Note: Descriptions are shown in the official language in which they were submitted.
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Title: COOLANT CIRCULATION PUMP, HAVING THERMAL CONTROL OF SUB-CIRCUITS
[0001] This technology relates to pumping apparatus for circulating
liquid coolant around a coolant circulation system, for example the
coolant system in an automotive engine. The apparatus includes a fixed
housing, a rotary impeller having blades, and a rotary-driver for
rotating the impeller. The circulation system includes a radiator or
other main heat exchanger, and includes a plurality of subsidiary
circulations or sub-circuits, which pump coolant around subsidiary heat
exchangers.
[0002] The use is not ruled out of a special dedicated pump in one
or more of the sub-circuits, but the preferred use of the technology
involves the use of a single pump apparatus which has the capability to
coordinate the coolant flowrate requirements of all the sub-circuits,
over the whole operational temperature range to which the apparatus is
subjected, thus obviating the need for additional pumps.
[0003] The technology is described mainly as it relates to a pump
for a cooling system in an automotive engine.
[0004] The present technology is a development from the disclosures
of patent publications US-6,309,193; US-6,499,963; US-6,887,046;
US-7,603,969. In this prior art, the coolant flowrate is modulated
according to the temperature of the coolant. That is to say: as the
temperature of the coolant rises, the flowrate at which the pump
circulates the coolant through the radiator also rises.
LIST OF DRAWINGS
[0005] The technology will now be described with reference to the
accompanying drawings, in which:
Fig 1 is a pictorial view of a pumping apparatus for pumping coolant
around cooling circuits.
Fig.2 is another pictorial view of the apparatus, shown partly
sectioned.
Fig.2A is a sectioned exploded pictorial view of some of the internal
components of the apparatus, showing especially a
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thermal actuator of the apparatus.
Fig.3 is a plan view of the apparatus of Fig.1, in which a top tier
of the apparatus has been sectioned, showing sleeves of the
apparatus.
Fig.4 is a circuit diagram showing the pump incorporated into the
cooling circuits and sub-circuits.
Fig.5 is the same view as Fig.3, except that now the top tier has
been removed and a middle tier of the apparatus has been
sectioned, showing vanes of the apparatus.
Fig.6 is an elevation of the pump apparatus of Fig.1, sectioned on
lines 6T-6T, 6M-6M, 6B-6B of Fig.3.
Fig.7 is a plan view of the pump, including a sectioned thermal-
actuator of the apparatus.
Fig.8 includes four diagrams, designated 8-0, 8-2, 8-5, 8-8, which
show the thermal actuator, arranged to control flowrate
through both the sleeves and the vanes.
Fig.9 is a pictorial view of components of the thermal actuator.
Fig.10 is an actuator diagram, which illustrates the interactions
between the circuits and sub-circuits.
Fig.11 is a graph of the extension of the thermal-actuator (in
millimetres) as a function of coolant temperature.
Fig.12 is a graph showing the orientation of the swirl-vanes as a
function of coolant temperature.
Fig.13 includes four diagrams designated 13-0, 13-1, 13-2, 13-3.
These diagrams differ in the positioning of a rotor sleeve of
the apparatus, which has moved incrementally in response to
changing temperature of the coolant.
Fig.14 appears with Fig.13, and includes two diagrams
designated 14-0,1,2, 14-3, which show different positions of
the set of vanes of the apparatus.
Fig.15 includes four more diagrams, similar to those of Fig.13,
designated 15-5, 15-6, 15-7, 15-8, which show further
positions of the rotor-sleeve.
Fig.16 appears with Fig.15, and includes four diagrams
designated 5-5, 5-6, 5-7, 5-8, which show further positions of
the set of vanes.
Fig.17 is a sectioned plan view of another pump apparatus, having a
pair of linear sleeves.
Fig.18 is a sectioned elevation of the pump of Fig.17.
Fig.19 is a sectioned plan view of a further pump apparatus, having
two pairs of linear sleeves.
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Fig.20 is a sectioned elevation of the pump of Fig.19.
Fig.21 is a pictorial view of the sleeves of Fig.17, with associated
thermal-actuator.
Fig.22 is a sectioned elevation of yet another pump apparatus,
having vanes pivotable about radial axes.
Fig.23 is a close-up of an area of Fig.22, highlighting the manner
of sealing the sleeves.
Fig.24 is an actuation diagram (comparable to Fig.10) of a coolant
circulation system for temperature control of battery coolant-
flow.
[0006] The pumping apparatus 20 depicted in Figs.1-16 of the
drawings is suitable to be incorporated into the coolant circulation
system of an automotive engine. The apparatus 20 is basically in
three tiers. The top tier 23 houses a pair of sleeves which control
the flow of coolant to several sub-circuits of the system. The
middle tier 25 houses a set-of swirl-vanes which control the main
flow of coolant circulating between the engine and the radiator.
The bottom tier 27 houses the impeller of the pump, and includes a
volute chamber 90 for receiving the pumped coolant from the impeller
and an outlet port for conveying same out to and around the system.
[0007] Fig.3 is a section of the top-tier 23, and depicts an
outer fixed stator-sleeve 29 and an inner rotor-sleeve 30. The
rotor-sleeve 30 is mounted for rotation in the housing 32, and is
driven to rotate by a blocker-driver (described in detail below) of
a thermal-unit. The thermal-unit includes a wax-element thermal-
actuator 38. The thermal-actuator 38 includes a temperature-sensor,
which is arranged to measure the temperature of coolant passing
through the from-engine-conduit 40.
[0008] In the exemplary apparatus, the housing 32, in
conjunction with the sleeves 29,30, is arranged to create and define
four sub-entry-chambers 41, being designated 41B; 41H; 41E; 41T
(Fig.3). The sleeves 29,30 are formed with respective windows
/apertures /slots 43, and bars 45 that lie between and define the
same.
[0009] The rotor-sleeve 30 can be rotated relative to the
stator-sleeve 29, in an open/close mode of movement, to a sleeves-
open position, in which apertures 43RE in the rotor-sleeve 30
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coincide or overlie windows 43SE in the stator-sleeve 29, whereby
flow of coolant is enabled, through the flow-throats thus created.
The sleeve 30 can be rotated also to a sleeves-closed position, in
which apertures 43RE in the inner rotor-sleeve 30 coincide with
bars 45SE in the outer stator-sleeve 29, whereby flow of coolant
through the sleeves is blocked.
[0010] Taking the sub-entry-chamber 41E as an example, when the
sleeves 29,30 are in their open-position, in respect of the sub-
entry-chambers 41E, coolant flows through the sleeves from that sub-
entry-chamber and enters the subs-impeller-chamber 47. The subs-
impeller-chamber 47 is funnel-shaped, and coaxial with the axis of
the impeller, and funnels the coolant into the centre (eye) of the
impeller 49 of the pump.
[0011] Fig.4 is a circuit diagram of the overall cooling system
of a typical vehicle. Cooled coolant from the pump 20 enters the
engine E via a pump-outlet conduit, being the impeller-engine
conduit 50. During normal warmed-up running, the from-engine
conduit 40 and the to-radiator conduit 52 convey hot coolant from
the engine E to the radiator R. The from-engine conduit 40 routes
the hot coolant through a temperature-sensing chamber 54 of the pump
apparatus, where the hot coolant bathes the wax-element temperature-
sensor inside the body 56 of the thermal-actuator 38.
[0012] A bypass-branch conduit 58 divides out from the from-
engine conduit 40 to the bypass-sub-entry-chamber 41-B. If the
sleeves 29,30 are in the open-position with respect to the
chamber 41-B, bypass flow takes place, whereby coolant recirculates
through the engine E without passing through the radiator R. If the
sleeves 29,30 are in the closed-position in respect of the
chamber 41-B, bypass flow does not take place, i.e all the flow goes
through the radiator. Having passed through the radiator, the now-
cooled coolant enters the pump via a radiator-pump conduit 60.
[0013] The circuit that includes the impeller 49, the impeller-
engine conduit 50, the engine E, the from-engine conduit 40, the
temperature-sensing chamber 54, the to-radiator conduit 52, the
radiator R, and the radiator-pump conduit 60, is referred to as the
main radiator-circuit.
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[0014] Coolant circulating around the radiator-circuit passes
through the middle tier 25 of the pump 20, where the flowrate is
modulated in accordance with its as-measured temperature, by the set
of swirl-vanes 61. Coolant circulating around the main radiator-
circuit does not pass through the top-tier 23 and does not pass
through the sleeves 29,30.
[0015] When coolant emerging from the engine is not yet warmed
up, i.e is cold /cool, the designers arrange for flow through the
radiator to be blocked, and for the coolant to bypass the radiator
and to be routed back into the engine without being cooled, via the
bypass-subs-impeller-chamber 41-B -- the sleeves 29,30 being now
open with respect to that chamber. The designers will usually
arrange for the bypass and the radiator to be both open at the same
time, during the warm-up process, e.g when the warm-up process is
nearing completion.
[0016] The circuit that includes the impeller 49, the impeller-
engine conduit 50, the engine, the from-engine conduit 40, the
temperature-sensing chamber 54, the bypass-branch conduit 58, the
bypass-sub-entry-chamber 41-B, the sleeves 29,30, and the subs-
impeller-chamber 47, is referred to as the bypass-sub-circuit, and
is one of the four sub-circuits of the overall system.
[0017] The sub-circuits pass through the top-tier 23 of the
pump 20, and the flow of coolant in these circuits is controlled by
whether the sleeves 29,30 are in their open or closed position of
the sleeves 29,30 with respect to the particular sub-circuit, which
in turn is controlled by the temperature of the coolant. Coolant
circulating around the sub-circuits does not pass through the
middle-tier 25 of the pump, but passes through the top-tier 23, and
through the sleeves 29,30.
[0018] Fig.5 is a sectioned plan view of the middle tier 25 of
the pump 20. Here, the swirl-vanes 61 are pitched around a circle
that is concentric with the axis of the impeller 49. There are
fifteen vanes 61 in the example (three of which are omitted (for
clarity) from Fig.5). Coolant enters the impeller 49 by passing
radially inwards through the spaces 63 between the vanes 61. (The
impeller 49, though visible in the view of Fig.5, in fact lies in
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the bottom tier 27 of the pump.)
[0019] The vanes 61 are provided with respective pivot-pins 65,
which engage respective pivot-holes 67 in the housing 32. Thus, the
vanes 61 cannot move bodily with respect to the housing 32, but they
can rotate with respect to the housing.
[0020] The vanes 61 also carry respective drive-pins 69. A
vanes-actuation ring 70 is mounted for rotation in the housing 32,
and the ring 70 is provided with respective drive-slots 72. The
vanes drive-pins 69 engage the drive-slots 72 in the ring 70. Thus,
when the vanes-actuation ring 70 rotates, the vanes do not move
bodily in the housing, but the vanes do all rotate, in unison, about
their pivot-pins 65, in a vanes-orientation mode of movement. As
can be seen from the drawings, the vanes change their orientation
with respect to each other, in unison, in response to a rotation of
the vanes-actuation ring 70.
[0021] The pump apparatus 20 is so arranged that the vanes-
actuation-ring 70 is driven to rotate in response to changes in
coolant temperature. If the temperature of the coolant remains
constant, the orientation of the vanes 61 does not change. Thus,
the orientation of the vanes 61 is determined by the temperature of
the coolant.
[0022] At one end of the range of orientation of the vanes 61,
when the coolant is cold, the vanes are closed and sealed together,
such that coolant is blocked from passing through from the
modulator-entry-chamber 74 to the main-impeller-chamber 76. As the
coolant warms up a little, from cold to cool, the vanes 61 crack
open, permitting coolant to flow through the spaces 63. At first,
the spaces 63 between the vanes 61 is small, and flow is relatively
low by the fact of the smallness.
[0023] As the temperature of the coolant increases above warm,
the geometry of the vanes 61 is such that further orientation of the
vanes basically does not significantly change the sizes of the
spaces 63 between the vanes. That is to say: even though the
vanes 61 continue to change their orientation as the coolant goes
from warm to hot, and beyond, the geometry of the shape of the vanes
is such that the cross-sectional area -- i.e the flow-transmitting
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throat-area -- of the spaces 63 remains, now, more or less constant.
(In fact, the throat area of the spaces 63 increases from the vanes-
closed position through the 'with' (flow-reduce) swirl range until
the neutral vane position, then decreasing slightly through the
'against' (flow-boost) range of orientation.)
[0024] Again: when the coolant temperature goes from cold to
tepid/warm, the flow of coolant increases because the spaces 63
between the vanes become larger, and because the effect of the
'with' (flow-reduce) swirl is becoming less. But once the coolant
is warm, and hotter, the sizes of the spaces 63 has now reached a
maximum.
[0025] The vanes 61 impart a rotational swirl onto the flow of
coolant emerging from the vanes, entering the main-impeller-
chamber 76, and entering the blades of the impeller 49. If the
angular velocity of the imposed swirl is of the same sense as that
of the impeller, the flowrate is reduced. If the angular velocity
of the imposed swirl is of the opposite sense to that of the
impeller, the flowrate is increased or boosted. It may be noted
that, below warm temperatures, the velocity vector of the flow
leaving the vanes imparts a rotational swirl onto the coolant, as
the coolant enters the blades of the impeller, that is in the same
sense as the rotational sense of the impeller, i.e the induced swirl
is 'with' the impeller.
[0026] The vanes 61, when undergoing the change in orientation
occasioned by the coolant going from warm to very-hot, procure a
change in the sense of the angular velocity of the swirl from 'with'
to 'against' the rotation of the impeller. Thus the flowrate of the
coolant passing through the impeller is reduced when the coolant is
warm, and is boosted when the coolant is very hot. (The terms
'flow-reduce' and 'flow-boost' are to be compared only with each
other: the flowrate passing through the vanes increases steadily and
progressively as the coolant progresses from cool to tepid to warm
to hot to very-hot. During fully warmed-up operation, the coolant
temperature can be expected normally to fluctuate between warm and
very-hot, and the terms 'flow-reduce' and 'flow-boost' can be related
to a neutral condition, the terms then being more meaningful.
Discussion of these terms also appears elsewhere in this
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specification.)
[0027] A thermal-unit of the apparatus includes the thermal-
actuator 38. The thermal-actuator 38 includes the body 56,
containing expandable wax. As the temperature of the coolant
flowing over the body 56 increases, the wax expands, and drives a
movable stem 78 further out of the body 56. Thus, the thermal-
actuator 38 senses the temperature of the coolant, and the extension
of the movable stem 78 can be regarded as a measure of the changing
temperature.
[0028] The movable stem 78 engages a movable slider 80, which is
guided in the housing for sliding movement. The slider 80 is
equipped with two drive-pegs, one of which is a sleeves-drive-
peg 81S and protrudes upwards, and the other is a vanes-drive-
peg 81V and protrudes downwards. The upward sleeves-drive-peg 81S
engages a sleeves-drive-slot 83S in a lug 85 of the inner rotor-
sleeve 30. The downward vanes-drive-peg 81V engages a vanes-drive-
slot 83V in the vanes-actuation-ring 70.
[0029] As the coolant temperature increases, the stem 78 moves
out of the body 56 of the thermal-actuator 38, carrying the
slider 80 with it. The sleeves-drive-peg 81S engages the sleeves-
drive-slot 83S in the lug 85 of the inner rotor-sleeve 30, thereby
causing the rotor-sleeve to rotate. The vanes-drive-peg 81V engages
the vanes-drive-slot 83V in the vanes-actuation-ring 70, thereby
causing the orientations of the vanes 61 to change, all in unison.
[0030] The apparatus includes a blocker-driver, which receives
the thermal movement of the stem 78 of the thermal-actuator 38 and
converts that movement into rotational movement of the rotor-
sleeve 30. The blocker-driver includes the slider 80, the sleeves-
drive-peg 81S, the lug 85, and sleeves-drive-slot 83S of rotor-
sleeve 30.
[0031] The apparatus includes also a vanes-driver, which
receives the thermal movement of the stem 78 of the thermal-
actuator 38 and converts that movement into orientational movement
of the vanes 61. The vanes-driver includes the slider 80, the
vanes-drive-peg 81V, the vanes-drive-slot 83V in the vanes-
actuation-ring 70, and the respective vanes-drive-pegs 81V of the
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several vanes 61.
[0032] The engagement of the sleeves-drive-peg 81S with the
sleeves-drive-slot 83S, and the engagement of the vanes-drive-
peg 81V with the vanes-drive-slot 83V, include respective lost-
motion relationships, which will now be described with reference to
Fig.8. Fig.8 is a diagram for illustrating operational
interactions, and does not represent the physical shapes of the
components. Fig.9 illustrates how the lost-motion relationships are
procured, in the example.
[0033] In Fig.8-0, the coolant is cold, the stem 78 having not
extended at all from the body 56 of the thermal-actuator 38. The
sleeves-drive-peg 81S rests against the bottom of the sleeves-drive-
slot 83S. The vanes-drive-peg 81V rests against the bottom of the
vanes-drive-slot. (Here, the terms top, bottom, etc, accord with
the orientation of Fig.8, not to the operational positions of the
components.)
[0034] Upward movement of the stem 78 from the Fig.8-0 position
will result in the sleeves-drive-peg 81S pushing the rotor-sleeve 30
into rotation (lug-spring 87 being strong enough not to compress
when supporting the force needed to drive the rotor-sleeve 30 to
rotate), and will result in the vanes-drive-peg 81V moving freely
upwards along the vanes-drive-slot 83V, without moving the vanes-
actuation-ring 70. Thus, this cold-to-cool initial movement of the
stem 78 is lost motion, as far as the vanes-actuation-ring 70 is
concerned.
[0035] In Fig.8-2, the coolant is cool, and the stem 78 has
advanced two mm. The vanes-drive-peg 81V has reached the top end of
the vanes-drive-slot 83V, and so any further movement of the stem 78
now will drive the vanes actuation-ring 70 to rotate. Further
movement of the stem 78 will also cause the rotor-sleeve 30 to
undergo further rotation.
[0036] In Fig.8-5, the coolant is warm, and the stem 78 has
extended to five mm. The vanes-drive-peg 81V is driving the vanes-
actuation-ring 70 into further rotation. However, the lug 85 of the
rotor-sleeve 30 has now reached the top end of the lug-recess 89 in
the stator-sleeve 29, thereby blocking any further movement of the
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rotor-sleeve 30. Now, further movement of the stem 78 will merely
cause the lug-spring 87 to compress, but will not move the rotor-
sleeve 30. Thus, this warm-to-very-hot final movement of the
stem 78 is lost motion, as far as the rotor-sleeve 30 is concerned.
[0037] In Fig.8-8, the coolant is very-hot. The rotor-sleeve 30
remains in the same position as in Fig.8-5. The vanes-actuation-
ring 70 has now rotated to its full extent, driving the vanes, now,
to their maximum flow-boost orientation, whereby the flowrate of the
coolant is at a maximum.
[0038] In the depicted example, there are (notionally) five sub-
entry-chambers 41, namely: the bypass sub-entry-chamber 41B; a
heater sub-entry-chamber 41H; a turbocharger sub-entry-chamber; a
transmission-oil-cooler TOC-sub-entry-chamber 41T; and an engine-
oil-cooler HOC-sub-entry-chamber 41E. (These particular sub-
circuits are simply examples, for illustration. The present
technology is applicable to temperature-based open/close control of
sub-circuits generally, of many kinds.)
[0039] If it happens that two of the sub-circuits are alike as
to the temperatures at which the designers require them to
open/close, those two sub-circuits can be combined in the pump
housing, i.e both can be routed through one single sub-entry-
chamber. In the present case, the designers elected to keep both
the heater and the turbocharger sub-circuits open to the impeller
all the time, and therefore the turbocharger cooler sub-circuit can
share the heater-sub-entry-chamber 41H with the heater sub-circuit.
Thus, in this case, only four (i.e not five) separate mutually-
isolated sub-entry-chambers 41 are provided around the sleeves 29,30
in the top tier 23 of the housing 32.
[0040] The sub-entry-chambers 41 are arranged around the circle
of the sleeves 29,30. The coolant flows inwards from the several
sub-entry-chambers 41, through the apertures 43 in the sleeves 29,30
(if these are open), and into the subs-impeller-chamber 47.
[0041] In the depicted example, there are fifteen apertures 43R
in the inner rotor-sleeve 30, and also fifteen bars 45R that
separate and define the apertures 43R. In the depicted example,
there are fifteen windows 43S in the outer stator-sleeve 29, and
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also fifteen bars 45S that separate and define the windows 43S.
(Usually, these numbers will be equal, but equality is not
essential.)
[0042] The flows of coolant from the separate sub-circuits are
routed through the separate sub-entry-chambers 41. In respect of
the sub-circuit-E, for example, the coolant from the sub-circuit-E
enters the sub-entry-chamber 41E, and passes through the (three)
apertures 43RE that are available to that sub-circuit, and into the
subs-impeller-chamber 47.
[0043] Regarding the sub-entry-chamber 41E, each of the three
windows 43SE in the stator-sleeve 29 corresponds to a specific one
of the apertures 43RE in the rotor-sleeve 30, and to a particular
one of the bars 45RE in the rotor-sleeve. For example, the
window 43SE in the outer stator-sleeve 30 can overlie either (a) the
bar 45RE in the inner rotor-sleeve 30, or (b) the aperture 43RE,
depending on the temperature of the coolant. If the window 43SE
overlies the aperture 43RE, the sub-circuit-E is open, and flow can
pass through to the subs-impeller-chamber 47. But if the
window 43SE overlies the bar 45RE (which is the condition actually
illustrated in Fig.3) the sub-circuit-E is closed, and flow cannot
now pass from the sub-entry-chamber 41E through to the subs-
impeller-chamber 47.
[0044] It is the task of the designers to see to it that, when
the rotor-sleeve 30 rotates, the rotor-sleeve is movable between the
open-condition in which the window 43SE in the stator-sleeve 29
overlies the aperture 43RE in the rotor-sleeve 30, and the closed-
position in which the window 43SE in the stator-sleeve 29 overlies
the bar 45RE in the rotor-sleeve 30.
[0045] It is noted that the sleeves 29,30 can, at one and the
same time, be in (a) an open-position with respect to one sub-entry-
chamber 41, and (b) a closed-position with respect to another of the
sub-entry-chambers.
[0046] The designers determine the volumetric flowrates of the
coolant flows that are required to be circulating in the several
sub-circuits. When the apertures in the sleeves are fully open, in
respect of a particular one of the sub-circuits, the designers see
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to it that the aggregate throat area of the sleeves and windows 43
available to that sub-circuit is adequate to enable the desired
flowrate. Thus the aggregate throat area of the three windows 43SE
and the three apertures 43RE that lie in the sub-entry-chamber 41E
should be large enough to enable the flowrate the designers desire
to be circulating in the sub-circuit-E. The different sub-circuits
have (or might have) different flowrate requirements, and the
differences can be reflected in the number and size of the
apertures.
[0047] The designers bear in mind the fact that the rotational
position of the rotor-sleeve 30 is determined by coolant
temperature. The designers pay careful attention to the positions
of the leading and trailing edges of each of the apertures in the
rotor-sleeve, and to the interaction of those edges with the leading
and trailing edges of each aperture in the stator-sleeve.
[0048] If it should be the case that a first one of the sub-
circuits requires only half the flowrate of another of the sub-
circuits, the designers should see to it that the aggregate flow-
through throat area of the sleeves apertures available to the first
sub-circuit is adequate for that first flowrate, and that double
that area is available for the other sub-circuit. For each sub-
entry-chamber, the designers have to set the sizes of the apertures
such that, when the apertures are open, the aggregate flow-
transmitting area is large enough to accommodate the maximum flow
required for the particular sub-circuit associated with that
chamber.
[0049] It may be noted that the shape or configuration of the
top tier 23, in which the sleeves components are housed, though of a
compact axial height, lends itself to the basically-cylindrical
sleeves 29,30 being of large diameter. Thus, the configuration of
the top tier is such as to present designers with an ample length of
circumference in which to accommodate not only the required throat
areas of apertures needed to convey the desired flowrates, but to
accommodate also the bars for closing those apertures, and to
accommodate also the movement of the rotor to open and close all the
various sub-circuits at the desired temperatures.
[0050] On the other hand, although the shape of the top tier
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provides room, in the depicted example, for the rotary sleeves to be
of ample diameter, it should also be noted that the sleeves can
alternatively be arranged advantageously for linear movement, rather
than rotational movement, as will be described below.
[0051] In the present case, the designers have stipulated that
the sub-circuit-T and sub-circuit-E should start off closed (when
the coolant is cold) and should then start to open (not immediately,
but soon) after the coolant temperature has moved towards cool, and
should be completely open by the time the coolant is warm. The
designers desire the sub-circuit-T and the heater sub-circuit-E to
stay open all the time. The bypass sub-circuit-B is desired to open
when the coolant is cold, and to stay open through cool and tepid,
and then to close again as the coolant moves through tepid towards
warm.
[0052] These operations are illustrated graphically in Fig.10.
In setting the operational parameters, designers should bear in mind
the functional link between the closed/open condition and the
reduce/boost condition, at particular temperatures, when setting the
temperatures at which the sub-circuits are opened/closed. This is
true especially of the bypass sub-circuit, in that designers should
ensure that the swirl-vanes have started to open, enabling radiator-
cooling of the coolant to take place, well before the bypass sub-
circuit closes, which happens when the coolant is in the tepid to
warm range.
[0053] It is emphasized that the designers' requirements as to
different modes of temperature-dependent open/close operations of
the main-circuit and of the several sub-circuits can (nearly) all be
accommodated -- whatever the designers are likely to favour. It
is
just as simple to arrange a sub-circuit to be closed-then-open-then-
closed as it is to arrange it to be closed-then-open. It is a
simple exercise to procure the openings and closings at the desired
temperatures. It should be noted that the open/close actions do not
commence and finish suddenly, but these operations go from start to
finish over a range of temperatures -- but this is advantageous
rather than otherwise.
[0054] The full lines that appear in Fig.10 should be understood
to represent the coolant-passing throat-areas that vary in size as
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the apertures 43R in the rotor-sleeve 30 move with respect to the
windows 43S in the stator-sleeve 29. This change in the throat-area
through the sleeves is created by the changing extension of the
stem 78 of the thermal-actuator 38, in dependence upon the
temperature of the coolant. These full lines in Fig.10 are straight
lines, i.e the relationship between thermal-actuator extension and
change in throat-area is substantially linear.
[0055] The aperture /windows when fully open are sized to have
equivalent cross-section to the incoming coolant sub-circuit
conduits -- thus offering negligible incremental resistance to the
sub-circuit, thus diminishing dissipative power consumption during
warmed-up operation. The multiplicity of apertures are used to
accommodate a short actuator stroke as is characteristic of the wax-
element units as shown herein, but fewer but wider apertures may be
employed in conjunction with actuators having greater linear or
rotary movement capability.
[0056] Like any other fluid passage, restrictive feature, or
valve, the apertures contribute resistance or energy dissipation due
to shear of the fluid when passing through and the resistance is
known to be represented by a second order relationship between the
fluid flow velocity and the pressure drop created by such
resistance.
[0057] While fluid power required for centrifugal coolant pumps
is proportional to the cube of the change in fluid flow velocity and
that a restrictive aperture effectively increases the fluid flow
velocity and friction for a given flow rate; this has little
detrimental effect at lower flow rates. So, because the aperture
opening is smaller during warm-up, when the coolant flow rate is
relatively low, the energy dissipation effect is negligible, and
more benefit is derived from causing the lubrication fluids (engine
and transmission oil) to warm up more quickly.
[0058] As the variable flow and pressure output afforded by the
adjustable pre-swirl vanes responding to the warming up coolant is
increasing in concert with the opening of the apertures in the
supplementary flow circuits, the fluid power consumption is
relatively low during the warm-up phase and appropriately more when
cooling demand is high, but the power consumption is not
detrimentally affected by the apertures, as they are designed to be
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sufficiently sized so as not to introduce unnecessary resistance to
coolant flow.
[0059] In contrast, traditional conventional coolant pumps that
have been designed to overcome the significant resistance offered by
conventional thermostats consume relatively more power at all
operating modes, since the traditional pumps produce greater coolant
flow and pressure to overcome the dissipative effects of such
restrictive valves.
[0060] The exemplary apparatus affords both optimal warm-up
which renders fuel savings and lower emissions, and the variable
flow affords less parasitic power draw which renders fuel savings.
Together the aggregate reduction in fuel consumption (fuel savings)
plus reduced emissions (of CO2, CO, NOx, and unburned hydrocarbons)
is greater than heretofore achieved by the variable flow and flow
control valves employed separately.
[0061] The movable guide vanes have for many years been known to
be the most efficient method to vary output of various turbo-
machinery and centrifugal pumps, certainly more efficient than
restrictive valves that by their very definition dissipate the
energy in the fluid by causing disturbance in the flow. Also, quick
warm-up of the lubrication fluids in engines and drive trains
results in less energy consumed to overcome friction.
[0062] Together the aggregate fuel savings derived from these
two effects in the exemplary apparatus is greater than that achieved
independently. It is however equally noteworthy that the resulting
reduction in "emissions" due to proper combustion which occurs when
the engine is warm (not cold) is very significant. So, the flow
control valve plus the "gradually" increasing and efficient variable
flow output during the warm-up phase renders in aggregate greater
emissions reduction than these methods derive independently.
[0063] In the depicted example, the rotor-sleeve 30 basically
does not move after the coolant is warmed up. However, the present
technology gives designers the flexibility to also provide
temperature control of flowrate in a sub-circuit, using the sleeves,
during normal warmed-up operation, if that should be desired.
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[ 0 0 6 4 ] Fig.11 is a graph showing the relationship between
temperature (0C) and stem extension (mm) for a typical thermal-
actuator 38. The relationship between an incremental increase in
temperature and the corresponding incremental extension of the
stem 78 is typically not linear for a wax-motor powered actuator but
can be designed to be linear if other actuation devices are
employed.
[0065] Indicated in Fig.11 is the relationship between
temperature and thermal-actuator extension when the temperature is
rising. It should be noted that, when the temperature is falling,
the indicated extensions occur at temperatures that may be five or
ten degrees lower than those indicated.
[0066] Fig.12 is a graph showing the changes in radiator
flowrate corresponding to changes in coolant temperature, as
determined by the orientations of the swirl-vanes 61 -- as
determined by the extension of the thermal-actuator stem -- as
determined by coolant temperature. The vanes remain sealed closed,
blocking flow to the radiator, while the coolant goes from cold to
cool. The vanes start to open, allowing a trickle of flow through
the radiator, as the coolant goes from cool to tepid. The coolant
being cool to tepid, the coolant flow through the radiator is
throttled by the smallness of the spaces 63 between the vanes. The
designers have provided that, the coolant being cool to tepid, some
of the coolant goes straight back to the engine without being
cooled, in that the bypass is open at this time.
[0067] As the coolant temperature moves from cool through tepid
to warm, so the throat-area of the spaces 63 increases. When the
coolant is hot, the size of the throat-area has now more or less
reached its maximum. As the coolant moves beyond hot, the spaces
between the vanes starts to becomes smaller. Yet still the flowrate
increases, because the changing orientation of the vanes changes the
swirl from positive (or 'with') swirl to negative (or 'against')
swirl, as the flow enters the impeller. Thus, it is emphasized
that, although the throat area of the spaces between the vanes
decreases slightly as the coolant moves from hot to very-hot, still
the flowrate increases -- because of the increasing negative
('against') swirl.
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[ 0 6 8 ] The difference is emphasized between the manner in which
flowrate through the vanes is controlled over the different
temperature ranges. When the coolant temperature is rising within
the range cold to warm, the radiator flow increases due to the
combined effect of the opening and decreasing positive swirl of the
vanes plus the related closing of the bypass flow passage. But
when the coolant is rising within the range warm to very-hot, the
flowrate through the vanes is now modulated by the changing velocity
vector of coolant as it emerges from the vanes.
[0069] When the coolant is warming, the vanes are so oriented
that the flow enters the impeller in the same rotational sense as
the spin of the impeller; when the coolant is very-hot, the flow
enters the impeller in the opposite rotational sense to the
impeller. The senses being opposite (negative swirl), flowrate is
boosted; the senses being the same (positive swirl), flowrate is
comparatively reduced.
[0070] Fig.10 is a diagram showing the designers' choices as to
how the temperature-controlled operations of the various sub-
circuits are to be integrated together, and into the main circuit,
in the particular example. It will be understood that other
designers might choose other ways of integrating the circuits.
Also, the number of sub-circuits can be changed, and the sub-
circuits might relate to temperature-controlled operations that are
not described herein. The point is that the present technology
gives designers flexibility of choice as to how to integrate the
temperature-controlled sub-circuits that are present in a particular
coolant-circulation system -- or even to add such sub-circuits,
knowing they can easily be controlled.
[0071] The pump apparatus 20 as described provides the
flexibility to accommodate many modes of circuit integration in a
compact and inexpensive package. When it comes to the compactness
of the apparatus, the following points may be noted.
[0072] The shape and size of the bottom tier 27 of the
apparatus 20 is dictated by the presence of the impeller 49 and its
rotary driver, and by the need to accommodate the volute 90, in
which the pumped coolant is collected. In the example, the bottom
tier 27 is basically puck-shaped (i.e the axial height of the tier
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is significantly smaller than its diameter -- like an ice-hockey
puck). Whatever shape the designers provide in respect of the
bottom tier, still the shape has to accommodate, in some manner, an
impeller and a volute, and the basic puck-shape would generally be a
good choice.
[0073] The shape and size of the middle tier 25 of the apparatus
is dictated by the presence of the set of vanes 61, arranged in a
circle that is concentric with the axis of the impeller 49, and by
the need to accommodate the (preferably heart-shaped) modulator-
entry-chamber 74. Thus, in the example, the middle tier 25 also is
basically puck-shaped -- and of similar basic shape and size to the
bottom tier 27. The bottom tier 27 and the middle tier 25 are
compatible with each other, in terms of their ability both to be
accommodated in the same overall compact housing unit.
[0074] The shape and size of the top tier 23 of the apparatus is
dictated by the presence of the pair of sleeves 29,30, arranged in a
circle that is concentric with the axis of the impeller 49, and by
the need to accommodate the several sub-entry-chambers 41. It is
recognized that, in the example, the top tier 23 also lends itself
to being puck-shaped -- and of similar basic shape and size to the
bottom tier 27 and the middle tier 25. Thus, it is noted that the
bottom tier 27 and the middle tier 25, and now also the top tier,
are compatible with each other, in terms of their capability to be,
all three, accommodated in the same overall compact housing unit.
[0075] It should be noted that, even when the top tier is
configured to accommodate a pair of sleeves in which the relative
movement is linear (rather than rotational) movement, still the
shape and size of the top tier is (or can be) compatible with the
other tiers. Examples of linearly-movable sleeves are discussed
below.
[0076] It goes without saying that the space in and around an
automotive engine for accommodating pumps and the like is at a huge
premium. The present technology enables the components to be
packaged compactly, neatly, and economically.
[0077] The contrast may be made with a pump design in which, for
example, an axially-short wide tier might be combined with e.g an
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axially-long cylindrically-slim tier. Even if such a shape were to
have a smaller overall volume, still such a shape would pose large
problems as to where and how it can be accommodated on the engine
and under the hood of the vehicle.
[0078] The internal nature of all three tiers 23,25,27 is
basically that of a rotating structure having an axial length that
is considerably shorter than its diameter, and that structure is
surrounded, in each tier, by a chamber. In each tier 23,25,27, that
chamber also can be of short axial length. Thus, in the present
technology, it is recognized that the components that are to be
present in the pump apparatus can be accommodated in a very compact
package, each tier complementing the others.
[0079] It is not essential that the pump apparatus should be in
three physically-separable tiers. However, making the tiers
separable is convenient in the present case. Each tier can be
designed such that the (sometimes intricate) components can be
assembled into the housing of the tier, and the tier can basically
be finished, and tested and inspected, at least in some respects, as
a separate module, prior to being bolted to the other tiers.
[0080] Naturally, designers of coolant circulation systems spend
time seeking to make the shape and size of the components as easily-
accommodatable as possible into the available high-premium space.
Thus, the compactness of the package that can be achieved, using the
present technology, is to be welcomed.
[0081] Figs.13,15 are diagrams of the changing positions of the
rotor-sleeve 30 as the stem 78 of the thermal-actuator extends,
millimetre by millimetre, as the coolant temperature increases.
Figs.14,16 (which appear with Figs.13,15) are diagrams of the
changing positions of the swirl-vanes 61 as the stem 78 of the
thermal-actuator extends, millimetre by millimetre, as the coolant
temperature increases.
[0082] In Fig.13-0, the coolant is cold, whereby the stem of the
thermal-actuator has not (yet) started to extend, and the rotor-
sleeve 30 is at the clockwise extremity of its rotational travel.
In this cold position, the bars 45 in the sleeves 29,30 are blocking
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the passage of coolant, from the several sub-entry-chambers 41 of
some of the sub-circuits, through to the subs-impeller chamber 47 --
including the bypass 41B. Also, the vanes 61 are closed sealingly
together, whereby flow is blocked from the modulator-entry-
chamber 74 through to the subs-impeller chamber 47. However, in
this case, the sleeves are designed to allow the turbocharger and
heater sub-circuits to remain open. The vanes are sealingly closed,
as shown in Fig.14-0,1,2, blocking flow to the main-impeller-
chamber 76 and to the radiator.
[0083] In Fig.13-1, the coolant temperature has risen above
'cold', and the stem 78 has extended one millimetre, causing the
rotor-sleeve 30 to start its rotational mode of movement. The
apertures 43R in the rotor-sleeve and the windows 43S in the stator-
sleeve are so arranged that the first thing to happen is that the
apertures and sleeves in the bypass-sub-entry-chamber 41B start to
open, allowing coolant to enter the subs-impeller-chamber 47, and
thence to the impeller and to circulate around the engine. The
turbocharger and heater sub-circuits remain fully open. The sub-
circuits-E and -T remain blocked. The vanes remain sealingly
closed, as shown in Fig.14-0,1,2, blocking flow to the main-
impeller-chamber 76 and to the radiator. The coolant is not
subjected to cooling at this time.
[0084] In Fig.13-2, the coolant temperature has gone from cold
to cool, and the stem 78 has extended one millimetre. The rotor-
sleeve has moved such that the bypass sub-circuit 41B is now fully
open. The turbocharger and heater sub-circuits remain open. The
sub-circuits-E, -T are just starting to open. The vanes remain
sealingly closed, as shown in the position of Fig.14-0,1,2, blocking
flow to the main-impeller-chamber 76 and to the radiator. The
coolant is not subjected to cooling at this time.
[0085] In Figs.13-3,14-3, the coolant temperature is rising
towards 'tepid', and the stem 78 has extended three millimetres.
Now, the bypass sub-circuit is starting to close. The turbocharger
and heater sub-circuits are partly-open. The vanes 61 have now
started to open. A small flow of coolant can pass through the
spaces 63 between the vanes, into the main-impeller-chamber 76, and
into the radiator, whereby the coolant is
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now being subjected to some cooling.
[0086] In Figs.15-5,16-5 the coolant temperature has risen to
'warm', and the stem 78 has extended five millimetres.
Now, the continuing movement of the rotor-sleeve has blocked off the
bypass sub-circuit. The turbocharger and heater sub-circuits remain
open. The sub-circuits-E, -T are opening.
The vanes 61 have opened further (i.e the throat-area defined by the
spaces 63 has increased). An increased flow of coolant can now pass
into the main-impeller-chamber 76, and through the radiator.
[0087] In Figs.15-6,16-6 the coolant temperature is rising
towards 'hot', and the stem 78 has extended six millimetres.
Now, the bypass sub-circuit remains blocked. The turbocharger and
heater sub-circuits remain open. The continuing movement of the
rotor-sleeve has fully opened the sub-circuits-E, -T, and the
movement of the rotor-sleeve has now reached its limit (i.e further
increase in coolant temperature produce no further movement of the
rotor-sleeve).
The vanes have opened further, and the throat area defined by the
spaces 63 has now reached its maximum. The vanes are oriented such
that the rotary swirl imparted to the coolant flow by the vanes, is
'with' the rotation of the impeller, whereby the flow is in the
'reduced' condition.
[0088] In Figs.15-7,16-7 the coolant temperature is 'hot', and
the stem 78 has extended seven millimetres.
The sub-circuits remain in their respective six mm conditions.
The vanes are oriented such that the rotary swirl imparted to the
coolant flow by the vanes, is now neutral, i.e neither 'with' nor
'against" the rotation of the impeller, whereby the flow through the
impeller is no longer 'flow-reduced'.
[0089] In Figs.15-8,16-8 the coolant temperature is 'very-hot',
and the stem 78 has extended eight millimetres.
The sub-circuits remain in their respective six mm conditions.
The flow of coolant through the radiator-circuit has increased,
because the movement of the stem has oriented the vanes such that
the rotary swirl imparted to the coolant flow by the vanes, is now
in the flow-boost condition, i.e the induced rotary swirl is now
'against' the rotation of the impeller.
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[0090] It can be regarded that extensions beyond eight mm
represent not-usually-encountered high temperatures.
The sub-circuits remain in their respective six mm conditions.
The flow of coolant through the radiator-circuit continues to
increase as the temperature continues to rise, because the vanes are
being oriented further into the flow-boost condition -- i.e the
rotary swirl vector of the flow is increasing in the 'against'
direction.
[0091] It will be understood that the new technology permits/
enables designers to open/close the sub-circuits in accordance with
the temperature of the coolant, and in accordance with the desired
cooling parameters of the particular installation. The as-described
interactions between the as-described sub-circuits, and their
coordination with the modulation of the main coolant flow by
orientation of the vanes, as described herein, are not intended to
limit the technology, but rather to illustrate what is possible,
given the level of control that the technology enables.
[0092] As described, the subs-impeller-chamber conveys the subs-
impeller-flow of coolant into the impeller. The main-impeller-
chamber conveys a main-impeller-flow of coolant into the impeller.
A separator 92 separates the two chambers, and separates the subs-
impeller-flow from the main-impeller-flow, until the two flows are
both on the point of entering the impeller.
The main-impeller flow (being the flow that circulates through the
radiator) is: (a) conveyed to the impeller via the main-impeller
chamber, and (b) the subject of temperature-based swirl-control of
flowrate, as described. The subs-impeller-flow (being the
aggregation of sub-flow-T in sub-circuit-T, sub-flow-H in sub-
circuit-H, etc) is: (a) conveyed to the impeller via the subs-
impeller-chamber, and (c) the subject of temperature-based on/off
control of the sub-circuits, opening/closing at different
temperatures from each other.
[0093] The sub-flow-A circulating in sub-circuit-A enters sub-
entry-chamber-A. The sub-entry-chamber-A is separated from the
subs-impeller chamber by the sub-flow-blocker-A. The sub-flow-A can
pass through from the sub-entry-chamber-A to the subs-impeller
chamber if the sub-flow-blocker-A is open. If the sub-flow-
blocker-A is closed, the sub-flow-A is blocked.
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[ 0 0 9 4 ] The impeller-subs-flow is the aggregate of sub-flows from
the different sub-circuits, which are passing through the subs-
impeller-chamber, and then entering the impeller. Any sub-flow that
is not blocked, at the particular temperature, is part of the subs-
impeller-flow in the subs-impeller chamber.
[0095] The subs-impeller chamber is so configured as to ensure
that the subs-impeller-flow, immediately prior to entering the
blades of the impeller, has a substantial axial-velocity vector-
component, and has a substantially-zero radial-velocity vector-
component. That is to say, the subs-impeller chamber is so
configured as to ensure that there is no vector-component of
velocity in the subs-impeller-flow that would tend to make the
overall translational-velocity (as opposed to rotational- or
angular-velocity) of the subs-impeller-flow anything but coaxial
with the impeller.
[0096] It is not ruled out that the subs-impeller-flow might
have a rotary swirl velocity, with or against the rotation of the
impeller, i.e the subs-impeller-flow, in the subs-impeller-chamber,
can have an angular-velocity vector-component that is coaxial with
the impeller. But the subs-impeller-chamber preferably is so shaped
that the translational-velocity, i.e the linear-velocity vector, of
the impeller-sub-flow is coaxial with the axis of the impeller.
[0097] In Figs.1-16, the sleeves have been cylindrical, and
arranged in a rotor-inside-the-stator format, and the two sleeves
have been structured for relative rotation. Alternatively, as shown
in Figs.17,18, the inner and outer sleeves are again cylindrical,
but now the inner movable-sleeve 130 moves linearly, rather than
rotationally, with respect to the outer stator-sleeve 129. The
outer stator sleeve can be formed monolithically into the pump
housing 132.
[0098] In Figs.17,18, it is less convenient to arrange the
respective sub-entry-chambers 141 of the plural sub-circuits
sectorially around the circumference of the cylindrical sleeves as
in Figs.1-16. Now, the sub-entry-chambers 141 are disposed
sequentially along the axial length of the sleeves.
[0099] The movable-sleeve 130 is formed basically as a series of
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moulded-plastic cups, each cup 131 comprising a base and a cylinder.
The open end of the cylinder sealingly clips over a suitable form on
the base of the adjacent cup. When joined, the cups move in unison
when acted upon by the thermal-actuator 138. (The end-cup 131end is
not fixedly joined to the other cups, and the end-cup in fact moves
away from the joined-together other cups over certain temperature
ranges.)
[0100] The cups 131, when joined, create a series of separate
internal hollow compartments. Openings in the sleeves communicate
these compartments inside the moveable sleeve 130 with the sub-
entry-chamber 141. The ports connecting the compartment with the
sub-entry-chamber of the particular sub-circuit remain open during
operation, so that the interior compartment of the cup 131 is
effectively a part of the sub-entry-chamber 141.
[0101] The cylindrical wall of the cup is formed with
apertures 143A, that face windows 143W formed in the cylindrical
wall of the outer-sleeve 129. (In this case, the outer-sleeve is
integrated into the housing -- as it can be in the other pumps
described herein.) The windows 143W communicate with the subs-
impeller-chamber 147 of the particular sub-circuit. When coolant is
flowing in that sub-circuit, the apertures 143A coincide with the
windows 143W, whereby the coolant passes from the sub-entry-
chamber 141 (of which the interior compartment of the cup is a
part), through the apertures 143A, through the windows 143W,
debouching into the subs-impeller-chamber 147 and thence into the
impeller.
[0102] The designers have arranged that, when the coolant is
within a temperature range at which the designers desire to allow
coolant to circulate around the particular sub-circuit (and thus the
thermal-actuator stem is at the extension corresponding to that
temperature) the movable sleeve 130 has moved so that the windows
and apertures coincide, allowing flow to pass through. When the
designers desire coolant flow to be blocked in respect of that
particular sub-circuit, over a particular temperature range, they
arrange for the thermal-actuator to move the movable-sleeve 130 to
such position that the apertures in the movable-sleeve coincide with
bars 145 in the outer-sleeve (in the housing).
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[ 0 1 0 3 ] One of the sub-circuits, in this case the bypass sub-
circuit, feeds coolant into the centre of the end cup 131end.
Again, windows in the outer sleeve 129 interact with apertures in
the inner movable-sleeve (i.e with the interior of the end cup), in
accordance with temperature of the coolant, to open the bypass-sub-
entry-chamber 141B with the subs-impeller-chamber 147.
[0104] The blocker-driver 181 receives movement from the
stem 178 of the thermal-actuator and converts that movement into
linear movement of the movable-sleeve 130 lengthwise with respect to
the housing, opening and closing the apertures and windows in the
sleeves in response to changing temperatures of the coolant, in a
similar manner to that described with respect to the rotational
sleeves.
[0105] The subs-impeller-chamber 147 conveys coolant from those
of the sub-circuits that are open at a particular temperature, into
the impeller 149. All the sub-circuits debouch into the subs-
impeller-chamber 147.
[0106] It will be understood that the linearly-movable sleeves
of Figs.17,18 are highly equivalent, functionally, to the
rotationally-movable sleeves of Figs.1-16. Also, the above-
described lost-motion capability of the blocker-driver that connects
the stem of the thermal-actuator to the movable-sleeve also can be
readily provided when the movable-sleeve moves linearly rather than
rotationally.
[0107] Fig.19 shows the blocker-driver 181, which involves
guide-ways 182 on the cups 131, which interact with the sleeves-
drive-peg 181S in much the same manner as the sleeves-drive-slot 83V
interacted with the sleeves-drive-peg 81S. The wax-element thermal-
actuator 138 also drives the modulator, which again is a set of
orientatable swirl-vanes, via the vanes-drive-peg 181V.
[0108] It may be noted that the linear sleeves 129,130 can be
accommodated in/on the top tier hardly less conveniently than the
rotary sleeves. It is also noted that both the rotary sleeves and
the linear sleeves can and do both feed their flows of coolant from
the plural sub-entry-chambers 41,141 into a subs-impeller-
chamber 47,147 that is located in the centre of the top tier, on the
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axis of the impeller.
[0109] In Figs.20,21, a sub-entry-chamber 241X has been added,
which is separate from the other sub-entry-chambers 241T,E. An
extra wax-element thermal-actuator 238X has been provided for
operating the movable-sleeve 230X -- which is in addition to the
thermal-actuator 238 that had been provided in respect of the other
sub-entry-chambers.
[0110] The thermal-actuator 238 measures the temperature of the
coolant flowing from the engine to the radiator, as in the previous
drawings; the temperature measured by the extra thermal-actuator
238X can be the temperature of a different flow, which is routed
through the extra temperature-sensing-chamber 254X.
[0111] There is a practical limit to the number of cups 231 that
can be strung together; placing another assembly alongside enables
more sub-circuits to be added. It may be noted that the extra pair
of sleeves, the extra thermal-actuator, the extra temp-sensing
chamber, can all be accommodated in the top tier.
[0112] Fig.22 illustrates another alternative pump. In the
previous drawings, the swirl-vanes 61 were arranged to pivot about
axes that lie parallel to the axis of the impeller. At the moment
the modulator-impeller-flow left the vanes, the flow had the
following velocity vector-components, namely: a radially-inwards
translational-velocity vector-component, and a rotational (angular-
velocity) vector-component. In passing through the main-impeller-
chamber 76, the flow was turned through 900, whereby the radial
translational-velocity vector-component was transformed into an
axial translational-velocity vector-component, i.e with a velocity
parallel to the axis of the impeller. (This refers to the
predominating translational-velocity vectors of the flow -- of
course the flow contains eddies and turbulences.) Thus, the annular
modulator-impeller-flow entered the blades of the impeller with a
helical velocity, i.e with a combination of axial translational and
angular velocities imposed by the vanes.
[0113] In Fig.22, the required helically-swirling nature of the
modulator-impeller-flow is already present as the coolant emerges
from the vanes 361. However, while the vanes 361 in Fig.22 are more
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favourably oriented from the standpoint of imparting a swirl
velocity onto the flow, the vanes themselves, and the mountings
therefor, and the structures for driving the vanes to change
orientation in unison with each other, can be mechanically complex.
For example, the simple peg-and-slot connection 69,72 between the
vanes 61 and the vanes-actuation-ring 70 in Figs.7,8,9, has been
superseded in Fig.22 by gear teeth 392 on the spindle of each vane,
which mesh with a gear-toothed actuation-ring 370. The vanes-
actuation-ring 370 is driven to rotate, as before, by the stem of a
wax-element thermal-actuator 338V.
[0114] In Fig.22, the inner and outer sleeves 329,330, which
control flow between the sub-entry-chambers 341 and the subs-
impeller-chamber 347, are in the linear format (as in
Figs.17,18,19). The sleeves 329,330 are actuated by a separate
sleeves-thermal-actuator 338S. The heater sub-circuit is open all
the time, and flow from the heater-sub-entry-chamber 341H passes
straight though into the subs-impeller-chamber 347.
[0115] When the vanes are arranged to be orientatable about
radial axes, as in Fig.22, it can be difficult to close the vanes
together to form a seal to prevent flow through to the radiator when
the coolant is cold. Such seal is, however, desired, and in Fig.22
the radiator flow through the vanes 361 is blocked, when the coolant
is cold, not by the vanes 361 themselves, but by a supplementary
pair of sleeves 329X,330X.
[0116] The mechanical arrangement of the supplementary
sleeves 329X,330X is similar to that of the sleeves 29,30 (though
performing a different role -- the supplementary sleeves 329X,330X
provide open/close control of the main-flow between the radiator-
pump conduit 360 and the modulator-entry-chamber 374, whereas the
sleeves 29,30 provided open/close control of coolant flow in the
sub-circuits, between the sub-entry-chambers 41 and the subs-
impeller-chamber 47).
[0117] Again, in Fig.22, the subs-impeller-flow emerging from
the linear sleeves 329,330 is contained within the subs-impeller-
chamber, while the modulator-impeller-flow emerging from the
radially-pivoting swirl-vanes 361 is contained within the modulator-
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impeller-chamber 374. Again, the separator 394 keeps the axially-
flowing, non-rotating, subs-impeller-flow separate from the axially-
flowing, helically-rotating, annular modulator-impeller-flow, until
both flows are on the point of entering the blades of the impeller.
[0118] Again, the supplementary sleeves 329X,330X are
mechanically similar to the sleeves 29,30, and the manner of sealing
the sleeves is similar, and will now be described with reference to
Fig.23. The sleeves are formed as plastic-mouldings, and the
interface between the inner and outer sleeves is on a slight taper,
within the general right-cylindricity of the sleeves. Leakage at
the interface is prevented by the presence of a (moulded) sheet of
soft sealing material 396, located between the tapered surfaces.
Ribs 398 moulded onto the inside surface of the seal-sheet 396
engage complementary grooves moulded into the outer surface of the
inner-sleeve 330X, so that the seal-sheet moves with the inner-
sleeve.
[0119] Alternatively, the seal 396 may be formed as a coating on
one of the sleeves 329X,330X. 0-rings 399 are also provided to aid
in sealing. The inner sleeve is urged upwards, compressing the
seal, by means of a wave-spring 397, the spring force being reacted
against the housing.
[0120] The present technology has utility -- not just in
automotive engines -- but generally when there is a need for
sophisticated control of liquid flowrates in plural circuits,
related to changing temperatures in the coolant, in which some or
all of the circuits include respective heat exchangers. Usually,
the coolant liquid is water (with or without antifreeze) but it
could be some other liquid. Some of the heat exchangers, at least
some of the time, feed heat into the overall system, and some take
heat out of the system; some take heat out at some temperatures and
put heat in at other temperatures. The expression 'coolant' should
be construed broadly, to include liquids to which heat is added, and
liquids from which heat is extracted.
[0121] Some automotive engines employ low-temperature cooling
circuits, so-called because they operate at temperatures lower than
typical engine cooling systems. An example is charge-air cooling
for turbocharged engines. This cooling system can be integrated
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into the pump apparatus as described.
[0122] Another example is battery cooling for hybrid and
electric vehicles, a circuit diagram of which is shown in Fig.24.
The batteries should be heated if below e.g 200C, and cooled if
above e.g 35 C. The present technology also can be employed in such
a case.
[0123] In Fig.24, the battery pack 420 is provided with a
heater 423 in series with the batteries, and a chiller sub-
circuit 425 in parallel. When starting from cold, the coolant is
cold enough to cause the sleeves 429,430 to be in position to open
the bypass, and the vanes to be in position to block flow to the
radiator. (If the coolant is cold enough, the battery heater 423 is
activated.) As the coolant from the battery-pack 420 warms, the
vanes 461 open to allow flow to the radiator, and to close the
bypass.
[0124] As the coolant circulating through the battery pack
attains normal running temperatures, the coolant flow is modulated
by orienting the swirl-vanes, in accordance with coolant
temperature, in the manner previously described, thus maintaining
desired battery cooling circuit temperature.
[0125] If the coolant from the battery-pack were to rise too
high in temperature, chiller-flow in the chiller-sub-circuit 425 is
enabled by movement of the sleeves, which opens that sub-circuit.
The chiller-sub-circuit is arranged to transfer heat from the
battery coolant to the refrigerant in the vehicle air-conditioner
(not shown).
[0126] In the examples, the manner in which the temperature of
the coolant is sensed is that the bulb of a wax-element thermal-
actuator is in the path of coolant emerging from the engine and
heading for the radiator (or for the bypass circuit if the coolant
is not yet warmed up). Other ways of sensing temperature, besides
the wax-element unit, are contemplated. Also, other ways of
converting the sensed temperature into movement of the actuator.
[0127] The automotive pump apparatuses depicted in Figs.1-18
have a combined thermal-unit. The thermal-unit is 'combined' in the
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sense that the modulator-driver and the blocker-driver are both
controlled by the one thermal-actuator. The wax-element unit 38
includes the temperature-sensor and the movable-element of the
thermal-actuator.
[0128] Designers may prefer to include two or more temperature-
sensors, e.g located at different points in the system, and to
include e.g a computer for coordinating the signals from those
several sensors, for more sophisticated control of the sleeves and
vanes. In that case, the expression "temperature-sensor" as used
herein should be so construed as to encompass the two or more
temperature-sensors together.
[0129] The temperature-sensor can be e.g an electronic sensor,
or several such sensors, arranged to sense temperature of the metal
of the engine. In this case, the sensors are still measuring the
temperature of the coolant, though indirectly.
[0130] Similarly, designers may prefer to provide two or more
physically separate movable-elements of the thermal-unit. For
example, an apparatus might include e.g a blocker-movable-element
and a modulator-movable-element, as shown in Figs.19-22. In that
case, the expression "movable-element" of the thermal-unit should be
so construed as to include those two or more movable elements
together.
[0131] In the drawings, the movable-element is shown as the stem
of the wax-element thermal-actuator. In an alternative, the
moveable-element is an electric drive to supply the power to drive
the blocker. The drive is switched on/off in unison with changing
temperatures.
[0132] As shown, the impeller is mounted and driven from below
the bottom tier, which leaves the upwards-facing side of the
impeller free and open for receiving the modulator-impeller-flow and
the subs-impeller-flow. As explained, the modulator-impeller-flow
forms a helically-rotating annulus around the axially-moving column
of the subs-impeller-flow. However, it might be the case that the
drive to the impeller comes into the apparatus from above the top
tier; in that case a shaft (and possibly bearings, seals, etc) are
located in the top and middle tiers of the apparatus, and in that
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case the subs-impeller-flow passes around these centrally-located
structures. Thus, in that case, the subs-impeller-flow itself is an
annulus, and the helically rotating modulator-impeller-flow would
form a wider annulus surrounding the subs-impeller-flow annulus.
[0133] The vanes 61 are pitched in a circle that is concentric
with the axis of the impeller 49. The main-impeller-chamber 76
receives the coolant flow emerging from the vanes, and directs the
flow into and through the blades of the impeller. Depending on the
orientation of the vanes, the vanes impose a spiral/ helical
velocity vector upon the modulator-impeller-flow of coolant emerging
from the circle of vanes.
[0134] In the apparatus depicted in Figs.1-16, as the modulator-
impeller-flow leaves the vanes and enters the main-impeller-
chamber 76, the linear (i.e not including the angular) component of
velocity of the modulator-impeller-flow can be regarded as only-
radial. That is to say: the modulator-impeller-flow, immediately
upon emerging from the vanes, has a more-or-less-zero axial linear-
velocity vector-component. The main-impeller-chamber 76 turns the
modulator-impeller-flow through 90 . Thus, when the modulator-
impeller-flow enters the blades of the impeller, it can be regarded
that the translational-velocity vector of the modulator-impeller-
flow is predominantly-axial, i.e without significant net vector-
components of translational velocity in other directions.
[0135] Here, the term 'spiral-flow' is 'flow having a substantial
angular-velocity vector-component, but substantially zero axial
linear-velocity vector-component'. 'Helical'-flow is flow 'having a
substantial axial linear-velocity vector-component, in addition to
its substantial angular-velocity vector-component'. That is to say:
spiral-flow simply swirls: helical-flow swirls and moves axially.
[0136] Thus, in the apparatus of Figs.1-16, the modulator-
impeller-flow, at the moment it leaves the vanes, is 'spiral'. But
at the moment the modulator-impeller-flow enters the blades of the
impeller, the modulator-impeller-flow -- having now acquired a
substantial axial linear-velocity -- is 'helical'.
[0137] In the alternative depicted in Fig.22, the swirl-vanes
can be so arranged that the modulator-impeller-flow, upon leaving
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the vanes with the described imposed angular-velocity, leaves the
vanes at an angle that itself includes an axial component. In fact,
the vanes can be arranged so that the modulator-impeller-flow leaves
the vanes -- with the imposed angular-velocity, and -- with a
purely-axial (i.e zero radial) translational-velocity. (This
arrangement of the vanes is not new, having been disclosed, for
example, in Fig.3 of US-6,309,193.) Now, at the moment it leaves
the vanes, the modulator-impeller-flow has a translational-velocity
that is more or less only-axial, and thus can be regarded right away
as helical flow.)
[0138] The swirl-vanes impose a spin-velocity (i.e an angular-
velocity vector-component) on the modulator-impeller-flow of coolant
passing into the impeller. The orientation of the vanes determines
the magnitude and direction of the imposed spin-velocity. The
directional sense of spin-velocity can be either (a) 'with', or (b)
'against' the spin of the impeller. (If the impeller is spinning
clockwise, a clockwise spin-velocity is 'with' the impeller.)
[0139] (It is generally regarded that, when the spin of the flow
is 'with' the impeller, the angle at which the flow enters the
impeller is termed 'positive': and when the spin of the flow is
'against' the impeller, the angle is termed 'negative'. It is
emphasized that a negative pre-swirl angle procures increased flow,
while a positive pre-swirl angle procures comparatively reduced
flow.)
[0140] An imposed 'with' spin-velocity will reduce the magnitude
of the flowrate (i.e the litres/minute) of the modulator-impeller-
flow passing into the blades of the impeller. An imposed 'against'
spin-velocity will increase, or boost, the magnitude of the
flowrate. (The 'reduce' and 'boost' orientations of the vanes are
measured against a 'neutral' orientation, being that orientation of
the vanes at which the coolant leaves the vanes with no swirl
velocity at all.)
[0141] The orientation of the swirl-vanes is determined by the
temperature of the coolant. Thus, the flowrate of the modulator-
impeller-flow is determined by the temperature of the coolant.
[0142] During normal warmed-up operation of the cooling system,
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the flowrate of the modulator-impeller-flow, as determined by the
varying orientation of the vanes, has a minimum flowrate when the
coolant is at the warm end of its normal working range during
everyday operations, and a maximum flowrate when the coolant is at
the very-hot end of the normal working range.
[0143] The following numbers are intended to be illustrative
(but the fact of mentioning the numbers should not be construed as a
limitation). The term 'warm', here, is the temperature of the
fully-warmed-up coolant at the low-end of the normal range of
temperatures. (It is possible for the coolant to go below this warm
temperature during normal running, but that is infrequent.)
Typically, the 'warm' temperature would be e.g 90 C. (The
temperatures, here, are of coolant in the from-engine conduit 40, as
measured in the temperature-sensing chamber 54.) Similarly, the
term 'very hot' describes the temperature of the fully-warmed-up
coolant at the high-end of the normal range of temperatures. Again,
it is possible for the coolant to go above this 'very-hot'
temperature during normal running, but the times that happens are
infrequent enough to be considered as being outside the range at
which it is worthwhile striving for maximum pumping efficiency. In
a typical case, the 'very-hot' temperature would be e.g 110 C.
[0144] The term 'hot' describes the temperature of fully-warmed-
up coolant in the middle of its normal-working range, being the
temperature at which the designers are aiming to procure the most
efficient pumping. In the typical case, the 'hot' temperature is
e.g 100 C.
[0145] It should be noted that some cooling systems (or some
components) operate normally at considerably lower temperatures. In
those cases, typical warm, hot, and very-hot, temperatures would be
e.g 70 C, 80 C, 90 C, and other systems are lower. The
functionality of the present technology does not depend on the
temperatures being those typically encountered in cooling systems of
car-sized automotive engines.
[0146] The designers should aim, generally, to provide a coolant
flowrate level that procures properly effective cooling, over the
range of coolant temperatures, and should aim to enable the pumping
to be done, at that level, with a minimum of expenditure of pumping
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energy. Insofar as maximizing pump efficiency during normal running
at a particular condition involves sacrificing efficiency under
other conditions, designers should aim to secure peak pumping
efficiency at the 'hot' temperature, in that that temperature
represents the most prevalent duty condition, from which the maximum
energy savings may be derived.
[0147] The required coolant flowrates at the 'warm' and 'very-
hot' temperatures, in a typical case, might be e.g 100 litres/min
and 200 litres/min. Again, these figures are merely typical, and in
large commercial engines the flowrates might be e.g five times
greater. Typically, the maximum normal flowrate (at the 'very-hot'
temperature) would be of the order of double the minimum normal
flowrate (at the 'warm' temperature), but this should not be
construed as a specific limitation.
[0148] It has been referred to, herein, that apart from the
main-impeller-flow with its angular-velocity component, no
significant flow of coolant should enter the impeller with a
significant velocity component, whether translational or rotational,
other than an axial-velocity component that is coaxial with the axis
of the impeller. This should be understood to distinguish from
structures in which e.g a jet of coolant is deliberately injected
into the stream of coolant, from the side, in a manner that causes
the stream to deviate significantly from its axial flow vector. Of
course, coolant passing through the conduits and chambers of a pump
apparatus is subject to eddies and turbulences - but these do not
take away from the notion the translational-velocity vector of the
flow of coolant as it enters the impeller should be predominantly-
axial, and should be coaxial with the axis of the impeller.
[0149] In its preferred form, the pump of the present technology
includes, and operates as, a series of temperature-controlled on/off
valves, which open and close over a predetermined range of
temperatures. The preferred pump should not be seen as a
distribution-valve, which operates to switch flow directly from one
circuit to another. However, in an alternative, the designers can
arrange, for example, that a sub-entry-chamber receives flow from
one sub-circuit at a low temperature, but then switches over to
receive flow from another sub-circuit at a higher temperature,
including simultaneously. Designers can arrange for the sleeves to
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be positioned to transmit either flow, or both flows together, or to
block both flows, at different temperatures, or as desired.
[0150] Some of the physical features of the apparatuses depicted
herein have been depicted in just one apparatus. That is to say,
not all options have been depicted of all the variants. Skilled
designers should understand the intent that depicted features can be
included or substituted optionally in others of the depicted
apparatuses, where that is possible.
[0151] Some of the components and features in the drawings and
some of the drawings have been given numerals or names with letter
suffixes, which indicate left, right, etc versions of the
components. The numeral or name without the suffix has been used
herein to indicate the components or drawings generically.
[0152] Terms of orientation (e.g "up/down", "left/right", and
the like) when used herein are intended to be construed as follows.
The terms being applied to a device, that device is distinguished by
the terms of orientation only if there is not one single orientation
into which the device, or an image (including a mirror image) of the
device, could be placed, in which the terms could be applied
consistently.
[0153] Terms used herein, such as "cylindrical", "coaxial",
"vertical", and the like, which define respective theoretical
constructs, are intended to be construed according to the purposive
construction.
[0154] The terms axial, radial, centre, circumference, and the
like, used herein, refer to the rotational axis of the impeller if
not otherwise stated.
[0155] The scope of the patent protection sought herein is
defined by the accompanying claims. The apparatuses and procedures
shown in the accompanying drawings and described herein are
examples.
[0156] The numerals appearing on the drawings are listed as:
20 pumping apparatus
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23 top tier
25 middle tier
27 bottom tier
29 outer stator-sleeve
30 inner rotor-sleeve
32 pump housing
38 wax-element thermal actuator unit
40 from-engine conduit
41 sub-entry chambers
41B bypass-sub-entry chamber
41E sub-entry chamber
41H heater-sub-entry chamber
41T sub-entry chamber
43 windows /apertures /ports /slots
43R apertures in the rotor-sleeve
43S windows in the stator-sleeve
45 bars
47 subs-impeller chamber
49 impeller
50 impeller-engine conduit
52 to-radiator conduit
54 temperature-sensing chamber
56 fixed body of the wax-element unit 38
57 temperature-sensing bulb of the wax-element unit
58 bypass-branch conduit
60 radiator-pump conduit
61 swirl-vanes
63 spaces between swirl-vanes
65 vanes pivot-pins
67 pivot-holes
69 vanes drive-pins
70 vanes-actuation ring
72 drive-slots in ring 70
74 modulator-entry chamber
76 modulator-impeller chamber = main-impeller-chamber
78 movable stem of the wax-element unit 38
80 movable slider
81S sleeves-drive-peg
81V vanes-drive-peg
83S sleeves-drive-slot
83V vanes-drive-slot
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85 lug of the rotor-sleeve 30
87 lug-spring
89 lug-recess in the stator-sleeve 29
90 volute-chamber for collecting pumped coolant from impeller
94 separator
[0157] Figs.17-19
129 stator sleeve
130 movable sleeve
131 cup of the movable sleeve
131end the end cup
132 pump housing
138 thermal actuator
141 sub-entry-chambers
143A apertures
143W windows
145 bars
147 subs-impeller-chamber
149 impeller
178 stem
181 blocker-driver
181S sleeves-blocker-driver
181V vanes-drive-peg
182 guideway on linear sleeve
194 separator
[0158] Figs.20,21
238 thermal-actuator
238X extra thermal-actuator
231 cups
231X extra cup
241E sub-entry-chamberE
241T sub-entry-chamberT
241X sub-entry-chamberX
254X extra temperature-sensing-chamber
294 separator
[0159] Figs.22,23
329 outer sleeve (stator)
330 inner sleeve
329X,330X supplementary pair of sleeves for closing main flow
338V vanes-thermal-actuator
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338S separate thermal-actuator
341 sub-entry-chambers
341H a sub-entry-chamber
347 subs-impeller-chamber
361 radially-orientatable swirl vanes
370 vanes-actuation-ring
374 modulator-impeller-chamber
392 gear teeth on radial spindles of vanes
394 separator
396 seal between sleeves
397 wave-spring
398 location-ribs for seal
399 0-rings
[0160] Fig.24
420 battery pack
423 heater
425 chiller
429 stator sleeve
430 rotor sleeve
461 swirl-vanes
