U.S. patent application number 17/184886 was filed with the patent office on 2022-08-25 for heating oil for enhanced active thermal coolant system.
The applicant listed for this patent is GM Global Technology Operations LLC. Invention is credited to Robert Gallon, Eugene V. Gonze, Bryan K. Pryor, Sergio Quelhas, Andrew A. Raftopoulos, Michael A. Smith.
Application Number | 20220268197 17/184886 |
Document ID | / |
Family ID | 1000006519839 |
Filed Date | 2022-08-25 |
United States Patent
Application |
20220268197 |
Kind Code |
A1 |
Smith; Michael A. ; et
al. |
August 25, 2022 |
HEATING OIL FOR ENHANCED ACTIVE THERMAL COOLANT SYSTEM
Abstract
A method for thermal management of a motor vehicle engine
includes one or more of the following: determining a current lube
oil temperature; determining a lube oil temperature for optimal
friction; turning on piston cooling jets based on the current lube
oil temperature and the lube oil temperature for optimal friction;
and turning off the piston cooling jets.
Inventors: |
Smith; Michael A.;
(Clarkston, MI) ; Gallon; Robert; (Northville,
MI) ; Raftopoulos; Andrew A.; (Auburn Hills, MI)
; Gonze; Eugene V.; (Pinckney, MI) ; Pryor; Bryan
K.; (Clarkston, MI) ; Quelhas; Sergio; (Ann
Arbor, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM Global Technology Operations LLC |
Detroit |
MI |
US |
|
|
Family ID: |
1000006519839 |
Appl. No.: |
17/184886 |
Filed: |
February 25, 2021 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F01P 2025/40 20130101;
F01M 11/0004 20130101; F01P 2003/006 20130101; F01P 3/06
20130101 |
International
Class: |
F01P 3/06 20060101
F01P003/06; F01M 11/00 20060101 F01M011/00 |
Claims
1. A method for thermal management of a motor vehicle engine, the
method comprising: determining a current lube oil temperature;
determining a lube oil temperature for achieving a threshold
friction; turning on piston cooling jets based on the current lube
oil temperature and the lube oil temperature for achieving the
threshold friction; turning off the piston cooling jets; deciding
if a target lube oil temperature is achieved after the piston
cooling jets are turned on; deciding if piston heat rejection for
knock suppression is utilized when the target lube oil temperature
is achieved, wherein if a piston heat rejection for knock
suppression is not utilized, the piston cooling jet are turned off;
and deciding if a demanded total lube flow is greater than a
current lube flow when the target lube oil temperature is not
achieved when the piston heat rejection for knock suppression is
utilized.
2. The method of claim 1 further comprising deciding if the current
lube oil temperature is lower than a threshold temperature, wherein
if the current lube oil temperature is not lower than the threshold
temperature, the piston cooling jets are turned off.
3.-6. (canceled)
7. The method of claim 1, wherein if the demanded total lube flow
is not greater than the current lube flow, the piston cooling jets
are turned on.
8. The method of claim 1 further comprising deciding if a lube oil
pump is operating at maximum capacity when the demanded total lube
flow is greater than the current lube flow.
9. The method of claim 8, wherein if the lube oil pump is not
operating at maximum capacity, the piston cooling jets are turned
on.
10. The method of claim 8, wherein if the lube oil pump is
operating at maximum capacity, the piston cooling jets are turned
off.
11. The method of claim 1, wherein the piston cooling jets provide
knock mitigation by operating the piston cooling jets above a
target temperature for knock suppression.
12. The method of claim 11, wherein the piston cooling jets cool
the lube oil with active control of the thermal management system
with active cooling of the lube oil to a sump to achieve a target
lube oil sump temperature.
13. A method for thermal management of a motor vehicle engine, the
method comprising: determining a current lube oil temperature;
determining a lube oil temperature for achieving a threshold
friction; turning on piston cooling jets based on the current lube
oil temperature and the lube oil temperature for achieving the
threshold friction; turning off the piston cooling jets; deciding
if the current lube oil temperature is lower than a threshold
temperature, wherein if the current lube oil temperature is not
lower than the threshold temperature, the piston cooling jets are
turned off; deciding if a target lube oil temperature is achieved
after the piston cooling jets are turned on; deciding if piston
heat rejection for knock suppression is utilized when the target
lube oil temperature is achieved, wherein if a piston heat
rejection for knock suppression is not utilized, the piston cooling
jet are turned off; and deciding if a demanded total lube flow is
greater than a current lube flow when the target lube oil
temperature is not achieved of when the piston heat rejection for
knock suppression is utilized
14.-16. (canceled)
17. The method of claim 13, wherein if the demanded total lube flow
is not greater than the current lube flow, the piston cooling jets
are turned on.
18. The method of claim 13 further comprising deciding if a lube
oil pump is operating at maximum capacity when the demanded total
lube flow is greater than the current lube flow.
19. A method for thermal management of a motor vehicle engine, the
method comprising: determining a current lube oil temperature;
determining a lube oil temperature for achieving a threshold
friction; turning on piston cooling jets based on the current lube
oil temperature and the lube oil temperature for achieving the
threshold friction; turning off the piston cooling jets; deciding
if the current lube oil temperature is lower than a threshold
temperature, wherein if the current lube oil temperature is not
lower than the threshold temperature, the piston cooling jets are
turned off; deciding if a target lube oil temperature is achieved
after the piston cooling jets are turned on; deciding if piston
heat rejection for knock suppression is utilized when the target
lube oil temperature is achieved, wherein if a piston heat
rejection for knock suppression is not utilized, the piston cooling
jet are turned off; deciding if a demanded total lube flow is
greater than a current lube flow when the target lube oil
temperature is not achieved of when the piston heat rejection for
knock suppression is utilized, wherein if the demanded total lube
flow is not greater than the current lube flow, the piston cooling
jets are turned on; and deciding if a lube oil pump is operating at
maximum capacity when the demanded total lube flow is greater than
the current lube flow.
20. The method of claim 19, wherein if the lube oil pump is not
operating at maximum capacity, the piston cooling jets are turned
on, and wherein if the lube oil pump is operating at maximum
capacity, the piston cooling jets are turned off.
Description
INTRODUCTION
[0001] The present disclosure relates to a coolant system for motor
vehicles. More particularly, the present disclosure relates to
utilizing heated lube oil for enhanced cooling.
[0002] A typical motor vehicle utilizes an internal combustion
engine for power generation. The internal combustion engine is
coupled to a coolant system to maintain the optimal operating
temperature of the engine. Specifically, cooled coolant is
transmitted from a radiator to an engine block and cylinder heads,
while heated coolant is transmitted back to the radiator.
[0003] While current coolant systems achieve their intended
purpose, there is a need for a new and improved system and method
for a coolant system that optimizes friction in the engine and
control of particular emissions.
SUMMARY
[0004] According to several aspects, a method for thermal
management of a motor vehicle engine includes one or more of the
following: determining a current lube oil temperature; determining
a lube oil temperature for optimal friction; turning on piston
cooling jets based on the current lube oil temperature and the lube
oil temperature for optimal friction; and turning off the piston
cooling jets.
[0005] In an additional aspect of the present disclosure, the
method further includes deciding if the current lube oil
temperature is lower than an optimal temperature, wherein if the
current lube oil temperature is not lower than the optimal
temperature, the piston cooling jets are turned off.
[0006] In another aspect of the present disclosure, the method
further includes deciding if a piston temperature is above a PM
generation threshold when the current lube oil temperature is lower
than the optimal temperature, wherein if the piston temperature is
not above the PM generation threshold, the piston cooling jets are
turned off.
[0007] In another aspect of the present disclosure, the method
further includes deciding if a target lube oil temperature is
achieved after the piston cooling jets are turned on.
[0008] In another aspect of the present disclosure, the method
further includes deciding if piston heat rejection for knock
suppression is utilized when the target lube oil temperature is
achieved, wherein if a piston heat rejection for knock suppression
is not utilized, the piston cooling jet are turned off.
[0009] In another aspect of the present disclosure, the method
further includes deciding if a demanded total lube flow is greater
than a current lube flow when the target lube oil temperature is
not achieved of when the piston heat rejection for knock
suppression is utilized.
[0010] In another aspect of the present disclosure, if the demanded
total lube flow is not greater than the current lube flow, the
piston cooling jets are turned on.
[0011] In another aspect of the present disclosure, the method
further includes deciding if a lube oil pump is operating at
maximum capacity when the demanded total lube flow is greater than
the current lube flow.
[0012] In another aspect of the present disclosure, if the lube oil
pump is not operating at maximum capacity, the piston cooling jets
are turned on.
[0013] In another aspect of the present disclosure, if the lube oil
pump is operating at maximum capacity, the piston cooling jets are
turned off.
[0014] In another aspect of the present disclosure, the piston
cooling jets provide knock mitigation by operating the piston
cooling jets above a target temperature for knock suppression.
[0015] In another aspect of the present disclosure, the piston
cooling jets cool the lube oil with active control of the thermal
management system with active cooling of the lube oil to a sump to
achieve a target lube oil sump temperature.
[0016] According to several aspects, a method for thermal
management of a motor vehicle engine includes one or more of the
following: determining a current lube oil temperature; determining
a lube oil temperature for optimal friction; turning on piston
cooling jets based on the current lube oil temperature and the lube
oil temperature for optimal friction; turning off the piston
cooling jets; deciding if the current lube oil temperature is lower
than an optimal temperature, wherein if the current lube oil
temperature is not lower than the optimal temperature, the piston
cooling jets are turned off; and deciding if a piston temperature
is above a PM generation threshold when the current lube oil
temperature is lower than the optimal temperature, wherein if the
piston temperature is not above the PM generation threshold, the
piston cooling jets are turned off.
[0017] In another aspect of the present disclosure, the method
further includes deciding if a target lube oil temperature is
achieved after the piston cooling jets are turned on.
[0018] In another aspect of the present disclosure, the method
further includes deciding if piston heat rejection for knock
suppression is utilized when the target lube oil temperature is
achieved, wherein if a piston heat rejection for knock suppression
is not utilized, the piston cooling jet are turned off.
[0019] In another aspect of the present disclosure, the method
further includes deciding if a demanded total lube flow is greater
than a current lube flow when the target lube oil temperature is
not achieved of when the piston heat rejection for knock
suppression is utilized.
[0020] In another aspect of the present disclosure, if the demanded
total lube flow is not greater than the current lube flow, the
piston cooling jets are turned on.
[0021] In another aspect of the present disclosure, the method
further includes deciding if a lube oil pump is operating at
maximum capacity when the demanded total lube flow is greater than
the current lube flow.
[0022] In another aspect of the present disclosure, if the lube oil
pump is not operating at maximum capacity, the piston cooling jets
are turned on.
[0023] In another aspect of the present disclosure, if the lube oil
pump is operating at maximum capacity, the piston cooling jets are
turned off.
[0024] According to several aspects, a method for thermal
management of a motor vehicle engine includes one or more of the
following: determining a current lube oil temperature; determining
a lube oil temperature for optimal friction; turning on piston
cooling jets based on the current lube oil temperature and the lube
oil temperature for optimal friction; turning off the piston
cooling jets; deciding if the current lube oil temperature is lower
than an optimal temperature, wherein if the current lube oil
temperature is not lower than the optimal temperature, the piston
cooling jets are turned off; deciding if a piston temperature is
above a PM generation threshold when the current lube oil
temperature is lower than the optimal temperature, wherein if the
piston temperature is not above the PM generation threshold, the
piston cooling jets are turned off; deciding if a target lube oil
temperature is achieved after the piston cooling jets are turned
on; deciding if piston heat rejection for knock suppression is
utilized when the target lube oil temperature is achieved, wherein
if a piston heat rejection for knock suppression is not utilized,
the piston cooling jet are turned off; deciding if a demanded total
lube flow is greater than a current lube flow when the target lube
oil temperature is not achieved of when the piston heat rejection
for knock suppression is utilized, wherein if the demanded total
lube flow is not greater than the current lube flow, the piston
cooling jets are turned on; and deciding if a lube oil pump is
operating at maximum capacity when the demanded total lube flow is
greater than the current lube flow.
[0025] In another aspect of the present disclosure, if the lube oil
pump is not operating at maximum capacity, the piston cooling jets
are turned on, and wherein if the lube oil pump is operating at
maximum capacity, the piston cooling jets are turned off.
[0026] Further areas of applicability will become apparent from the
description provided herein. It should be understood that the
description and specific examples are intended for purposes of
illustration only and are not intended to limit the scope of the
present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The drawings described herein are for illustration purposes
only and are not intended to limit the scope of the present
disclosure in any way.
[0028] FIG. 1 is a schematic diagram of a coolant system for a
motor vehicle according to an exemplary embodiment; and
[0029] FIG. 2 is a diagram of a process for operating the coolant
system shown in FIG. 1 according to an exemplary embodiment.
DETAILED DESCRIPTION
[0030] The following description is merely exemplary in nature and
is not intended to limit the present disclosure, application, or
uses.
[0031] Referring to FIG. 1, there is shown a coolant system 10 for
a motor vehicle. The coolant system 10 is under the control of an
electronic control module (ECM). The coolant system 10 includes a
radiator 76, a condenser 78 and a second pass radiator 82. Air
intake into the coolant system 10 occurs through upper aero
shutters 80, lower aero shutters 84 and rear air dam shutters 86.
The heated fluid in the coolant system 10 is indicated by the
double dot, dashed lines and the dot, dashed lines. The cooled
fluid is indicated by the small dashed lines and the large dashed
lines. A surge tank with a surge tank dual pressure sensor 53 is in
fluid communication with the radiator 76 through a check valve
74.
[0032] During the operation of the coolant system 10, cooled
coolant fluid 63 is transmitted to a mechanical pump 19, which in
turn pumps cooled coolant fluid 59 to an engine block 96, a set of
cylinder heads 92, a turbine 72 and a turbo charger 94, which
includes an independent exhaust manifold 95. Note that FIG. 1 shows
a set of four cylinders in the engine block 96 and corresponding
piston heads 92. In various arrangements, there are as few as two
cylinders and corresponding cylinder heads, while in other
arrangements there are greater than four cylinders and
corresponding cylinder heads. In some arrangements, the engine
block 96 includes a block heater 70, for example, for cold weather
operation.
[0033] Heated coolant fluid 61 from the engine block 96 is
transmitted to a main rotary valve 33; heated coolant fluid 60 is
transmitted from the turbo charger 94 to the main rotary valve 33;
and heat coolant fluid 62 is transmitted from the cylinder heads 92
to the main rotary valve 33.
[0034] Heated coolant fluid is transmitted directly to the radiator
76 and to a heat exchanger 102. An auxiliary coolant pump 18 pumps
the heated coolant fluid 64 to the cooled coolant fluid 63.
[0035] Heated coolant fluid is also transmitted to an oil rotary
valve 34, which also receives fluid 65 from the second pass
radiator 82. Cooled coolant fluid is transmitted from the oil
rotary valve to an engine oil heat exchanger 88 and a transmission
oil heat exchanger 90, which are both in fluid communication with
the heat coolant fluid 64, as indicated by dotted, dashed lines. A
transmission oil temperature sensor 58 monitors the temperature of
the transmission oil as a transmission oil pump 104 pumps
transmission oil through the transmission oil heat exchanger
90.
[0036] The engine oil heat exchanger 88 is in fluid communication
with the cylinder heads 92 through cam phaser intake 30 and a cam
phaser exhaust 31. Engine oil is pump from the engine block 96 with
a continuously variable displacement oil pump 16 to the engine oil
heat exchanger 88. A temperature sensor 56 and a redundant
temperature sensor 57 monitor the temperature of the engine oil
from engine block 96. When desired, a piston cooling jet solenoid
opens to inject cooling jets of oil into the engine block 96.
[0037] In various arrangements, the ECM is a non-generalized,
electronic control device having a preprogrammed digital computer
or processor, memory or non-transitory computer readable medium
used to store data such as control logic, software applications,
instructions, computer code, data, lookup tables, etc., and a
transceiver [or input/output ports]. Computer readable medium
includes any type of medium capable of being accessed by a
computer, such as read only memory (ROM), random access memory
(RAM), a hard disk drive, a compact disc (CD), a digital video disc
(DVD), or any other type of memory. A "non-transitory" computer
readable medium excludes wired, wireless, optical, or other
communication links that transport transitory electrical or other
signals. A non-transitory computer readable medium includes media
where data can be permanently stored and media where data can be
stored and later overwritten, such as a rewritable optical disc or
an erasable memory device. Computer code includes any type of
program code, including source code, object code, and executable
code. The ECM is configured to execute the code or
instructions.
[0038] Referring now to FIG. 2, there is shown a process 110 for
the operation of the coolant system 10. The process 110 beings in a
step 112 and in a step 114 determines the current lube oil
temperature, for example, with the sensor 56. In a step 116, the
process 110 determines the lube oil temperature for optimal
friction.
[0039] In a decision step 118, the process 110 decides if the
current oil temperature is lower than an optimal temperature. If
not, the process 110 turns off the piston cooling jets in a step
138. If so, the process 110 advances to a decision step 120, which
decides if the temperature of the pistons are above a PM generation
threshold. If not, the process 110 turns off the piston cooling
jets in the step 138. If the temperature of the pistons is above a
PM generation threshold, the process 110 turns on the piston
cooling jets in a step 122.
[0040] Next, in a decision step 124, the process 110 decides if a
target lube oil temperature has been achieved. If the target has
not been achieved, the process 110 determines the total flow of the
current lube oil in a step 128. If the target has been achieved,
the process 110 advances to a decision step 126, where the process
110 turns off the piston cooling jets in the step 138 if piston
heat rejection has not been utilized for knock suppression. If
piston heat rejection for knock suppression has been achieved, the
process 110 optimizes cooling of the engine block 96, the cylinder
heads 92 and the turbo charger 94 in a step 130. The process then
advances to the previously described step 128.
[0041] In a step 132, the process 110 determines the total lube
flow demand. The process 110 decides in a step 134 if the demanded
total lube flow is greater than the current lube flow. If not, the
process 110 turns on the piston cooling jets in the step 122. If
the demanded total lube flow is greater than the current lube flow,
the process 110 advances to a decision step 136. In the step 136,
the process 110 decides if the lube oil pump 16 is operating at
maximum capacity. If the oil pump 16 is at maximum capacity, the
process 110 turns off the piston cooling jets in the step 138. If
the oil pump 16 is not at maximum capacity, the process 110 turns
on the piston cooling jets in the step 122.
[0042] A coolant system 10 of the present disclosure offers several
advantages. These include, for example, integration of a piston
cooling jet circuit with on/off controls and linking energy
absorption to a thermal management system for optimal friction
control by controlling the lube oil temperature, while limiting
particulate matter (PM) emissions. The process 110 is able to be
overridden if there is an excess demand for lube oil from the
hydraulic circuit.
[0043] The description of the present disclosure is merely
exemplary in nature and variations that do not depart from the gist
of the present disclosure are intended to be within the scope of
the present disclosure. Such variations are not to be regarded as a
departure from the spirit and scope of the present disclosure.
* * * * *