INTAKE AND CHARGE AIR COOLING SYSTEM

• US 20200131979A1
• Filed: 10/29/2018
• Published: 04/30/2020
• Est. Priority Date: 10/29/2018
• Status: Active Grant

• Current Assignee: FCA US LLC (Stellantis NV)
• Original Assignee: FCA US LLC (Stellantis NV)
• Inventors: Lott, Eric M., El-Jobran, Hussam
• Granted Patent: US 10,830,122 B2
• Time in Patent Office: Days
• CPC Class Codes: F01P 2060/02 Intercooler
• CPC Class Codes: F01P 2060/14 Condenser
• CPC Class Codes: F01P 3/12 Arrangements for cooling other engine or machine parts
• CPC Class Codes: F01P 7/165 characterised by systems with two or more loops
• CPC Class Codes: F01P 9/06 by use of refrigerating apparatus, e.g. of compressor or absorber type
• CPC Class Codes: F02B 29/0412 Multiple heat exchangers arranged in parallel or in series
• CPC Class Codes: F02B 29/0431 Details or means to guide the ambient air to the heat exchanger, e.g. having a fan, flaps, a bypass or a special location in the engine compartment
• CPC Class Codes: F02B 29/0443 Layout of the coolant or refrigerant circuit
• CPC Class Codes: F02B 29/0493 Controlling the air charge temperature
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An air cooling system for a vehicle engine includes an air intake configured to receive intake air for delivery to the engine, a first coolant loop thermally coupled to the air intake to provide cooling to the intake air, and a second coolant loop thermally coupled to the air intake to provide further cooling to the intake air. The first and second coolant loops are separate loops using a common condenser

Claims

1. An air cooling system for a vehicle engine, the system comprising:

an air intake configured to receive intake air for delivery to the engine;

a first coolant loop thermally coupled to the air intake to provide cooling to the intake air; and

a second coolant loop thermally coupled to the air intake to provide further cooling to the intake air;

wherein the first and second coolant loops are separate loops using a common condenser.

2. The system of claim 1, wherein the intake air is compressed charge air received from a turbocharger or a supercharger, and wherein the air intake includes an intercooler configured to cool the compressed charge air;

wherein the first coolant loop thermally is coupled to the intercooler to provide cooling to the compressed charge air; and

wherein the second coolant loop is thermally coupled to the intercooler to provide further cooling to the compressed charge air.

3. The system of claim 2, wherein the intercooler includes a first charge air cooler layer and a second charge air cooler layer, the first and second charge air cooler layers being distinct layers.

4. The system of claim 3, wherein the first coolant loop is thermally coupled to the first charge air cooler layer and the second coolant loop is thermally coupled to the second charge air cooler layer.

5. The system of claim 1, wherein the first and second coolant loops circulate a shared refrigerant.

6. The system of claim 1, wherein the first coolant loop includes a pump to circulate a coolant therethrough.

7. The system of claim 6, wherein the second coolant loop includes a compressor to circulate the coolant therethrough.

8. The system of claim 7, wherein the second coolant loop includes an expansion valve upstream of the intercooler and downstream of a condenser.

9. The system of claim 8, wherein the second coolant loop includes a first internal heat exchanger and a second internal heat exchanger.

10. The system of claim 9, wherein the first internal heat exchanger is disposed upstream of the expansion valve and downstream of the condenser, and the second internal heat exchanger is disposed downstream of the intercooler and upstream of the compressor.

11. The system of claim 2, further comprising a controller in signal communication with a pump configured to circulate coolant through the first coolant loop, and a compressor configured to circulate the coolant through the second coolant loop,

wherein upon receipt of a signal indicating a first measured air charge temperature (ACT) is greater than a target ACT, the controller is configured to turn the pump on.

12. The system of claim 11, wherein upon receipt of a signal indicating a second measured ACT is greater than the target ACT, the controller is configured to turn the compressor on.

13. The system of claim 12, wherein upon receipt of a signal indicating a third measured ACT is greater than the target ACT, the controller is configured to de-rate the vehicle engine.

14. The system of claim 13, wherein upon receipt of a signal indicating the third measured ACT is less than the target ACT, the controller is configured to turn off the compressor, and

wherein upon receipt of a signal indicating the second measured ACT is less than the target ACT, the controller is configured to turn off the pump.