Abstract:
A portable, self-contained apparatus for cooling automotive engine fluid, e.g. engine coolant, includes quick couplers for connection to an automotive engine. The apparatus receives hot engine fluid from the engine, cools the engine fluid, and returns the cooled engine fluid to the engine. A fluid reservoir and one or more heat exchangers aid in the cooling process. Corresponding methods provide similar advantages.

Description:
CROSS-REFERENCE TO RELATED APPLICATION  
       [0001]    The subject matter of this application is related to the subject matter of U.S. Provisional Patent Application No. 60/184,099, filed Feb. 22, 2000, priority to which is claimed under 35 U.S.C. § 119(e) and which is incorporated herein by reference. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The invention relates to cooling systems and methods. More particularly, specific aspects of the invention provide portable cooling systems and methods that quickly reduce the temperature of an automotive engine.  
           [0004]    2. Description of Related Art  
           [0005]    In automotive races sponsored by the NASCAR organization, for example, cars are allowed to run warm-up laps for a specified period of time, e.g. one hour, prior to running qualifying laps. During the warm-up laps, a car runs a series of timed laps. The car is then brought back into the garage area for adjustments, and then sent back out for more laps. This process continues for e.g. one hour or other designated time.  
           [0006]    When the car is brought back in for adjustments, it is important for the race team to cool the engine as fast as possible, so that appropriate adjustments can be made and the car sent back out. The more laps the car can run during the warm-up laps, the better the race team can tune the car for the qualifying laps. To provide the best adjustments, it is best for the car to be sent out each time at approximately the same temperature. Currently, cars of this type are able to cool their engines to 10-20 Fahrenheit degrees above ambient temperature prior to the qualifying laps.  
           [0007]    When the race team runs the qualifying laps, they typically will unhook the fan belts and tape off the grill. This is done so that all possible horsepower is used to give the fastest possible qualifying lap. With fan belts off and the grill taped off, the car has little to no cooling during the qualifying laps themselves. For this additional reason, it is very important for the car to start at the lowest possible temperature.  
           [0008]    One current way to cool race car engines is with a machine that uses ice cubes. As engine coolant is circulated into the machine, ice is added to the coolant reservoir to directly cool the reservoir. Adding ice to the reservoir, however, often causes the reservoir to overflow. A valve is opened and the coolant is allowed to spill out directly onto the garage floor, driveway, or other underlying surface. This spillage presents at least two problems. First, the spilled coolant can be very hot and can flow into areas where crews are working, causing the potential for burns or other serious injuries. Second, race teams often take the temperature of the tires in different locations after the car returns from a warm-up lap. If coolant is being spilled onto the driveway, the car may drive through the coolant, changing the tire temperatures and providing the race team with inaccurate tire temperature information. Note FIG. 1, for example, which shows coolant or other fluid spillage  10  on driveway or other road surface  20 . Car  30  must drive through and/or rest in spillage  10 , potentially creating the above-described problems.  
         SUMMARY OF THE INVENTION  
         [0009]    Aspects of the invention overcome the problems described above, and other problems. Aspects of the invention provide a portable cooling system that reduces the temperature of an engine or other similar device or system. Engine coolant is circulated through one or more heat exchangers and a reservoir. The coolant is pumped or otherwise directed through the engine block via a product pump or equivalent device. One or more of the heat exchangers are e.g. of the “liquid-to-air” type, the “liquid-to-liquid” type, or of both types. Aspects of the invention can be operated manually or automatically, e.g. through a series of electrical controls.  
           [0010]    Aspects of the invention have particular application to vehicles used in the racing sport. An engine block is rapidly cooled, so that adjustments can be made and more warm-up laps run. Aspects of the invention allow initial engine temperature to be quickly and significantly reduced, compared to current cooling systems. Cars can start cooler and run faster throughout the entire qualifying lap, for example, giving the race team a better pole position on race day.  
           [0011]    Other features and advantages according to the invention will become apparent from the remainder of this patent application. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0012]    Embodiments of the invention will be described with reference to the Figures, in which like reference numerals denote like elements, and in which:  
         [0013]    [0013]FIG. 1 shows typical coolant spillage on a driveway for racing automobiles;  
         [0014]    [0014]FIG. 2 is a schematic of a cooling system according to an embodiment of the invention, showing quick couplers connected to an engine for cool-down;  
         [0015]    [0015]FIG. 3 is a schematic showing the FIG. 2 cooling system in which the engine remains connected but “hot” coolant flow has been diverted;  
         [0016]    [0016]FIG. 4 is a schematic showing the FIG. 2 cooling system in which the quick couplers are disconnected from the engine and instead connected together, to allow the coolant reservoir to reach a desired temperature;  
         [0017]    [0017]FIG. 5 is a perspective view of a portable cabinet for housing the FIG. 2 cooling system, according to an embodiment of the invention;  
         [0018]    [0018]FIG. 6 is a different perspective view of the FIG. 5 cabinet;  
         [0019]    [0019]FIG. 7 is a perspective view showing a cooling system according to an embodiment of the invention connected to an automotive engine;  
         [0020]    [0020]FIG. 8 is a schematic showing a cooling system according to an embodiment of the invention;  
         [0021]    [0021]FIG. 9 is a schematic showing a cooling system according to an embodiment of the invention;  
         [0022]    [0022]FIG. 10 is an electrical schematic according to an embodiment of the invention; and  
         [0023]    FIGS.  11 - 14  are data tables reflecting test results according to embodiments of the invention. 
     
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS  
       [0024]    [0024]FIG. 2 shows a cooling system attached to an engine in order to cool it down. Quick couplers connect the system to the engine, using e.g. hoses or similar devices for transporting hot fluids. Engine coolant is a primary fluid contemplated for use according to the invention, but use with one or more additional or alternative fluids, either instead of or simultaneously in addition to coolant, is also contemplated. Other such fluids include, but are not limited to, engine oil, transmission oil, and brake fluid. For simplicity, the term “coolant” will generally be used throughout this description. The invention, however, should not be considered limited to this particular fluid. The flow path shown in FIG. 2 is held until coolant temperature is reduced to a desired level, e.g. about 100° F. according to one particular example.  
         [0025]    More specifically, cooling system  50  is provided for reducing the temperature of engine  60 . Cooling system  50  includes first connection device  70 , e.g. a quick-coupler, quick-disconnect, or the like, for connecting and disconnecting system  50  to/from engine  60 . Similarly, second connection device  80  is of similar construction and is also for connection to and disconnection from engine  60 . Although not shown in FIG. 2, hoses or the like can be used to convey fluid between couplers  70 ,  80  and engine  60 .  
         [0026]    Cooling system  50  includes “hot” coolant path  90 , which extends from coupler  70  and is divided into two portions  100 ,  110 . Thermal bypass valve  120  determines whether coolant flow  123  will proceed along portion  110  to coolant reservoir  125 , or along portion  100  to heat exchanger  130 . FIG. 2 illustrates coolant flow proceeding at  135  along portion  100  to heat exchanger  130 . Flow along portion  110  will be described in more detail with respect to FIGS. 3 and 4.  
         [0027]    Heat exchanger  130  preferably is a liquid-to-air heat exchanger. A fan, e.g. a single fan (described later with respect to FIGS.  5 - 6 ), provides air flow over the cooling fins of heat exchanger  130 . According to particular embodiments of the invention, the total surface area of the cooling fins can be about 100 in 2 , about 500 in 2 , about 750 in 2 , or within ranges bordered by any of these area values as endpoints. Of course, according to particular contemplated uses and environments, other larger or smaller fin areas are also contemplated. Relatively large fin areas provide an advantage, in that substantially more thermal energy is removed from the coolant before it reaches reservoir  125 . This advantage allows higher engine temperatures to be cooled in a shorter period of time. On the other hand, smaller fin areas can reduce the overall size of the structure, fan size, etc.  
         [0028]    The coolant or other engine fluid cooled by heat exchanger  130  proceeds along portion  140  of hot coolant path  90  to reservoir  125 . Portion  140  is also called a “hot” fluid return tube. Reservoir  125  contains a desired amount of engine coolant  150  or other fluid. As shown, hot fluid return tube  140  enters reservoir  125  at an upper portion thereof, keeping the warmest fluid at the upper level of reservoir  125  and minimizing the mixture of hot and cold fluid. Additionally, the distal end of return tube  140  includes portion  160  extending at an upward angle, e.g. at a 90 degree bend, to direct fluid flow toward the very top of reservoir  125 . This configuration also helps to minimize undesirable mixing of hot and cold fluid, allowing system  50  to pump the greatest amount of cold fluid to engine  60  and thereby decreasing engine cool-down time.  
         [0029]    Reservoir  125  can be of any desired size, depending on the size of other components in system  50 , the reasonable time available to cool down engine  60  and allow system  50  subsequently to recover, etc. For example, reservoir  125  can have a capacity of about 20 gallons, about 19 gallons, about 4 gallons, a number of gallons generally equal to the coolant (or other fluid) capacity of engine  60 , etc. An advantage of a smaller capacity is that the system heat exchanger(s) need work on a smaller amount of fluid, decreasing the recovery time of system  50  (though increasing the time needed for engine  60  to cool down). An advantage of a larger capacity, on the other hand, is the ability to hold a relatively large amount of reduced-temperature coolant in reserve, so that engine cool-down time is decreased (though recovery time increases). According to one embodiment, a relatively large-capacity reservoir (e.g. about 19 gallons) can be provided so that the option exists to use a relatively large amount of fluid, but smaller amounts (e.g. about 4 gallons) of fluid can actually be used in the large-capacity reservoir and/or the remainder of system  50 . Reservoir  125  or its housing also includes or supports coolant fill tube  170  and breather  180 , visible in each of FIGS.  2 - 6 .  
         [0030]    System  50  also includes “cold” coolant path  200  for routing coolant or other engine fluid from reservoir  125  back toward engine  60 . Cold coolant path  200  includes outlet  205 , which is at the lower end of reservoir  125  to draw the coldest fluid. Coolant pump  210  pumps the fluid throughout system  50 . Although coolant pump  210  is illustrated immediately downstream of reservoir  125  in FIG. 2, it can be positioned at virtually any point internal to system  50 . Of course, external pumping mechanisms are also contemplated, e.g. a water pump associated with engine  60 . Pump  210  can be of a size or rating chosen to work well with the other components of system  50 . According to one example, pump  210  can be rated at 5 gpm, although other ratings are contemplated.  
         [0031]    Cold coolant path  200  also includes liquid-to-liquid heat exchanger  220 , for additionally decreasing the temperature of coolant  150  as it returns to engine  60 . Liquid chiller assembly  230  is operably coupled with heat exchanger  220  and can include an A/C unit with a refrigeration condenser and other components. Chiller assembly  230  delivers chilled refrigerant to heat exchanger  220  by line  240  and receives recirculated, warmed refrigerant by line  250 . Refrigerant in line  240  can be as cold as possible without freezing the fluid within system  50 , e.g. about 35° F., about 40° F., or any other desired temperature. Of course, warmer or colder refrigerant temperatures are also contemplated. Chiller assembly  230  preferably includes a hot gas bypass valve to provide safety against freezing.  
         [0032]    The size/capacity of chiller assembly  230  can vary, depending on the size of reservoir  125 , the length of time reasonably available to cool down engine  60  or allow system  50  subsequently to recover, and/or other factors. A “three ton” unit, i.e. rated at 36,000 BTU/hr, is one example of refrigeration condenser that can be used. Other condensers, e.g. 5500 BTU/hr, are also contemplated. The size of liquid-to-liquid heat exchanger  220  can be matched or correlated to the size of chiller assembly  230  for most efficient operation, avoidance of cavitation, etc.  
         [0033]    From heat exchanger  220 , flow continues at  260  to quick coupler  80  and then to engine  60 . Fluid pressure gauge  270  and temperature gauge  280  are illustrated for monitoring pressure and temperature parameters within system  50 . Of course, these or other parameters can be measured with additional or alternative gauges or other measuring devices, placed at any desired portion of system  50  as appropriate.  
         [0034]    In operation, still with reference to FIG. 2, an automobile enters the garage or other vicinity of system  50 , with its engine in a “hot” condition. Hoses or other mechanisms are used to connect engine  60  to couplers  70 ,  80 . Cold coolant from reservoir  125  is pumped into the automobile&#39;s cooling system. As coolant passes through engine  60 , hot coolant is pumped into system  50  via coupler  70 . As the hot coolant enters, thermal bypass valve  120  is automatically set to direct the coolant to liquid-to-air heat exchanger  130 . Heat exchanger  130  removes heat from the coolant before sending it to reservoir  125  via tube  140 . Heat exchanger  130  drastically reduces the temperature of the coolant returning to reservoir  125 , minimizing the overall temperature in reservoir  125 , reducing total engine cool-down time, and providing other advantages. Thermal bypass valve  120  maintains the flow path illustrated in FIG. 2 until incoming coolant (and thus engine  60 ) reaches a desired temperature, e.g. about 100° F., about 110° F., or other desired temperature, preferably close to the ambient temperature. Then, thermal bypass valve  120  automatically begins to direct coolant along cold fluid return portion  110  of fluid path  90 , as illustrated at  290  in FIG. 3, into reservoir  150  at outlet  293 . Simultaneously, or ultimately, bypass valve  120  shuts off flow to heat exchanger  130 .  
         [0035]    During the mode depicted in FIG. 3, system  50  remains connected to engine  60  for cool-down. Thermal bypass valve  120  automatically shifts to the position that directs coolant directly back to reservoir  125  via path  110 . Bypassing heat exchanger  130  is advantageous because as incoming coolant from engine  60  reaches the ambient temperature, the ambient air directed across the cooling fins of heat exchanger  130  would begin to add the ambient temperature back to the coolant. In other words, heat exchanger  130  would serve to heat the coolant within system  50  instead of cooling it. Therefore, it is more efficient to direct the coolant away from heat exchanger  130  and directly to reservoir  125 .  
         [0036]    Once engine  60  reaches a desired temperature, quick couplers  70 ,  80  and/or their associated hoses are disconnected from engine  60  and are instead connected together, as depicted at  295  in FIG. 4. The connection between couplers  70 ,  80  can be manual, e.g. by physically disconnecting hose ends from engine  60  and connecting them together, or automatic, e.g. by a valve arrangement that automatically connects couplers  70 ,  80  when hoses are disconnected from them or at another suitable time. Once the connection is established, the “recovery” mode of system  50  begins.  
         [0037]    During the recovery mode, system  50  reduces the temperature of the coolant within system  50  to a desired starting temperature, without engine  60  being connected. The starting temperature can be as close to freezing as possible without causing components of system  50  to freeze up. Typically, a desired temperature range for the coolant within system  50  at the end of the recovery mode is between about 40° F. to about 60° F., although other temperatures, e.g. about 35° F., about 65° F., or any other desired temperature, are contemplated as well. Decreasing coolant temperature to this level provides maximum cooling effect, significantly reducing the amount of time needed to cool engine  60  to a desired temperature.  
         [0038]    As shown in FIG. 4, coolant flows from reservoir  125  through pump  210  and then through liquid-to-liquid heat exchanger  220 . From there, the coolant passes through quick couplers  70 ,  80 , thermal bypass valve  120 , and then back to reservoir  125  via path  290 . If coolant remaining in system  50  during the recovery mode is at a temperature above e.g. about 100° F. or other temperature close to ambient, thermal bypass valve  120  can alternatively route coolant to liquid-to-air heat exchanger  130 , as in FIG. 2.  
         [0039]    FIGS.  5 - 6  are perspective views showing a portable cabinet design according to an embodiment of the invention. Cabinet  300  includes wheels  310  for supporting and moving cabinet  300  to a desired location, e.g. to a pit area, garage or other vicinity of an automotive engine. Cabinet  300  defines or otherwise provides inlet port  320  and outlet port  330 , which can be the same as or connected to quick disconnects  70 ,  80 . Fan  340 , preferably a single fan, blows a desired amount of ambient air across the fins of liquid-to-air heat exchanger  130 , a portion of which is illustrated in FIG. 6. FIG. 5 illustrates a portion of chiller  230 , e.g. an A/C condenser portion. Electrical power plug  350  is also provided, for connecting cabinet  300  and its components to a generator or other appropriate supply of electrical power, e.g. standard 110V or 220V alternating current, one or more batteries, etc. In the case of battery power, one or more batteries can be placed within or otherwise associated with cabinet  300 , e.g. to enhance portability, with or without the use of plug  350 .  
         [0040]    [0040]FIG. 7 shows cabinet  300  in use, connected by hoses  360  to engine  370  of automobile  380 . Because system  50  is free of ice, unlike prior-art cooling devices, operation and maintenance of system  50  is much simpler. Additionally, substantial spillage of coolant or other fluid can be generally eliminated, avoiding the disadvantages noted above.  
         [0041]    [0041]FIG. 8 shows an additional embodiment according to the invention. Various components of FIG. 8 have been previously described and will not be described again, to simplify the disclosure. Reservoir  125  of system  400  includes sight gauge  410 , for visually indicating the level  420  of fluid within reservoir  125 . Coolant control valve  430 , illustrated as a manual valve, directs coolant to reservoir  125  either directly, as at  435 , or via liquid-to-liquid heat exchanger  220 . Automatic operation of valve  430  is also contemplated. FIG. 8 also illustrates that liquid-to-liquid heat exchanger  220  can be disposed upstream of reservoir  125  instead of downstream, and/or that liquid-to-air heat exchanger  130  can be eliminated if desired. Other features of the FIG. 8 embodiment are substantially as described above.  
         [0042]    The FIG. 9 embodiment illustrates cooling system  440 , which includes manual or automatic control valve  450  for routing return fluid either directly to quick coupler  80 , or back to liquid-to-liquid exchanger  220 . Valve  450  thus provides a connection akin to that depicted at  295  in FIG. 4.  
         [0043]    [0043]FIG. 10 shows an electrical schematic according to the invention. Of course, electrical and mechanical arrangements other than those described herein are contemplated and will be apparent to those of ordinary skill without departing from the scope of the invention.  
         [0044]    FIGS.  11 - 14  are data tables showing test results according to embodiments of the invention. Initial engine temperatures in FIGS.  12 - 14  are indicated at minute “start”. Recovery time begins at the minute mark for which system “disconnect” is noted. According to preferred embodiments of the invention, engine cool-down to a desired temperature can occur in about 5 to about 10 minutes, more particularly in about 7 to about 9 minutes, still more particularly in about 5, about 6, about 7, about 8, about 9 or about 10 minutes, any of the times listed in the data tables, rounded to nearest integer, or any other desired time. Initial, “hot” engine temperatures as high as about 300° F. or about 250° F. can be reduced to e.g. about 80° F. to about 110° F., more particularly about 90° F. to about 100° F., any of the temperatures listed in the data tables and/or such temperatures rounded to the nearest 5 or 10, or any other desired temperature. Average rates of temperature decrease in the range of about 15 to about 40 Fahrenheit degrees per minute, more particularly about 20 to about 35 Fahrenheit degrees per minute, about 30 to about 40 Fahrenheit degrees per minute, or about 35 to about 40 Fahrenheit degrees per minute, any of the rates listed in or derivable from the data tables, rounded to the nearest 5 or 10, or any other desired rate, are contemplated.  
         [0045]    Prior art devices using e.g. ice can require up to 14 minutes or more to achieve cool-down engine temperatures of e.g. 100+° F. Embodiments of the invention, on the other hand, can cool a 250° F. engine to about 80° F. in about 5 to about 7 minutes. Embodiments of the invention thus can provide faster rates of cooling, decreased cool-down times, and quicker recovery times, all while minimizing or generally eliminating the use of ice and substantial spillage.  
         [0046]    While aspects of the invention have been described with reference to certain examples, the invention is not limited to the specific examples given. Use with a wide variety of vehicles and equipment and with a wide variety of fuels, oils, cooling agents and other fluids is contemplated. Non-automotive cooling applications are contemplated. Various materials can be used according to the invention, e.g. stainless-steel componentry, aluminum, or any material having strength and durability sufficient to withstand the pertinent operational conditions. Components described or illustrated as upstream of certain other components can also be located downstream of them. Various other modifications and changes will occur to those of ordinary skill upon reading this disclosure, and other embodiments and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention.