US20160258342A1

US20160258342A1 - Thermal control module

Info

Publication number: US20160258342A1
Application number: US14/838,871
Authority: US
Inventors: Akram R. Zahdeh
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2015-03-04
Filing date: 2015-08-28
Publication date: 2016-09-08
Also published as: CN105937431A

Abstract

An engine assembly includes an engine head defining a block coolant outlet, a head coolant outlet, and a block coolant inlet. The engine assembly further includes a thermal control module coupled to the engine head. The thermal control module includes a support body and a hot coolant gallery supported by the support body. The hot coolant gallery is in fluid communication with the head coolant outlet and the block coolant outlet. The engine assembly also includes a cold coolant gallery supported by the support body. The cold coolant gallery is in fluid communication with the block coolant inlet. The engine assembly additionally includes a bypass conduit fluidly coupled between the hot coolant gallery and the cold coolant gallery. The support body supports the bypass conduit.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 62/128,200, filed Mar. 4, 2015, which is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates to a thermal control module for managing the heat in an engine assembly.

BACKGROUND

Vehicle components are usually subjected to heat or cold depending on the weather. During operation of a vehicle, the heat can be managed in order to control the temperature in the different vehicle components. For example, an internal combustion engine can be heated or cooled in order to maintain an optimum engine temperature.

SUMMARY

The present disclosure describes a thermal control module configured to direct heat from any suitable heat source to a desired vehicle location. The heat source can be heat from exhaust gases in the exhaust manifold, heat from exhaust gases in an exhaust gas recirculation (EGR) system, heat resulting from cooling a turbocharger, byproduct heat from the engine cooling system that would otherwise go to the radiator, or a combination thereof. The presently disclosed thermal control module can switch between heat sources and heat sinks in order to distribute heat throughout the vehicle as needed. For example, the thermal control module can direct heat to the heater core of the vehicle in order to warm up the passenger compartment as quickly as possible, thereby enhancing passenger comfort. In addition, the thermal control module can direct heat to the engine head or the engine block of the vehicle in order to warm up the engine as quickly as possible, thereby improving fuel economy. The thermal control module, however, can release heat to the atmosphere to maximize engine durability and/or fuel economy. As discussed below, the thermal control module has a bypass conduit in order to minimize thermal inertia of the engine and maximize heat distribution in the engine. Further, the thermal control module can be directly coupled (e.g., bolted) to the engine head, thereby minimizing clutter produced by hoses. In addition, the thermal control module can be modified to change its functionality without the need to invest in major tooling.
In an embodiment, the presently disclosed engine assembly includes an engine head defining a block coolant outlet, a head coolant outlet, and a block coolant inlet. The engine assembly further includes a thermal control module coupled to the engine head. The thermal control module includes a support body and a hot coolant gallery supported by the support body. The hot coolant gallery is in fluid communication with the head coolant outlet and the block coolant outlet. The engine assembly also includes a cold coolant gallery supported by the support body. The cold coolant gallery is in fluid communication with the block coolant inlet. The engine assembly additionally includes a bypass conduit fluidly coupled between the hot coolant gallery and the cold coolant gallery. The support body supports the bypass conduit.
The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the teachings when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic, perspective view of an engine assembly including an engine head and a thermal control module attached to the engine head;

FIG. 2 is a schematic, perspective front view of an engine head and an engine block of the engine assembly;

FIG. 3 is a schematic, perspective front view is the thermal control module shown in FIG. 1;

FIG. 4 is a schematic, perspective rear view of the thermal control module shown in FIG. 1; and

FIG. 5 is a schematic illustration of the thermal control module of FIG. 1.

DETAILED DESCRIPTION

Referring to the drawings, wherein like reference numbers correspond to like or similar components throughout the several figures, and beginning with FIG. 1, an engine assembly 12 may be part of a vehicle 10, such as a car, truck or motorcycle. In the depicted embodiment, the engine assembly 12 includes an engine head 14, an engine block 16 coupled to the engine head 14, and an oil pan 18 coupled to the engine block 16. The engine assembly 12 may further include an exhaust manifold 20 integrated with the engine head 14. In addition to the exhaust manifold 20, the engine assembly 12 includes a thermal control module 22 directly coupled (e.g., bolted) to the engine head 14. Specifically, the thermal control module 22 may be directly coupled to the front or back of the engine head 14.
The thermal control module 22 allows heat from any suitable vehicle heat source 24 (FIG. 5) to be used to warm up the engine as quickly as possible or to provide heat to the passenger comportment of the vehicle 10. The heat source 24 can be heat extracted from exhaust gases in the exhaust manifold 20, heat from exhaust gases in an exhaust gas recirculation (EGR) system, heat resulting from cooling a turbocharger, byproduct heat from the engine cooling system that would otherwise go to a radiator 26 (FIG. 5), or a combination thereof.
With reference to FIGS. 1-5, the thermal control module 22 can be directly coupled to the engine head 14, thereby allowing coolant C to flow from the engine head 14 to the thermal control module 22. As shown in FIG. 2, the engine head 14 defines a plurality of inlets and outlets on the front outer surface 15 (or a rear outer surface) to allow coolant flow between the engine head 14 and the thermal control module 22 and to minimize the clutter produced by hoses. In the depicted embodiment, the engine head 14 defines a block coolant inlet 28 of a block coolant conduit for cooling the engine block 16. The block coolant inlet 28 can be configured as a hole that extends through the engine head 14. The engine head 14 also defines a block coolant outlet 30 of the block coolant conduit. Cold coolant C can flow into the block coolant inlet 28 and the through the block coolant conduit to cool the engine block 16. After cooling the engine block 16, the coolant C exits the block coolant conduit through the block coolant outlet 30. Accordingly, the coolant entering into the block coolant inlet 28 is cold, and the coolant exiting the block coolant outlet 30 is hot.
The engine head 14 further defines a head coolant outlet 32 of the head coolant conduit, which is configured to cool the engine head 14. Coolant C flows through the head coolant conduit to cool the engine head 14 and then exits trough the head coolant outlet 32. Accordingly, the coolant C flowing through the head coolant outlet 32 is hot.
In addition to the head coolant outlet 32, the engine head 14 defines an engine oil cooler (EOC) inlet 34 and an EOC outlet 36 of the EOC 38 (FIG. 5). Cold coolant C can flow through the EOC inlet 34 and into the EOC 38 in order to cool the engine oil. After cooling the engine oil, the coolant flows from the EOC 38 and exits the engine head 14 through the EOC outlet 36. Accordingly, the coolant flowing through the EOC outlet 36 is hot.
The engine head 14 further defines a hot coolant outlet 40 carrying coolant that extracted heat from one or more heat sources 24. As discussed above, the coolant exiting the engine head 14 has already extracted heat from any suitable heat source 24, such as heat from exhaust gases in the exhaust manifold 20, heat from exhaust gases in an exhaust gas recirculation (EGR) system, heat resulting from cooling a turbocharger, byproduct heat from the engine cooling system that would otherwise go to the radiator 26 (FIG. 5), or a combination thereof.
The thermal control module 22 can be fluidly coupled with all the head ports (i.e., block coolant inlet 28, block coolant outlet 30, head coolant outlet 32, EOC inlet 34, EOC outlet 36, hot coolant outlet 40) formed at the front outer surface 15 of the engine head 14, thereby serving as a single interface for all the ports associated with the transfer of heat energy from the heat sources to all the potential heat sinks. In the depicted embodiment, the thermal control module 22 is bolted to the engine head 14. It is contemplated, however, that the thermal control module 22 can be mechanically and directly coupled to the engine head 14 using other suitable methods.
The thermal control module 22 includes a support body 42 wholly or partly made of a rigid material, such as a rigid metal. Aside from the support body 42, the thermal control module 22 includes a hot coolant gallery 44, and cold coolant gallery 46, and bypass conduit 48 fluidly coupled between the hot coolant gallery 44 and the cold coolant gallery 46. The hot coolant gallery 44, and the cold coolant gallery 46, and the bypass conduit 48 are supported by the support body 42. The thermal control module 22 further includes a pump 50, such as an electric pump, fluidly coupled to the cold coolant gallery 46. The pump 50 is also supported by the support body 42 and can move coolant C along the cold coolant gallery 46.
The hot coolant gallery 44 includes a main hot line 45 and a first hot port 47 protruding from the main hot line 45. The first hot port 47 is in fluid communication with the main hot line 45 and can be fluidly coupled to the head coolant outlet 32. The thermal control module 22 further includes a first valve 52 coupled along the first hot port 47. The first valve 52 is fluidly coupled between the hot coolant gallery 44 and the head coolant outlet 32 in order to control coolant flow between the head coolant outlet 32 and the hot coolant gallery 44. The first valve 52 can be a control valve, such as a 2-way proportional valve capable of controlling the flowrate of the coolant flowing from the head coolant outlet 32 to the hot coolant gallery 44. Accordingly, the first valve 52 can be fully open, partially open, or fully closed. In the fully closed position, the first valve 52 prevents coolant flow between the head coolant outlet 32 and the hot coolant gallery 44. In the fully open position and the partially open position, the first valve 52 allows coolant flow between the head coolant outlet 32 and the hot coolant gallery 44 through the first hot port 47.
The hot coolant gallery 44 further includes a second hot port 49 protruding from the main hot line 45. The second hot port 49 is in fluid communication with the main hot line 45 and can be fluidly coupled to the block coolant outlet 30. Accordingly, the hot coolant gallery 44 is in fluid communication with the block coolant outlet 30. The thermal control module 22 includes a second valve 54 coupled along the second hot port 49. The second valve 54 is fluidly coupled between the hot coolant gallery 44 and the block coolant outlet 30 in order to control the coolant flow between the block coolant outlet 30 and the hot coolant gallery 44. The second valve 54 can be a control valve, such as a 2-way proportional valve capable of controlling the flowrate of the coolant flowing from the block coolant outlet 30 to the hot coolant gallery 44. Accordingly, the second valve 54 can be fully open, partially open, or fully closed. In the fully closed position, the second valve 54 prevents coolant flow between the block coolant outlet 30 and the hot coolant gallery 44. In the fully open position and the partially open position, the second valve 54 allows coolant flow between the block coolant outlet 30 and the hot coolant gallery 44 through the second hot port 49.
The hot coolant gallery 44 also includes a third hot port 56 protruding from the main hot line 45. The third hot port 56 is in fluid communication with the main hot line 45 and can be fluidly coupled to a heater core 58. In the present disclosure, the term “heater core” means a radiator-like device used to heat the passenger compartment of a vehicle. The thermal control module 22 includes a third valve 60 coupled along the third hot port 56. The third valve 60 is fluidly coupled between the hot coolant gallery 44 and the heater core 58 in order to control the coolant flow between the heater core 58 and the hot coolant gallery 44. The third valve 60 can be a control valve, such as a 2-way proportional valve capable of controlling the flowrate of the coolant flowing from the hot coolant gallery 44 to the heater core 58. Accordingly, the third valve 60 can be fully open, partially open, or fully closed. In the fully closed position, the third valve 60 prevents coolant flow from the hot coolant gallery 44 to the heater core 58. In the fully open position and the partially open position, the third valve 60 allows coolant flow between the hot coolant gallery 44 and the heater core 58 through the third hot port 56. The heater core 58 is also in fluid communication with the bypass conduit 48 as discussed below.
The thermal control module 22 includes a fourth valve 62 fluidly coupled between the hot coolant gallery 44 and the cold coolant gallery 46. The fourth valve 62 is also fluidly coupled to a transmission oil cooler (TOC) 64. The fourth valve 62 can be a control valve, such as a 3-way proportional valve capable of controlling the flowrate of the coolant flowing from the hot coolant gallery 44 and the cold coolant gallery 46 to the TOC 64. Accordingly, the fourth valve 62 can be fully open, partially open, or fully closed, and can control the amount of coolant that flows from either the hot coolant gallery 44 or the cold coolant gallery 46 to the TOC 64. In the fully closed position, the fourth valve 62 prevents coolant flow from the hot coolant gallery 44 and the cold coolant gallery 46 to the TOC 64. In the fully open position and the partially open position, the fourth valve 62 allows coolant flow from the hot coolant gallery 44 and/or the cold coolant gallery 46 to the TOC 64. As discussed below, the TOC 64 is also in fluid communication with the bypass conduit 48.
The thermal control module 22 includes a fifth valve 66 fluidly coupled between the hot coolant gallery 44 and the cold coolant gallery 46. The fifth valve 66 is also fluidly coupled to the EOC 38. The fifth valve 66 can be a control valve, such as a 3-way proportional valve capable of controlling the flowrate of the coolant flowing from the hot coolant gallery 44 and the cold coolant gallery 46 to the EOC 38. Accordingly, the fifth valve 66 can be fully open, partially open, or fully closed, and can control the amount of coolant that flows from either the hot coolant gallery 44 or the cold coolant gallery 46 to the EOC 38. In the fully closed position, the fifth valve 66 prevents coolant flow from the hot coolant gallery 44 and the cold coolant gallery 46 to the EOC 38. In the fully open position and the partially open position, the fifth valve 66 allows coolant flow from the hot coolant gallery 44 and/or the cold coolant gallery 46 to the EOC 38. The EOC 38 is also in fluid communication with the bypass conduit 48.
The thermal control module 22 includes a sixth valve 68 fluidly coupled between the hot coolant gallery 44 and the bypass conduit 48. The sixth valve 68 can be a control valve, such as a 2-way proportional valve capable of controlling the flowrate of the coolant flowing from the hot coolant gallery 44 to the bypass conduit 48. Accordingly, the sixth valve 68 can be fully open, partially open, or fully closed, and can control the amount of coolant that flows from the hot coolant gallery 44 to the bypass conduit 48. In the fully closed position, the sixth valve 68 prevents coolant flow from the hot coolant gallery 44 to the bypass conduit 48. In the fully open position and the partially open position, the sixth valve 68 allows coolant flow from the hot coolant gallery 44 to the bypass conduit 48.
The hot coolant gallery 44 also includes a fourth hot port 70 protruding from the main hot line 45. The fourth hot port 70 is in fluid communication with the main hot line 45 and can be fluidly coupled to the radiator 26. The thermal control module 22 includes a seventh valve 72 coupled along the fourth hot port 70. The seventh valve 72 is fluidly coupled between the hot coolant gallery 44 and the radiator 26 in order to control the coolant flow from the hot coolant gallery 44 to the radiator 26. The seventh valve 72 can be a control valve, such as a 2-way proportional valve capable of controlling the flowrate of the coolant flowing from the hot coolant gallery 44 to the radiator 26. Accordingly, the seventh valve 72 can be fully open, partially open, or fully closed. In the fully closed position, the seventh valve 72 prevents coolant flow from the hot coolant gallery 44 to the radiator 26. In the fully open position and the partially open position, the seventh valve 72 allows coolant flow from the hot coolant gallery 44 to the radiator 26 through the fourth hot port 70.
The hot coolant gallery 44 further includes a fifth hot port 74 protruding from the main hot line 45. The fifth hot port 74 is in fluid communication with the main hot line 45 and can be fluidly coupled to the hot coolant outlet 40 of the engine head 14. Accordingly, the hot coolant gallery 44 is in fluid communication with the hot coolant outlet 40 of the engine head 14.
The bypass conduit 48 fluidly interconnects the hot coolant gallery 44 and the cold coolant gallery 46 and includes a main bypass line 76 and a first bypass port 78 protruding from the main bypass line 76. The first bypass port 78 is in fluid communication with the main bypass line 76 and can be fluidly coupled to the EOC 38. Accordingly, coolant C can flow between the bypass conduit 48 and the EOC 38 via the first bypass port 78. The bypass conduit 48 further includes a second bypass port 80 protruding from the main bypass line 76. The second bypass port 80 is in fluid communication with the main bypass line 76 and can be fluidly coupled to the TOC 64. Accordingly, coolant C can flow between the bypass conduit 48 and the TOC 64 via the second bypass port 80. The bypass conduit 48 also includes a third bypass port 82 protruding from the main bypass line 76. The third bypass port 82 is in fluid communication with the main bypass line 76 and can be fluidly coupled to the heater core 58. Accordingly, coolant C can flow between the bypass conduit 48 and the heater core 58.
The cold coolant gallery 46 is fluidly coupled to the bypass conduit 48 and includes a main cold line 84 and a first cold port 86 protruding from the main cold line 84. The first cold port 86 is in fluid communication with the main cold line 84 and can be fluidly coupled to the block coolant inlet 28. Accordingly, coolant C can flow from the cold coolant gallery 46 to the block coolant inlet 28 through the first cold port 86.
The cold coolant gallery 46 further includes a second cold port 88 protruding from the main cold line 84. The second cold port 88 is in fluid communication with the main cold line 84 and can be fluidly coupled to the EOC 38 through the EOC inlet 34 (FIG. 2). Thus, the second cold port 88 can be directly coupled to the EOC inlet 34.
While the best modes for carrying out the teachings have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the teachings within the scope of the appended claims.

Claims

1. An engine assembly, comprising:

an engine head defining a block coolant outlet, a head coolant outlet, and a block coolant inlet;

a thermal control module coupled to the engine head, wherein the thermal control module includes:

a support body;

a hot coolant gallery supported by the support body, wherein the hot coolant gallery is in fluid communication with the head coolant outlet and the block coolant outlet;

a cold coolant gallery supported by the support body, wherein the cold coolant gallery is in fluid communication with the block coolant inlet; and

a bypass conduit fluidly coupled between the hot coolant gallery and the cold coolant gallery, wherein the support body supports the bypass conduit.

2. The engine assembly of claim 1, wherein the thermal control module is directly coupled to the engine head.

3. The engine assembly of claim 1, further comprising a pump coupled to the cold coolant gallery.

4. The engine assembly of claim 1, wherein the thermal control module further includes a first valve coupled between the hot coolant gallery and the head coolant outlet in order to control the flow of a coolant between the head coolant outlet and the hot coolant gallery.

5. The engine assembly of claim 4, wherein the thermal control module further includes a second valve coupled between the hot coolant gallery and the block coolant outlet in order to control the flow of the coolant between the block coolant outlet and the hot coolant gallery.

6. The engine assembly of claim 5, further comprising a heater core, wherein the thermal control module further includes a third valve fluidly coupled between the hot coolant gallery and the heater core in order to control the flow of the coolant from the hot coolant gallery to the heater core.

7. The engine assembly of claim 6, wherein the heater core is in fluid communication with the bypass conduit.

8. The engine assembly of claim 7, further comprising a transmission oil cooler, wherein the thermal control module further includes a fourth valve coupled to the cold coolant gallery, the hot coolant gallery, and the transmission oil cooler in order to control the flow of the coolant from the cold coolant gallery and the hot coolant gallery to the transmission oil cooler.

9. The engine assembly of claim 8, wherein the transmission oil cooler is in fluid communication with the bypass conduit.

10. The engine assembly of claim 9, further comprising an engine oil cooler, wherein the thermal control module further includes a fifth valve coupled to the cold coolant gallery, the hot coolant gallery, and the engine oil cooler in order to control the flow of the coolant from the cold coolant gallery and the hot coolant gallery to the engine oil cooler.

11. The engine assembly of claim 10, wherein the engine oil cooler is in fluid communication with the bypass conduit.

12. The engine assembly of claim 11, wherein the thermal control module includes a sixth valve coupled between the hot coolant gallery and the bypass conduit in order to control a flow of coolant between the hot coolant gallery and the bypass conduit.

13. The engine assembly of claim 12, further comprising a radiator, wherein the thermal control module further includes a seventh valve coupled between the hot coolant gallery and the radiator in order to control a flow of the coolant between the hot coolant gallery and the radiator.

14. A thermal control module, comprising:

a support body;

a hot coolant gallery supported by the support body;

a cold coolant gallery supported by the support body; and

a bypass conduit fluidly coupled between the hot coolant gallery and the cold coolant gallery, wherein the bypass conduit is supported by the support body; and

a pump fluidly coupled to the cold coolant gallery, wherein the pump is supported by the support body.

15. The thermal control module of claim 14, further comprising a first valve coupled between the hot coolant gallery and a head coolant outlet of an engine head in order to control the flow of a coolant between the head coolant outlet and the hot coolant gallery.

16. The thermal control module of claim 15, further comprising a second valve coupled between the hot coolant gallery and a block coolant outlet of the engine head in order to control the flow of the coolant between the block coolant outlet and the hot coolant gallery.

17. The thermal control module of claim 16, further comprising a third valve coupled between the hot coolant gallery and a heater core in order to control the flow of the coolant from the hot coolant gallery to the heater core.

18. The thermal control module of claim 17, further comprising a fourth valve coupled to the cold coolant gallery, the hot coolant gallery, and a transmission oil cooler in order to control the flow of the coolant from the cold coolant gallery and the hot coolant gallery to the transmission oil cooler.

19. The thermal control module of claim 18, further comprising a fifth valve coupled to the cold coolant gallery, the hot coolant gallery, and an engine oil cooler in order to control the flow of the coolant from the cold coolant gallery and the hot coolant gallery to the engine oil cooler.

20. The thermal control module of claim 19, further comprising a sixth valve coupled between the hot coolant gallery and the bypass conduit in order to control a flow of coolant between the hot coolant gallery and the bypass conduit.