cooler 4, and oil that is diverted through the path bypass flow 20) passes over the sensing element 57. This allows precise control of the oil temperature that is delivered to the vehicle engine 2. When the control valve is in the first operational state corresponding to Figure 11A and the oil is being heated inside the oil heater 3, the temperature of the oil passing over the sensing element 57 may eventually reach the temperature threshold at which the actuator 58 begins to extend. This will make mobile transport 54 translate, and when sufficient movement is achieved, control valve 5 will receive some proportion of the flow from the transmission oil cooler 3 through flow channel 16. An intermediate steady state condition can be achieved in which the mobile transport 54 is in an intermediate position between the ends of Figure 11A and Figure 11B, so that a portion of the oil received inside the valve 5 is routed through the oil heater 3 and another portion of the oil received inside the valve 5 is routed through the oil cooler 4.
[051] When the temperature of the oil passing over the detection element reaches the upper threshold, the actuator 58 will have extended sufficiently to move the mobile transport 54 so as to engage the shoulder 45. One
22/26 Since the oil flow through the sensing element 57 is hot enough to maintain the extension of the actuator 58, this position of the valve will ensure that the oil is directed through the oil cooler 4 and not through the heater oil damage 3. Damage to control valve 5 caused by over-extension of actuator 58 (as may result from oil temperatures sufficiently above the upper threshold) can be prevented by the inclusion of an overflow prevention spring 60. A over stroke prevention spring 60 has a spring constant greater than spring 59, so that compression along over stroke prevention spring 60 does not occur until the mobile transport 54 engages the shoulder 45.
[052] The pressure relief valve 6 of the exemplary embodiment is shown in greater detail in Figure 12. The pressure relief valve 6 includes a cap 62 attached to a cylindrical sleeve 61, with the sleeve 61 having an outer diameter that is slightly smaller than the diameter of the central hole 42 in the region of the bypass flow path 20. A pressure spring 64 and plunger 63 are arranged inside cylindrical sleeve 61. Pressure spring 64 is maintained in a partially compressed state so that plunger 63 is forced into contact with a seating surface of cap 62. Cap 62 can be snapped into center hole 42 so that flow through bypass flow path 20 is prevented when the plunger 63 is disposed against the seating surface of the cap 62. The end of the sleeve 61 opposite the cap 62 is at least partially open, so that the plunger 63 is exposed to fluid pressures in both the
23/26 ends upstream and downstream of the bypass flow path 20 (i.e., both the pressure in the inlet port 11 and the pressure in the control valve 5). When the difference in pressure through the plunger 63 is sufficient to overcome the pressure force of the spring 64, the plunger will disengage from the cap 62 and the oil will be allowed to flow into the bypass flow path 20 through the windows 65 provided in the cylindrical sleeve 61.
[053] Allowing oil to flow through bypass flow path 20 can be advantageous under certain conditions. It is possible for one or both of the heat exchangers 3, 4 to develop obstructions along the oil flow path, which can substantially increase the pressure required to force the oil through the heat exchanger. Such an increase in head pressure can be detrimental to the oil pump, or to the heat exchangers themselves, or to other equipment along the oil circuit. Component damage or failure can be avoided by selecting the pressure force of the spring 63 to be low enough to allow opening of the bypass flow path 20 for oil flow before reaching such an undesirable pressure. In addition, by integrating the pressure relief valve 6 inside the temperature management unit 1 itself, the system can be protected against the clogging of both the transmission oil heater 3 and the transmission oil cooler 4. The pressure relief valve 6 is fluidly in parallel with both heat exchangers, so that a certain amount of oil can be diverted through the bypass flow path 20 to maintain the pressure head
24/26 below a threshold limit while allowing the remaining oil to flow through one (or both;
of heat exchangers 3 and 4, depending on the operational status of the control valve 5.
[054] Additional advantages can be derived from the pressure relief valve 6 when starting the motorization of vehicle 2 under cold ambient temperature conditions. Typical transmission oils are specifically formulated to have an adequate viscosity at the expected temperature of use in order to optimize the performance of vehicle motorization. These operating temperatures are typically in the range of 80-120 degrees Celsius. As the temperature of the oil decreases, the viscosity tends to increase, and in very cold temperatures (as can be experienced in colder climates) the viscosity tends to increase dramatically. Vehicle engine operation when the transmission oil is at such a low temperature can be problematic in that the high oil viscosity puts considerable pressure on the oil pump, and can contribute to substantial decreases in fuel economy due to extra pump that is needed to move the transmission oil through the system. However, it is desirable that the vehicle engine receives a high flow rate of transmission oil.
[055] This high flow rate of highly viscous cold oil can result in substantially high pressure through the system, in particular in the transmission oil heater 3, as the pump works to overcome the
25/26 viscous resistance to flow. This high pressure can again lead to damage to the oil system, or to an undesirable reduction in oil flow. The inclusion of pressure relief valves 6 mitigates this problem by allowing some oil to flow through the bypass flow path 20, this oil thus bypassing oil heater 3 and reducing pressure peaks while still allowing full oil flow through transmission. The bypass flow mixes at the control valve 5 with the heated flow being received from the oil heater 3, so that the sensing element is exposed to essentially the mixed oil temperature. This prevents the premature opening of the control valve 5 that would result from an external bypass, in which only the temperature of the heated oil would be measured by the control valve. Such premature opening would increase the time required to heat the oil to the desired operating temperature, thereby decreasing fuel economy.
[056] Various alternatives for certain elements and features of the present invention are described with reference to specific embodiments of the present invention. With the exception of features, elements and modes of operation that are mutually exclusive or incompatible with each mode described above, it should be noted that alternative features, elements and modes of operation described with reference to a particular mode are applicable to the other modes .
[057] The modalities described above and illustrated in the figures are presented by way of example only and
26/26 are not intended to be a limitation on the concepts and principles of the present invention. As such, it will be appreciated by a person skilled in the art that various changes to the elements and their configuration and arrangement are possible without departing from the spirit and scope of the present invention.
Ύ / Ί

权利要求:
Claims (20)
[1]
1. Temperature management unit for a vehicle engine, characterized by the fact that it comprises:
a control valve operable to selectively route fluid between a valve outlet and a first and second valve inlets;
a first fluid port for receiving an oil flow from the vehicle engine;
a second fluid port to provide an oil flow to the vehicle's engine;
a third fluid port fluidly connected to the first fluid port by means of a first flow path extending through the temperature management unit;
a fourth fluid port fluidly connected to one of the first and second valve inlets via a second flow path extending through the temperature management unit;
an integrated transmission oil heater having a fluid inlet manifold, a fluid outlet manifold, and a plurality of flow structures extending between the fluid inlet manifold and the fluid outlet manifold, wherein the fluid inlet manifold fluid inlet is connected fluidly to the first fluid port via a third flow path extending through the temperature management unit and the fluid outlet manifold is fluidly connected to the other of the first and second valve inlets via a fourth flow path extending through the asset management unit
[2]
2/7 temperature;
a fifth flow path extending between and fluidly connecting the second fluid port and the valve outlet;
a bypass flow path extending from the first fluid port and fluidly connecting to the control valve; and a pressure relief valve arranged along the bypass flow path to block oil flow along the bypass flow path when the differential pressure between the first fluid port and the end of the bypass flow path is below a threshold, and to allow oil to flow along the bypass flow path when said pressure differential exceeds said threshold.
2. Temperature management unit, according to claim 1, characterized by the fact that the control valve comprises a detection element configured to operate the valve in response to the oil temperature passing over the detection element.
[3]
3. Temperature management unit, according to claim 2, characterized by the fact that the detection element is a wax motor.
[4]
4. Temperature management unit according to claim 2, characterized by the fact that the entire flow of the inlet through the first oil fluid port is directed along the sensing element.
[5]
5. Temperature management unit, according to claim 1, characterized by the fact that it also comprises a mold structure having a central hole
3/7 extending through it linearly, in which both the control valve and the pressure relief valve are arranged inside the central orifice.
[6]
6. Temperature management unit, according to claim 1, characterized by the fact that the control valve comprises a mobile transport having one or more window openings arranged therein.
[7]
7. Temperature management unit according to claim 6, characterized by the fact that at least some of the one or more window openings define the valve outlet.
[8]
8. Temperature management unit according to claim 6, characterized by the fact that at least some of the one or more window openings define one of the first and second valve inlets, movement of the mobile conveyor operating to open and close said one of the first and second valve inlets.
[9]
9. Temperature management unit according to claim 8, characterized by the fact that the mobile transport includes an open end that defines the other of the first and second valve inlets.
[10]
10. Temperature management unit, according to claim 9, characterized by the fact that the bypass flow path is fluidly connected to the control valve via the open end of the mobile transport.
[11]
11. Temperature management unit, according to claim 10, characterized by the fact that the mobile transport has a first operational position to allow flow from a transmission oil heater to pass
4/7 transmission and the oil cooler through said one of the first and second valve inlets defined by the open end of the mobile conveyor, and a second operational position to block the flow from said one of the transmission oil heater and the transmission oil cooler passes through said one of the first and second valve inlets defined by the open end of the mobile conveyor.
[12]
12. Temperature management unit according to claim 11, characterized in that any flow passing through the bypass flow path is directed through said one of the first and second valve inlets defined by the open end of the mobile conveyor in both the first and second operational positions.
[13]
13. Temperature management unit according to claim 1, characterized in that the control valve comprises a mobile transport having an open end, the open end defining one of the first and second valve inlets.
[14]
14. Method of controlling the oil temperature for a
motorization in vehicle, characterized by the fact in what comprises: to receive one flow of oil from the engine in vehicle on an unity temperature management in an
first pressure;
directing at least part of the oil flow through at least one of a transmission oil heater and a transmission oil cooler;
5/7 receiving at least part of the oil flow referred to in a control valve arranged inside the temperature management unit after passing through at least one of a transmission oil heater and a transmission oil cooler, in which said oil is received inside the control valve at a second pressure lower than the first pressure;
direct any remaining oil flow through a bypass placed inside the temperature management unit to avoid passing this remaining oil flow either through the transmission oil heater and transmission oil cooler;
measure an oil temperature received inside the control valve; and returning the oil flow to the vehicle's engine from the temperature management unit.
[15]
15. Method according to claim 14, characterized by the fact that the step of directing any remaining oil flow through the bypass includes flowing said oil through the control valve.
[16]
16. Method according to claim 14, characterized in that the amount of oil passing through the bypass is determined in response to a pressure differential between the first pressure and the second pressure.
[17]
17. Method, according to claim 14, characterized by the fact that the step of measuring an oil temperature includes directing the entire flow of oil received in the temperature management unit over a temperature sensitive element arranged inside the
6/7 control valve.
[18]
18. Method according to claim 14, characterized in that said oil flowing through at least one of a transmission oil heater and a transmission oil cooler is recombined with said oil directed through the bypass before exit the control valve.
[19]
19. Oil management method for a vehicle engine, characterized by the fact that it comprises:
receiving an oil flow from the vehicle engine in a temperature management unit at a first temperature below a threshold temperature;
dividing the oil flow into a first portion and a second portion;
direct the first portion in a transmission oil heater integrated in the temperature management unit;
heat the first portion in the transmission oil heater;
recombining the first portion with the second portion, the second portion having bypassed the transmission oil heater, where the recombined flow is at a second temperature higher than the first temperature;
receiving the recombined oil flow in a control valve located inside the temperature management unit;
passing the recombined oil flow over a temperature sensitive element disposed inside the control valve; and return the recombined oil flow to the engine
7/7 vehicle from the temperature management unit at the second temperature.
[20]
20. Method according to claim 19, characterized by the fact that the oil flow is a first oil flow, further comprising:
receiving a second oil flow from the vehicle motor to the temperature management unit some time after the first oil flow to the vehicle motor has returned;
directing substantially the entire second oil flow to the transmission oil heater;
heating the second oil flow in the transmission oil heater;
receiving the second oil flow in the valve at a temperature substantially equal to the threshold temperature;
drive a valve actuator in response to the passage of the second oil flow over the temperature sensitive element so that subsequent oil flows to the temperature management unit are, at least partially, directed through an oil cooler associated with the vehicle motorization.
1/9

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同族专利:

公开号 | 公开日

CN107208989A|2017-09-26|

US20160215664A1|2016-07-28|

EP3250876A4|2018-09-19|

US10087793B2|2018-10-02|

CN105822481B|2019-04-26|

CN107208989B|2019-04-26|

MX2017009649A|2017-10-24|

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DE102015014830A1|2016-07-28|

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WO2016122970A1|2016-08-04|

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法律状态:
2018-03-20| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|

2019-02-05| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2020-06-02| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2020-09-15| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|

优先权:

申请号 | 申请日 | 专利标题

US14/605,294|US10087793B2|2015-01-26|2015-01-26|Thermal management unit for vehicle powertrain|

US14/605,294|2015-01-26|

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