U.S. patent application number 09/792899 was filed with the patent office on 2001-11-01 for three-way solenoid valve for actuating flow control valves in a temperature control system.
Invention is credited to Hollis, Thomas J..
Application Number | 20010035137 09/792899 |
Document ID | / |
Family ID | 26881792 |
Filed Date | 2001-11-01 |
United States Patent
Application |
20010035137 |
Kind Code |
A1 |
Hollis, Thomas J. |
November 1, 2001 |
Three-way solenoid valve for actuating flow control valves in a
temperature control system
Abstract
A pressurization system for controlling actuation of flow
control valves in a temperature control system is disclosed. The
pressurization system includes a housing mounted to an internal
combustion engine. A three-way solenoid valve is mounted to the
housing and is adapted to control flow of pressurized fluid into
and out of an electronic engine temperature control valve for
controlling flow of temperature control fluid. The fluid flow out
of the solenoid valve is channeled either along an external line to
the electronic engine temperature valve or through internal
channels in the engine to an oil reservoir.
Inventors: |
Hollis, Thomas J.; (Medford,
NJ) |
Correspondence
Address: |
Robert E. Cannuscio
Seidel, Gonda, Lavorgna & Monaco, P.C.
Suite 1800
Two Penn Center Plaza
Philadelphia
PA
19102
US
|
Family ID: |
26881792 |
Appl. No.: |
09/792899 |
Filed: |
February 26, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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60186120 |
Mar 1, 2000 |
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Current U.S.
Class: |
123/41.1 |
Current CPC
Class: |
F01P 2070/08 20130101;
F01P 7/167 20130101 |
Class at
Publication: |
123/41.1 |
International
Class: |
F01P 007/14 |
Claims
What is claimed is:
1. A solenoid assembly for controlling flow of hydraulic fluid from
an engine to an electronic engine temperature control valve, the
solenoid assembly comprising: a housing adapted to be mounted to an
engine, the housing including first and second fluid channels
formed in the housing and spaced apart from one another, the first
fluid channel adapted to communicate with a high pressure hydraulic
fluid source in the engine, the second fluid channel adapted to
communicate with a hydraulic fluid return in the engine which is in
fluid communication with a hydraulic fluid reservoir; the first and
second fluid channels communicating with an internal cavity within
the housing; a fluid outlet port formed in the housing and adapted
to be connected to an external fluid line; and a three-way solenoid
valve, engaged with the housing, the solenoid valve having a port
housing including a first port being located within the port
housing so as to be in fluid communication with the first fluid
channel, a second port being located within the port housing so as
to be in fluid communication with the second fluid channel, and a
third port being located within the port housing so as to be in
fluid communication with the fluid outlet port, the solenoid valve
adapted to receive electrical signals for controlling flow through
the ports.
2. A solenoid assembly according to claim 1 wherein the cavity is
centrally located and wherein the first and second fluid channels
and the fluid outlet port extend substantially radially outwardly
from the cavity.
3. A solenoid assembly according to claim 1 wherein the three-way
solenoid valve includes at least two operating position, the first
position permitting hydraulic fluid flow into the first port and
out of the third port; and the second position permitting hydraulic
fluid flow into the third port and out of the second port.
4. A solenoid assembly according to claim 3 wherein the ports are
spaced axially along the port housing; wherein the three-way
solenoid valve further includes seals located between adjacent
ports, the seals forming a fluid seal between the port housing and
the housing so as to prevent the passage of hydraulic fluid.
5. A solenoid assembly according to claim 4 wherein the housing is
adapted to be mounted to an engine block.
6. A solenoid assembly according to claim 4 wherein the three-way
solenoid is removably mounted to the housing.
7. A solenoid assembly for controlling flow of hydraulic fluid from
an engine to an electronic engine temperature control valve, the
solenoid assembly comprising: a housing adapted to be mounted to an
engine, the housing including a central cavity; a first fluid
channel formed in the housing and adapted to channel high pressure
hydraulic fluid from the engine to the central cavity; a second
fluid channel formed in the housing and adapted to channel low
pressure hydraulic fluid from the central cavity to the engine, the
second fluid channel being axially apart from the first fluid
channel; a fluid outlet port formed in the housing and extending
outward from the central cavity, the fluid outlet port adapted to
be connected to an external fluid line; and a three-way solenoid
valve, removably attached to the housing, the three-way solenoid
valve having a port housing disposed within the central cavity, a
first port formed in the port housing and in fluid communication
with the first fluid channel, a second port being formed in the
port housing and in fluid communication with the second fluid
channel, and a third port being formed in the port housing and in
fluid communication with the fluid outlet port, the solenoid valve
adapted to receive electrical signals for controlling flow through
the ports.
8. A solenoid assembly according to claim 7 wherein the first and
second fluid channels and the fluid outlet port extend
substantially radially outwardly from the cavity.
9. A solenoid assembly according to claim 7 wherein the three-way
solenoid valve includes at least two operating position, the first
position permitting hydraulic fluid flow into the first port and
out of the third port; and the second position permitting hydraulic
fluid flow into the third port and out of the second port.
10. A solenoid assembly according to claim 9 wherein the ports are
spaced axially along the port housing; wherein the three-way
solenoid valve further includes seals located between adjacent
ports, the seals forming a fluid seal between the port housing and
the housing so as to prevent the passage of hydraulic fluid.
11. A solenoid assembly according to claim 10 wherein the housing
is adapted to be mounted to an engine block.
Description
RELATED APPLICATION
[0001] This application is related to and claims priority from
provisional application Ser. No. 60/186,120, filed Mar. 1,
2000.
FIELD OF THE INVENTION
[0002] The invention relates to a system for controlling flow of
temperature control fluid in a temperature control system and, more
particularly, to a three-way solenoid valve in an injection system
for actuation flow control valves to control temperature control
fluid flow.
BACKGROUND OF THE INVENTION
[0003] Most internal combustion engines employ a pressurized
cooling system to dissipate the heat energy generated by the
combustion process. The cooling system circulates water or liquid
coolant through a water jacket which surrounds certain parts of the
engine (e.g., block, cylinder, cylinder head, pistons). The heat
energy is transferred from the engine parts to the coolant in the
water jacket. In hot ambient air temperature environments, or when
the engine is working hard, the transferred heat energy will be so
great that it will cause the liquid coolant to boil (i.e.,
vaporize) and destroy the cooling system. To prevent this from
happening, the hot coolant is circulated through a radiator well
before it reaches its boiling point. The radiator dissipates enough
of the heat energy to the surrounding air to maintain the coolant
in the liquid state.
[0004] In cold ambient air temperature environments, especially
below zero degrees Fahrenheit, or when a cold engine is started,
the coolant rarely becomes hot enough to boil. Thus, the coolant
does not need to flow through the radiator. Nor is it desirable to
dissipate the heat energy in the coolant in such environments since
internal combustion engines operate most efficiently and pollute
the least when they are running relatively hot. A cold running
engine will have significantly greater sliding friction between the
pistons and respective cylinder walls than a hot running engine
because oil viscosity decreases with temperature. A cold running
engine will also have less complete combustion in the engine
combustion chamber and will build up sludge more rapidly than a hot
running engine. In an attempt to increase the combustion when the
engine is cold, a richer fuel is provided. All of these factors
lower fuel economy and increase levels of hydrocarbon exhaust
emissions.
[0005] To avoid running the coolant through the radiator, coolant
systems employ a thermostat. The thermostat operates as a one-way
valve, blocking or allowing flow to the radiator. Most prior art
coolant systems employ wax pellet type or bimetallic coil type
thermostats. These thermostats are self-contained devices which
open and close according to precalibrated temperature values.
[0006] Practical design constraints limit the ability of the
coolant system to adapt to a wide range of operating environments.
For example, the heat removing capacity is limited by the size of
the radiator and the volume and speed of coolant flow. The state of
the self-contained prior art wax pellet type or bimetallic coil
type thermostats is typically controlled only by coolant
temperature.
[0007] The goal of all engine cooling systems is to maintain the
internal engine temperature as close as possible to a predetermined
optimum value. Since engine coolant temperature generally tracks
internal engine temperature, the prior art approach to controlling
internal engine temperature control is to control engine coolant
temperature. Many problems arise from this approach. For example,
sudden load increases on an engine may cause the internal engine
temperature to significantly exceed the optimum value before the
coolant temperature reflects this fact. If the thermostat is in the
closed state just before the sudden load increase, the extra delay
in opening will prolong the period of time in which the engine is
unnecessarily overheated.
[0008] Another problem occurs during engine start-up or warm-up.
During this period of time, the coolant temperature rises more
rapidly than the internal engine temperature. Since the thermostat
is actuated by coolant temperature, it often opens before the
internal engine temperature has reached its optimum value, thereby
causing coolant in the water jacket to prematurely cool the engine.
Still other scenarios exist where the engine coolant temperature
cannot be sufficiently regulated to cause the desired internal
engine temperature.
[0009] When the internal engine temperature is not maintained at an
optimum value, the engine oil will also not be at the optimum
temperature. Engine oil life is largely dependent upon wear
conditions. Engine oil life is significantly shortened if an engine
is run either too cold or too hot. As noted above, a cold running
engine will have less complete combustion in the engine combustion
chamber and will build up sludge more rapidly than a hot running
engine. The sludge contaminates the oil. A hot running engine will
prematurely break down the oil. Thus, more frequent oil changes are
needed when the internal engine temperature is not consistently
maintained at its optimum value.
[0010] Prior art cooling systems also do not account for the fact
that the optimum oil temperature varies with ambient air
temperature. As the ambient air temperature declines, the internal
engine components lose heat more rapidly to the environment and
there is an increased cooling effect on the internal engine
components from induction air. To counter these effects and thus
maintain the internal engine components at the optimum operating
temperature, the engine oil should be hotter in cold ambient air
temperatures than in hot ambient air temperatures. Current prior
art cooling systems cannot account for this difference because the
cooling system is responsive only to coolant temperature. A
solution to the problems associated with prior are cooling systems
is disclosed in U.S. Pat. Nos. 5,467,745, 5,669,335, 5,507,251 and
5,657,722 which all disclose an improved temperature control system
for controlling flow of temperature control fluid (e.g., coolant)
in an internal combustion engine. These systems utilize an
electronically controlled valve, (e.g., hydraulic, pneumatic,
solenoid, stepper motor or thermostatic valve). The valve is
controlled according to selected data in order to achieve optimum
heating and cooling of the engine.
[0011] In one embodiment disclosed in those patents, hydraulic
fluid is channeled through two solenoids for opening and closing a
hydraulic valve. Referring to FIG. 1, a valve V is shown mounted to
an internal combustion engine E. The valve V has two solenoids S1,
S2 mounted on its housing, which control hydraulic fluid flow into
and out of the housing. FIG. 2 is a partial cross-sectional view of
one embodiment of the valve V showing fluid channels between the
solenoids, S1, S2 and the valve V. One solenoid S1 controls flow of
pressurized oil along an external fluid line F1 from an oil pan OP
to the valve V. The second solenoid S2 controls flow from the valve
back to the oil pan OP from the valve V along a second external
fluid line F2.
[0012] In U.S. Pat. No. 5,638,775, an alternate hydraulic fluid
injection system was disclosed wherein the solenoids were mounted
to a housing which is separate from the valve. The system again
utilizes two separate solenoids and external fluid lines between
the valve and the oil pan.
[0013] Testing has shown that in very cold temperature conditions,
fluid in external fluid lines can thicken and become difficult to
pump. Also, the use of two separate solenoids is not the most cost
effective way of controlling fluid flow to a valve.
[0014] A need, therefore, exists for an improved solenoid system
for controlling hydraulic fluid flow to an engine temperature
control valve.
SUMMARY OF THE INVENTION
[0015] A solenoid assembly is disclosed for controlling flow of
hydraulic fluid from an engine to an electronic engine temperature
control valve. The solenoid assembly includes a housing for
mounting to an engine. The housing includes first and second fluid
channels that are formed in the housing and spaced apart from one
another. The first fluid channel is adapted to communicate with a
high pressure internal supply flow path formed in the engine. The
second fluid channel adapted to communicate with a low pressure
internal return flow path formed in the engine and is in fluid
communication with a hydraulic fluid reservoir. The first and
second fluid channels communicate with an internal cavity formed in
the housing.
[0016] A fluid outlet port is formed on the housing and is designed
to be connected to an external fluid line for supplying fluid to an
electronic engine temperature control valve.
[0017] A three-way solenoid valve is removably engaged with the
housing. The solenoid valve has a shaft that includes at least
three ports. A first port which is located within the housing and
in fluid communication with the first fluid channel. A second port
is located within the housing and is in fluid communication with
the second fluid channel. A third port is located within the
housing and is in fluid communication with the fluid outlet port.
The solenoid valve is adapted to receive electrical signals for
controlling flow through the ports.
[0018] The foregoing and other features and advantages of the
present invention will become more apparent in light of the
following detailed description of the preferred embodiments
thereof, as illustrated in the accompanying figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] For the purpose of illustrating the invention, there is
shown in the drawings a form which is presently preferred; it being
understood, however, that this invention is not limited to the
precise arrangements and instrumentalities shown.
[0020] FIG. 1 is schematic isometric view of an internal combustion
engine incorporating a hydraulic fluid injection system according
to the prior art.
[0021] FIG. 2 is a partial sectional view of the hydraulic fluid
injection system in FIG. 1.
[0022] FIG. 3 is a schematic view of an internal combustion engine
incorporating a solenoid assembly according to the present
invention.
[0023] FIG. 4 is a cross-sectional view of one embodiment of an
electronic engine temperature control valve for use with the
present invention.
[0024] FIG. 5 is a cross-sectional view of an alternate embodiment
of an electronic engine temperature control valve for use with the
present invention.
[0025] FIG. 6 is a partial cross-sectional view of a solenoid
assembly according to the present invention.
[0026] FIG. 7 is a schematic view of an internal combustion engine
incorporating an alternate configuration of the solenoid assembly
according to the present invention.
[0027] FIG. 8 is a partial cross-sectional view of an alternate
solenoid assembly shown in FIG. 7.
[0028] FIG. 9 is a cross-sectional view of the housing illustrating
the location of the solenoid ports with respect to the fluid
channels.
[0029] FIG. 10 is a chart illustrating the variation in pressure
depending on the applied current for one preferred valve.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0030] While the invention will be described in connection with one
or more preferred embodiments, it will be understood that it is not
intended to limit the invention to any particular embodiment. On
the contrary, it is intended to cover all alternatives,
modifications and equivalents as may be included within the spirit
and scope of the invention as defined by the appended claims.
[0031] For the sake of brevity, when discussing the flow of
temperature control fluid in the engine, it should be understood
that the fluid flows through water jackets formed within the
engine. For example, when discussing the flow of temperature
control fluid through an engine block, it should be understood that
the fluid is flowing through a water jacket of the engine
block.
[0032] FIG. 3 illustrates a schematic front view of an internal
combustion engine generally designated with numeral 10. The
internal combustion engine 10 includes a radiator (not shown)
mounted adjacent to an engine block/head combination (referred to
herein as "the engine"). The radiator is fluidly connected to the
engine through two hoses. An inlet hose 12 channels temperature
control fluid from the engine to an inlet on the radiator in a
conventional manner. An outlet hose 14 channels temperature control
fluid from the radiator to the engine.
[0033] An electronic engine temperature control valve 16
(hereinafter "EETC valve") is shown mounted to the internal
combustion engine, but could also be separate from it. The EETC
valve 16 is connected to either the inlet hose 12 or the outlet
hose 14 and controls flow of temperature control fluid through the
hose. In the illustrated embodiment, the EETC valve 16 is mounted
to the inlet hose 12 and controls flow of temperature control fluid
from the engine 10 to the radiator. Various embodiments of the EETC
valve 16 are described in detail in U.S. Pat. Nos. 5,467,745,
5,669,335, 5,507,251 and 5,657,722, all of which are incorporated
herein by reference in their entirety. A further embodiment of the
EETC valve is disclosed in co-pending patent application Ser. No.
09/436,267, entitled "Pressure Opening Fail Safe Valve for an
Electronic Temperature Control System", filed Nov. 8, 1999
(Attorney Docket No. 8668-36). This application is also
incorporated herein by reference in its entirety. The operation of
the EETC valve and the electronic engine temperature control system
are described in detail in the above-referenced patents and
application. No further discussion is, therefore needed.
[0034] Attached to the lower portion of the engine 10 is an oil pan
18 which provides a reservoir for hydraulic engine lubricating oil.
An oil pump (not shown) is located within the oil pan 18 or
attached to the engine block and operates to direct hydraulic
lubricating oil to the various members being driven within the
engine.
[0035] A cross-sectional view of one embodiment of the EETC valve
16 for use with the present invention is shown in FIG. 4. The EETC
valve 16 controls flow to/or from the engine by movement of a
slidable piston 20 within a valve housing 22. The piston 20
includes a pressure head 24 and a sealing head 26. A spring 28 is
disposed about the piston 20 and biases the piston in a prescribed
direction. In the illustrated embodiment, the EETC valve 16 is a
pressure opening valve. The spring biases the piston 20 such that
the sealing head 24 sits against a seat 30 when the valve is not
pressurized. A diaphragm 32 is preferably located between the
pressure head 24 and an end of the housing 22. The diaphragm 32 is
attached to the housing so as to form a sealed chamber 34 between
the housing 22 and the pressure head 24.
[0036] Referring now to FIGS. 6 and 9, a fluid line 36 is connected
to the housing 22 and is in fluid communication with the chamber
34. The fluid line 36 is operative for directing a pressurized
medium into and out of the chamber 34 for increasing and
decreasing, respectively, the pressure within the chamber. The
increase in pressure is designed to displace the diaphragm 32 and
pressure head 24, thereby translating the piston 20 within the
housing 22. The translation of the piston caused by an increase in
pressure results in compression of the spring 28. Concomitantly
with the compression of the spring 28, the sealing head 26 unseats
(shown in phantom).
[0037] FIG. 5 illustrates an alternate EETC valve 16' which is a
pressure closing valve (i.e., pressure is supplied to the valve to
close it). The components of this embodiment are similar to the
components discussed above with respect to FIG. 4. However, the
sealing head 26 seats against an internal sealing surface 38 when
the valve is pressurized. The spring 28 biases the sealing head 26
away for the sealing surface 38. Pressurized fluid is supplied
along the fluid line 36 to the chamber 34 to translate the piston
20 (and, thus, the sealing head 26) toward the sealing surface
38.
[0038] Referring back to FIGS. 6 and 9, a three-way solenoid
assembly 40 is shown for controlling flow of pressurized fluid
along the fluid line 26. The solenoid assembly 40 includes a
housing 42 which is attached to the engine, preferably on the block
adjacent to the oil gallery, as shown schematically in FIG. 3. A
solenoid valve 44 is attached to the housing 42 in any conventional
way known to those skilled in the art. Preferably the solenoid
valve 44 is bolted or threaded into the housing 42 so that the
valve 44 can be readily removed if needed. The housing 42 includes
a first fluid channel 46 and second fluid channel 48. The fluid
channels 46, 48 are spaced apart from one another and communicate
with an interior cavity within the housing 42.
[0039] When attached to the engine, the first fluid channel 46 is
in fluid communication with a first internal flow path 50 formed in
the engine wall. The first internal flow path 50 preferably
connects to a source of pressurized oil, such as the oil pump in
the oil pan or, more preferably, the oil gallery within the engine.
An O-ring seal 52 prevents leakage of hydraulic fluid between the
first fluid channel 46 and the first internal flow path 50.
[0040] The second fluid channel 48 is in fluid communication with a
second internal flow path 54 formed in the engine wall. The second
internal flow path 54 preferably extends through the wall to a
drainage location, such as the oil pan. Again, an O-ring seal 56 is
used to prevent leakage of hydraulic fluid between the second fluid
channel 48 and the second internal flow path 54.
[0041] The solenoid valve 44 includes a shaft 58 with first, second
and third fluid ports 60, 62, 63. The first and second ports 60, 62
communicate with the first and second fluid channels 46, 48,
respectively. The third fluid port 63 communicates with a fluid
outlet port 65 which extends through the housing and communicates
with the fluid line 36. The solenoid valve 44 controls flow from
the first and second ports 60, 62 to the third port 63 and, thus,
to the fluid line 36. An electrical line 64 connects the solenoid
valve 44 with a control unit (not shown). Electrical command
signals are sent along the electrical line 64 to control the
valving of the ports such that high pressure fluid is either
supplied from the solenoid assembly 40 along the fluid line 36 to
the EETC valve 14, or returned to the solenoid assembly 40 from the
EETC valve 16 along the fluid line 36.
[0042] The solenoid valve 44 includes two operating positions. In
its first operating position, the valve 44 permits flow to be
channeled from the first port 60 through the port housing 58 to the
third port 63. An internally mounted valve member (not shown)
inhibits flow through the second port 62 In the second operating
position, the internal valve member inhibits flow into or out of
the first port 63, but permits fluid to flow from the third port 63
through the port housing 58 and out of the second port 62.
[0043] Although not shown, the solenoid valve 44 includes an
internal spring which is configured to bias the valve into its
second operating position so that, when no electrical current is
sent to the valve 44, fluid flow is permitted to flow from fluid
line 36 to the second fluid channel 48.
[0044] One suitable 3-way solenoid valve for use in the present
invention is manufactured by Hydraulik Ring, a division of Siemens
Automotive Group. The valve is referred to as a "Directly
Controlled 3/2 Flow Proportional Valve". A "Proportional Pressure
Reducing Valve" sold by Hydraulik Ring could also be used in the
present invention. These valves are capable of handling the
operating temperatures and pressures that exist in the current EETC
system (i.e., from -40.degree. C. to 130.degree. C.). This latter
valve requires the application of a current of approximately 1.5
amps or more to open. However, because of the design configuration
of the valve, once the valve is open (i.e., placed in its first
operating position or state, the applied current can be reduced to
approximately 0.5 amps and still produce sufficient pressure (i.e.,
greater than 2 bar) to maintain the valve in its first position. As
such, power consumption is reduced using the preferred proportional
valve. (FIG. 10 is a chart illustrating the variation in pressure
for the preferred valve based on the applied current.)
[0045] An alternate embodiment of the invention is shown in FIGS. 7
and 8. In this embodiment, the first fluid path 50 is not connected
to a channel formed in the wall but, instead, connected to the
engine via a flow line 80.
[0046] It is also anticipated, although not preferred, that the
solenoid assembly could be mounted directly to the EETC valve.
[0047] The present hydraulic fluid injection system provides a
simple and light weight design for supplying pressurized fluid to
an EETC valve. By mounting the solenoid directly to the engine, the
number of external supply lines are greatly reduced. Also, by using
a 3-way solenoid valve, only one supply line is needed to supply
the pressurized fluid to the EETC valve, thereby reducing the
number of components in the system and minimizing leakage
locations.
[0048] Although the invention has been described and illustrated
with respect to the exemplary embodiments thereof, it should be
understood by those skilled in the art that the foregoing and
various other changes, omissions and additions may be made therein
and thereto, without parting from the spirit and scope of the
present invention.
* * * * *