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EP1910695A1 - Pompe a refrigerant pour moteur a combustion interne - Google Patents

Pompe a refrigerant pour moteur a combustion interne

Info

Publication number
EP1910695A1
EP1910695A1 EP06788605A EP06788605A EP1910695A1 EP 1910695 A1 EP1910695 A1 EP 1910695A1 EP 06788605 A EP06788605 A EP 06788605A EP 06788605 A EP06788605 A EP 06788605A EP 1910695 A1 EP1910695 A1 EP 1910695A1
Authority
EP
European Patent Office
Prior art keywords
clutch
coolant
impeller
pump
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06788605A
Other languages
German (de)
English (en)
Inventor
Mircea Gradu
Timothy Schlernitzauer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Timken Co
Original Assignee
Timken Co
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 Timken Co filed Critical Timken Co
Publication of EP1910695A1 publication Critical patent/EP1910695A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F04D13/022—Units comprising pumps and their driving means containing a coupling a coupling allowing slip, e.g. torque converter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F04D13/024—Units comprising pumps and their driving means containing a coupling a magnetic coupling
    • F04D13/027—Details of the magnetic circuit
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D37/02—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being magnetisable
    • 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
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D2037/002—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive characterised by a single substantially axial gap in which the fluid or medium consisting of small particles is arranged

Definitions

  • This invention relates in general to pumps, and more particularly to a coolant pump for an internal combustion engine, to an engine equipped with such a pump, and to a method of dissipating heat from such an engine.
  • coolant passageways surround the cylinders of the engine and a water pump, driven by the engine itself, circulates the coolant through the passageways.
  • the water pump also circulates the coolant through a radiator where the heat is transferred to air passing through the radiator.
  • the water pump for this type of engine may also circulate the coolant through an additional heat exchanger in the form of a heater that supplies heat to the passenger compartment.
  • a thermostat restricts the flow of coolant to the radiator to maintain the temperature of the coolant in the coolant passageways generally uniform, once that coolant reaches a prescribed operating temperature.
  • the water pump being coupled directly to the crankshaft of the engine, operates at a speed that correlates at a fixed ratio to the speed of the crankshaft. If the speed of the crankshaft increases, so does the speed of the water pump. But that often does not produce optimal cooling for the engine or best supply coolant to either the radiator or the heater. For example, when an automobile engine operates at highway speeds for extended time and then is brought to idle at a stop, or to lower speeds in city driving, the flow of coolant may not be sufficient enough to dissipate the residual heat remaining from the high-speed operation. The engine should receive a greater flow of coolant. Also, at start up the engine may not circulate enough coolant through the heater.
  • Fig. 1 is a schematic view of an internal combustion engine equipped with a coolant pump constructed in accordance with and embodying the present invention
  • Fig. 2 is a sectional view of the pump; and Fig. 3 is a perspective view, partially broken away and in section, of the pump.
  • an internal combustion engine 2 includes (Fig. 1) a block 4 that contains cylinders 6 in which pistons 8 reciprocate, and the pistons 8 rotate a crankshaft 10 from which power is delivered from the engine 2. Fuel burns in the cylinders 6 beneath a head 12 to produce that power, but the combustion also produces excess heat, which must be dissipated to protect the engine 2 from destruction. To this end, the block 4 and the head 10, contain coolant passageways 14 through which a liquid coolant, such as a mixture of water and ethylene glycol, flows.
  • a liquid coolant such as a mixture of water and ethylene glycol
  • the engine 2 itself powers a coolant pump 16 which circulates the coolant through the passageways 14 to extract the excess heat produced in the cylinders 6.
  • the power to operate the coolant pump 16 derives from the crankshaft 6, which is equipped with a pulley 18 over which a belt 20 is trained.
  • the belt 20 delivers power to the coolant pump 16 and other accessories as well.
  • the coolant pump 16 and coolant passageways 14 lie in a coolant circuit that beyond the engine 2 also includes at least a primary heat exchanger that typically takes the form of a radiator 22 through which air flows to extract heat from the coolant in passing through the radiator 22.
  • the circuit also includes a secondary heat exchanger in the form of a heater 24 designed to heat the passenger compartment of an automotive vehicle.
  • the inlet to the heater 24 communicates with one of the coolant passageways 14 downstream from the cylinders 6, so that coolant flows into the heater 24 at an elevated temperature.
  • the heater 24 is provided with a valve 26 to control the rate of the flow of coolant through it.
  • the heater 24 discharges the coolant back into a coolant passageway 14 at the location where that passageway 14 discharges the coolant to the radiator 22.
  • the passageway 14 contains a thermostat 28, which has the capacity to restrict the flow of coolant, so that the temperature of the coolant within the passageways 14 and the heater 24 remains generally uniform once the engine 2 reaches its operating temperature.
  • the coolant pump 16 includes (Figs. 2 & 3) a housing 30, an impeller 32 that rotates within the housing 30 about an axis X, a pulley 34 over which the belt 20 is trained, and a clutch 36 interposed between the impeller 32 and the pulley 34.
  • the clutch 36 controls the angular velocity at which the impeller 32 rotates, so that the impeller 32 to a measure operates independently of the crankshaft 10. At least the ratio between the velocity of the impeller 32 and the velocity of the crankshaft 10 is variable.
  • the clutch 36 is a magnetic particle clutch.
  • the housing 30 provides a cavity 40 that opens into a coolant passageway 14 at one end of the engine block 4 and as a consequence the cavity 40 forms part of the coolant circuit.
  • the end of the housing 30 is open and provided with a flange 42 along which it is secured to the block 4.
  • the other end of the housing 70 is for the most part closed by an end wall 44 provided with an axially directed bearing mount 46 through which a portion of the impeller 32 projects.
  • the axially directed mount 46 contains sealed antifriction bearings 48.
  • the housing 30 also includes an inlet 50 that opens into the cavity 40 near the end wall 44.
  • the impeller 32 includes a shaft 52 that rotates in the bearings 48 of the housing 30 about an the axis X and extends both into the cavity
  • the impeller 32 is fitted with vanes 54 that radiate from the axis X.
  • the magnetic particle clutch 36 includes an inner clutch element
  • an outer clutch element 62 which are organized concentrically about the axis X.
  • it has an electromagnet 64 that is carried by the outer clutch element 62 and a connector assembly 66 for connecting the electromagnet 64 to a source of electrical energy.
  • the inner clutch element 60 is coupled to and rotates with the shaft 52 of the impeller 32. To this end, it has a sleeve 70 that fits over the impeller shaft 52, to which it is coupled with a spline or key so that the two will always rotate at the same angular velocity.
  • the inner element 60 also has a rim 72 provided with a cylindrical surface that is presented outwardly away from the axis X. The sleeve 70 and the rim 72 are joined together by a web 76 that is considerably narrower than both.
  • the outer clutch element 62 encloses the inner clutch element 60, yet is capable of rotating relative to the inner clutch element 60.
  • the outer element 62 has two sections 80 which fit along each side of the web 76 for the inner element 60, and they provide a hub 82 which encircles the sleeve 70 of the inner element 60.
  • the two bearings 84 are isolated from exterior contaminants by seals that likewise fit between the sleeve 70 and hub 82.
  • the sections 80 of the outer element 62 also extend over the rim 72 of the inner element 60 where they provide a cylindrical surface that is presented inwardly toward the axis X and toward the cylindrical surface on the rim 72 of the inner element 60.
  • a gap g of uniform thickness Between the two cylindrical surfaces is a gap g of uniform thickness. It contains magnetic particles, that is to say, particles that are capable of being magnetized in the magnetic field and when magnetized are capable of transferring torque from the outer clutch element 62 to the inner clutch element 60. That field is produced by the electromagnet 64, which is captured in the outer element 62 slightly outwardly from the cylindrical interior surface. Thus, the magnetic particles constitute a torque-transfer substance.
  • the connector assembly 66 lies between the housing 30 and the two elements 60 and 62 of the clutch 35. It includes a stationary connector 90 which is attached to the end wall 44 of the housing 30 and is formed from a dielectric substance.
  • the connector 90 carries an inner and outer slip rings 92, which are formed from an electrically conductive material.
  • the connector assembly 66 includes a rotating connector 94 which is likewise formed from a dielectric substance. It carries inner and outer brushes 96 which are formed from an electrically conductive material and are biased by springs against the inner and outer slip rings 92, respectively, on the stationary connector 90. Outwardly, from the slip rings 92 and brushes 96, the two connectors 92 and 94 create a labyrinth that excludes contaminants from the slip rings 92 and brushes 94.
  • the electromagnet 64 is in effect an annular coil having two leads, one attached to the inner brush 96 and the other to the outer brush 96.
  • the slip rings 92 of the stationary connector 90 are connected across a source of electrical energy, such as the storage battery of an automotive vehicle, there being a control module interposed between the slip rings 92 and the energy source to control the electrical potential impressed across the electromagnet 64 and hence the current that flows through the magnet 64.
  • the control monitors and responds to several operating conditions of the engine 2, including the temperature of the coolant in the coolant passageways 14 of the engine block 4, and also the speed of impeller 32 through a speed sensor which may be mounted on the housing 30.
  • the magnetic particles in the gap g between the of two clutch elements 60 and 62 transfer torque from the outer section 62 to the inner section 60, but only when the electromagnet 64 is energized. Moreover, when the electromagnet 64 is energized and the transfer of torque occurs, the velocity of the inner section 60 relative to the outer section 62 depends on the magnitude of the current passing through the magnet 64 which in turn depends on the magnitude of the electrical potential impressed across it. In any event, the electromagnet 64 creates a magnetic field in the gap g, and the strength of that field determines the relative speed between the inner and outer clutch elements 60 and 62. 5
  • the pulley 34 of the coolant pump 16 serves as a drive member for the pump 16. It encircles the outer element 62 of the magnetic .
  • the belt 20 passes over the pulley 0 18 on the crankshaft 10 and the pulley 34 of the clutch 36 so that the crankshaft 10 drives the outer element 62 of the clutch 36 such that a fixed ratio exists between the velocities of the two.
  • the ratio between the crankshaft pulley 18 and the pump pulley 36 are such that the pump pulley 36 will rotate at a higher velocity than the pulleys on conventional pumps for internal combustion engines.
  • the increased velocity is modulated by the magnetic particle clutch 36 so that the impeller 32 of the pump 16 may not — and indeed often does not - operate at the velocity of the pulley 34. Nevertheless, a reserve for increased velocity of the impeller 32 is available. Some operating conditions may require that the reserve be called upon.
  • the control module for the pump 16 will sense an elevation in the temperature of the coolant in the passageways 14 and will direct enough current through the electromagnet 64 of the clutch 36 to rotate the impeller 32 at a velocity great enough to circulate the coolant at a rate that prevents the engine 2 from overheating.
  • This capability is particularly useful if the engine 2 is brought to idle after an extended period of operation at high power output.
  • the reserve velocity can circulate the coolant, even as it heats, through the heater 24 to bring warmer coolant to the heater 24 and thereby hasten the time required to heat the passenger compartment.
  • the drive element represented by the pulley 34 of the pump 16 may be part of a gear train or a sprocket for a chain drive.
  • the housing 30 of the pump 16 may be cast in part into the block 4 of the engine 2.
  • the electromagnet 64 of the clutch 36 may be carried by the inner clutch element 60 or it may be located externally of both clutch elements 60 and 62, yet close enough W
  • the clutch 36 may be installed on the crankshaft 10 instead of on the shaft 52 at the impeller 32, in which event the shaft 52 would have a pulley attached to it, with that 5 pulley and another pulley at the clutch 36 being connected by an endless belt trained over them. However, the belt may be dedicated to the pump 16 so as not to drive other components.
  • a magnetorheological clutch may be substituted for the magnetic particle clutch 36. This type of clutch utilizes a magnetorheological fluid as its o torque-transfer substance. To this end, the viscosity of the fluid may be altered with a magnetic filed - the stronger the field greater the viscosity.
  • the clutch includes an electromagnet for producing the magnetic fluid that controls the viscosity of the fluid in the clutch. Also, in the event the engine 2 is used for marine applications, a body of water may serve as 5 the primary heat exchanger and the water itself as the coolant.

Landscapes

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

Abstract

Un moteur à combustion interne (2) utilise un liquide réfrigérant pour dissiper la chaleur produite par la combustion à l'intérieur du moteur. Une pompe à réfrigérant (16), qui est entraînée par le moteur même, fait circuler le réfrigérant à travers des passages (14) dans le moteur. La pompe comprend un embrayage, tel qu'un embrayage magnétique à particules (36) ou un embrayage magnétorhéologique, qui utilise un champ magnétique pour contrôler la vitesse à laquelle la pompe fonctionne et le taux auquel elle fait circuler le réfrigérant, de sorte qu'il existe un rapport de vitesse variable entre la vitesse du moteur et la vitesse de la pompe.
EP06788605A 2005-08-01 2006-07-26 Pompe a refrigerant pour moteur a combustion interne Withdrawn EP1910695A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US11/194,382 US20070022979A1 (en) 2005-08-01 2005-08-01 Coolant pump for internal combustion engine
PCT/US2006/029101 WO2007016194A1 (fr) 2005-08-01 2006-07-26 Pompe a refrigerant pour moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1910695A1 true EP1910695A1 (fr) 2008-04-16

Family

ID=37402708

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06788605A Withdrawn EP1910695A1 (fr) 2005-08-01 2006-07-26 Pompe a refrigerant pour moteur a combustion interne

Country Status (6)

Country Link
US (1) US20070022979A1 (fr)
EP (1) EP1910695A1 (fr)
JP (1) JP2009503364A (fr)
KR (1) KR20080038326A (fr)
CN (1) CN101233338A (fr)
WO (1) WO2007016194A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2471891A (en) * 2009-07-17 2011-01-19 Gm Global Tech Operations Inc Water pump driven by engine crankshaft, comprising electromagnetic clutch between pulley and pump drive shaft

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GB2447654B (en) * 2007-03-17 2011-09-14 Dlp Ltd Pumped shower draining device
CN102007302B (zh) * 2008-04-17 2013-05-22 博格华纳公司 冷却剂泵
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US8430071B2 (en) 2009-07-10 2013-04-30 GM Global Technology Operations LLC Engine cooling system for a vehicle
US9097172B2 (en) * 2009-09-03 2015-08-04 GM Global Technology Operations LLC Switchable water pump control systems and methods
EP2476914B1 (fr) * 2011-01-13 2017-08-02 Pierburg Pump Technology GmbH Pompe électrique pour le refroidissement d'un moteur à combustion interne
US9464635B2 (en) 2011-03-24 2016-10-11 Pierburg Pump Technology Gmbh Mechanical coolant pump
DE102011077029A1 (de) * 2011-06-07 2012-12-13 Schaeffler Technologies AG & Co. KG Stufenlos regelbare Kühlmittelpumpe
DE102011079310A1 (de) * 2011-07-18 2013-01-24 Schaeffler Technologies AG & Co. KG Kühlmittelpumpe für einen Kühlmittelkreislauf einer Brennkraftmaschine
CN102562255B (zh) * 2012-01-16 2015-01-07 宁波市鄞州德来特技术有限公司 一种发动机及其冷却系统
CN104884834B (zh) 2012-08-23 2017-04-05 皮尔伯格泵技术有限责任公司 机械式内燃机驱动流体泵
JP6053935B2 (ja) 2012-08-23 2016-12-27 ピールブルグ パンプ テクノロジー ゲゼルシャフト ミット ベシュレンクテル ハフツングＰｉｅｒｂｕｒｇ Ｐｕｍｐ Ｔｅｃｈｎｏｌｏｇｙ ＧｍｂＨ 燃焼機関によって駆動される機械式流体ポンプ
CN102966423B (zh) * 2012-10-25 2015-02-04 浙江吉利汽车研究院有限公司杭州分公司 汽车发动机的水泵系统及其控制方法
CN105896224A (zh) * 2015-01-22 2016-08-24 贵州航空发动机研究所 一种引电器的高速刷环冷却装置
US20180258832A1 (en) * 2015-08-20 2018-09-13 Pierburg Pump Technology Gmbh Mechanical switchable automotive coolant pump
CN105065293A (zh) * 2015-08-21 2015-11-18 苏州睿昕汽车配件有限公司 一种用于发动机的磁流体电动水泵及其控制方法
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CN108331762B (zh) * 2018-03-12 2020-02-07 兰州理工大学 一种基于电磁活塞径向驱动的一体式轴流泵

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
GB2471891A (en) * 2009-07-17 2011-01-19 Gm Global Tech Operations Inc Water pump driven by engine crankshaft, comprising electromagnetic clutch between pulley and pump drive shaft
GB2471891B (en) * 2009-07-17 2015-10-28 Gm Global Tech Operations Inc Assembly of a clutch and a water pump

Also Published As

Publication number Publication date
CN101233338A (zh) 2008-07-30
JP2009503364A (ja) 2009-01-29
WO2007016194A1 (fr) 2007-02-08
US20070022979A1 (en) 2007-02-01
KR20080038326A (ko) 2008-05-06

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