Patent Application
20230349460
Not applicable.
Not applicable.
Not applicable.
Not applicable.
The present invention relates to methods for improving OEM (original equipment manufacturer) systems for supplying cooled fluid lubricant through an automotive transmission, and to replacement parts for effecting said improvements, namely, improved thermal control system valves replacing OEM valves in automotive transmissions to improve performance and reduce maintenance costs.
Most heat in an automatic transmission is generated in the torque converter (TC). Heat generation is relatively low during a lockup, or fluid coupling, phase, but during torque multiplication, and especially at maximum stall, high vortex flow forces fluid to make hard turns which generates a high level of fluid friction against internal component surfaces (for example, impeller, stator, and turbine). During sustained hard-working conditions in the transmission, fluid temperatures can flash up to 148.889-204.444° C. (300-400° F.). Thus, the most logical destination for liquid coolant, or fluid, flow is away from the torque converter is through a converter out line, which is a line directly away from the torque converter to the cooler. Since the fluid returning from the cooler is generally the coolest in the transmission, it is then ideal for fluid to flow through lubrication circuits (LUBE), where it lubricates and cools intermeshing gears, washers, bearings, and bushings under load. From there, the fluid drains into the sump where it is drawn through the sump filter by the pump, which supplies that line pressure from which converter feed is derived. Thus, the basic cycle for this portion of transmission function is SUMP—FILTER—PUMP SUCTION—PUMP OUTPUT—LINE SUPPLY—TC FEED—TC OUT—COOLER—LUBE—back to SUMP. This strategy is typical and has been employed universally in all automatic transmissions for nearly a century with only a few rare exceptions.
In the same way a catalytic converter offers back pressure (i.e., resistance to flow) in an exhaust system, the transmission fluid cooler offers resistance in the fluid cooling system of the transmission, resulting in a pressure differential between the converter out line to the cooler (also referred to as an out-line) as compared to a cooler return line to lubricate the transmission (also referred to as an in-line). Two examples will suffice to illustrate this pressure differential. First, Honda 4 and 5 speed transmissions will typically flow 6.309E-5 m3/s (1.5 gal/m (gallons per minute)) at 20-30 PSI (pressure/square inch) on the out-line, with about 41.369 kPa (6 PSI) in the in-line. A Ford 5R110W transmission will flow 0.0001262-0.0002524 m3/s (2-4 GPM) at 137.895-275.79 kPa (20-40 PSI) through the out-line, with 68.948-103.421 kPa (10-15 PSI) on the cooler in-line. In this manner it is typical for most transmission cooler systems to maintain a 103.421-172.369 kPa (15-25 PSI) differential between out and in lines on either side of the cooler.
With an increased use of internal transmission computers, solenoids, sensors, pressure switches, and so forth, in modern automobiles, in combination with adaptive-learn and advanced shift control strategy programming, car manufactures have concluded that it is advantageous to warm the transmission fluid to an optimum operating temperature as quickly as possible, and thereafter maintain that controlled temperature throughout the drive cycle of the vehicle. The assumption is that if fluid temperature and viscosity are held constant, transmission functions can be controlled more consistently.
It has become quite fashionable in automotive engineering to employ the use of a thermostatic switch device to regulate flow through the transmission cooler. This “thermal element”, as it is most commonly called, is placed somewhere in the thermal control system of the transmission where it can connect the out-line and the in-line circuits. In some cases, it is utilized in coordination with a flow control valve. Sometimes the thermal element itself is designed as a compound part, and functions as a thermally expanding valve. Other times, the thermal element itself is the flow stop device without the aid of a valve. In all cases, whether secondary devices are employed or not, the fundamental principles do not change. Fluid temperature is thermostatically controlled in similar fashions. ATF (automatic transmission fluid, or fluid) in transmissions has a preferred best working temperature of 148.889-204.444° C. (50-180° F.). Generally, optimum running temperature in transmissions has typically been 62.778-73.889° C. (145-165° F.). Leaks, valve sticking, and other high-temperature malfunctions tend to appear above 9.333° C. (200° F.), but most notably above 107.222-112.778° C. (225-235° F.) or right above the boiling temperature of water. That's where issues in the thermal flow-controlled transmissions typically arise. On the cold side, issues begin to arise below the freezing temperature of water, and at −37.222 to −40° C. (−35 to −40° F.) below zero ATF begins to gel.
The actual physical location of the thermostatic switch device, or thermal element, in principle can be anywhere these two circuits can be physically bridged. Further, the cooler, the out-line, the in-line, and thermostatic switch device together are often referred to as a thermal bypass system. To date, manufacturers have used five different locations for the thermal element:
Regardless of location, the purpose of the thermal element is identical, and in many cases the same exact physical part is used, and by different manufactures. For example, one thermal element has been used in Ford, GM, Dodge, and Mercedes transmissions.
There is however a difference in accessibility and/or serviceability between these different locations. In the case of location #1, the transmission must be removed to access the pump. Location #2 requires valve body removal and disassembly. Location #3 requires valve body removal. Locations #4 and #5 are more easily and more cost effectively serviced, since they are external to the transmission. Thus, as more vehicles begin to use thermal flow control, location #5 is quickly becoming the preferred site for thermal element placement.
The structural shape of the thermal element also necessarily varies between most locations, most notability between a thermal element in the pump (location #1), an element in the valve body (location #2), an element in the case (location #3), and an element in the cooler or cooler lines (locations #4 and #5). Between the different possible locations, only valves used in locations #4 and #5 are likely to have an identical or highly similar structure, as the thermal element in the cooler lines (#4) can be integrally formed with the cooler (#5). Otherwise, a valve in the pump, for example, is not interchangeable with a valve meant to be used in a thermal element located in the transmission case.
There are a variety of different housings used to contain the thermal element of the same location between transmission manufacturers, but for the most part these are size and shape alterations necessary to accommodate differently sized cooler lines and different mounting locations. The valves used between these different housing shapes and sizes would be structured similarly, as the internal method of controlling cooler flow would be similar.
There are three possible states for known thermal bypass systems:
When the thermal element is fully open, fluid flows out of the converter, drops down and loops through the lockup control valve, and comes back up to a split. One direction goes to the flow valve. The other direction goes to the out fitting (out at the transmission and in at the cooler). Under pressure, flow always follows the path of least resistance, so the fluid flow chooses the in-line because the resistance in the cooler is much greater than that of the lube system. Pressure is transferred in both directions from the converter out circuit, but is equalized at the cooler return fitting, thus stopping cooler flow. Thus, in the OEM system, below a certain temperature, fluid flows in two directions and is stopped within the in-line near the connection of the cooler to the in-line. This system substantially prevents the flow of cooled fluid from the cooler to the transmission.
When the thermal element in an OEM system is fully closed, flow is restricted to one direction. This occurs when the fluid temperature is above the desired operating temperature. The thermal element is expanded sufficiently, due to silicon or a similar expanding element in the valve, to completely close the valve and prevent cooler bypass in order to force all fluid flow through the cooler to bring temperature down.
When the thermal element is cold, the valve allowing fluid flow through the thermal element is in an open, default position. When the thermal element is over the thermal temperature limit, for example, 121.111° C. (250° F.), the valve is in a closed, bypass position. But, as the fluid begins to cool, the thermal element begins to contract and holds the valve in a midway flow metering position where the valve is just cracking open in the bore. This is the normal operating state, where the element functions to sustain a predetermined ATF operating temperature, which is typically around 107.222-112.778° C. (225-235° F.). The thermal element holds the valve in a flow limiting position where part of the converter out flow goes through the cooler, and part of the flow bypasses through the thermal element directly to the transmission through the in-line. In this fashion, the fluid is partially cooled, and temperature is dynamically regulated. If ambient air temperature drops, and the cooler is more efficient, it bypasses more. If the air temperature rises, it pushes more fluid through the cooler.
There are multiple issues with this system, however, including:
Even when the thermal control system has not malfunctioned, high fluid operating temperatures increase expansion of valve body castings resulting in reduced and/or insufficient valve clearance. This causes slowed valve response to switching signals, sluggish regulation, and valve sticking with even the slightest amount of particle or carbon powder contamination. The same behavioral characteristics are observed with solenoids, especially PWM-type solenoids. Higher temperatures make it more difficult for adaptive learn solenoids to remain stable. The solenoids tend to drift, to dial in control of functions, while being compromised by temperature induced mechanical obstructions in multiple areas.
An improved thermal bypass control valve is discussed in U.S. Pat. No. 9,249,875 to Mason. The valve of Mason is designed to operate as part of a thermal element in location #2, the valve body, which is the location of the thermal element in Ford® 5R55 series transmissions. While the valve of Mason would be applicable to other transmissions with the thermal element located in location #2, the valve of Mason would not be applicable to transmissions having thermal elements in locations #1, #3, #4, or #5. Thus, the improved thermal bypass control valve provided in Mason transmission cannot be applied to all other transmissions.
In view of the foregoing, there is a need for an improved process for supplying cooler to all automotive transmissions to avoid potential damage that may be caused to transmissions due to failure or faulty operation of thermal elements across various models of transmissions. There is a need to ensure constant flow of fluid through the cooling system. There is also a need to ensure immediate fill of the cooling system with accurate fluid levels without a warm-up cycle. Further, there is a need for thermal bypass valves that accomplish these improvements across transmissions having the thermal element located in the pump, in the case, or in the cooler or cooler lines.
The present invention is directed toward improved methods for regulating thermal control systems in automotive transmissions and thermal bypass valves that replace factory-original thermal bypass valves in thermal elements located at different locations within transmissions across multiple makes and models of such transmissions.
It is an objective of the instant disclosure to provide a method of converting an OEM thermal bypass control system from a three-state system to a two state system, comprising: removing a three-state OEM valve from a thermal element, wherein the OEM valve prevents any fluid flow between a transmission and a cooler in a default state, allows a full fluid flow between the transmission and the cooler past a fluid temperature threshold, and allows a partial fluid flow along a fluid temperature range below the fluid temperature threshold; replacing the OEM valve with a two-state valve in the thermal element; and the two-state valve allowing full fluid flow between the transmission and the cooler in a default state, and allowing for fluid bypass of the cooler when a pressure differential between fluid flowing from the transmission to the cooler and fluid flowing from the cooler to transmission exceeds a predetermined range.
Another objective of the instant disclosure is to provide a thermal bypass valve for installation into a transmission pump, the valve having a cylindrical blocker valve having a groove extending around a circumference of the blocker valve and along a length of the blocker valve, the groove defining an upper valve portion and a lower valve portion; a relief valve having a uniformly cylindrical body, a cylindrical cavity extending within and along a partial length of the relief valve, wherein the cylindrical cavity is open at a free end of the relief valve, and a cylindrical member extending from the relief valve along an end of the relief valve opposite the free end, wherein the cylindrical member has a smaller diameter than the relief valve; a spring; a valve plug; and a clip.
Another objective of the instant disclosure is to provide a thermal bypass valve for installation into a transmission case, the thermal bypass valve having a cylindrical body having an inner cylindrical cavity extending along a longitudinal length of the cylindrical body, the cylindrical body having a free end contiguous with the cylindrical cavity; a raised band coaxially extending around a circumference of the cylindrical body and proximate to the free end; a second raised band coaxially extending around a circumference of the cylindrical body along an end opposite the free end; a coaxial protrusion extending from the end opposite the free end; a tube extending within the cylindrical cavity proximate to the free end and perpendicularly to the longitudinal length of the cylindrical body, wherein the tube extends through opposite sides of the cylindrical body through two holes in the cylindrical body; a relief valve slidable within the cylindrical cavity; and a spring within the cylindrical cavity and compressible between the relief valve and a closed end of the cylindrical cavity; wherein a plurality of openings in the cylindrical body are positioned adjacent to the raised band, and a relief opening in the cylindrical body is positioned adjacent the second raised band; and wherein the thermal bypass valve is configured to insert into a transmission case of an automotive transmission.
Yet another objective of the instant disclosure is to provide a thermal bypass valve for installation into a cooler or external block connected to cooler lines, the thermal bypass valve having a cylindrical body, an inner cylindrical cavity extending along a longitudinal length of the cylindrical body, the cylindrical body having a free end contiguous with the cylindrical cavity, wherein a second cylindrical cavity is contiguous with the cylindrical cavity opposite the free end; a grooved blocker portion attached to the cylindrical body opposite the free end and adjacent to a grooved portion of the cylindrical cavity, the grooved portion having a plurality of openings into the second cylindrical cavity, wherein the grooved blocker portion has two grooves each extending along a circumference of the grooved blocker portion; and, a cap portion attached to the grooved blocker portion at an end opposite of the cylindrical body, the cap having a larger diameter than the grooved blocker portion, and a having a member attached at an end opposite the grooved blocker portion, a piston having a first cylindrical portion adjacent to a second cylindrical portion, the first cylindrical portion and second cylindrical portion defining a central cylindrical cavity extending along a longitudinal length of the piston and open at opposing free ends of the piston, wherein the first cylindrical portion has a greater diameter than the second cylindrical portion; a spring having an end with a smaller diameter than an opposing end; a bearing ball; two large O-rings; and a small O-ring, wherein the bearing ball is configured to rest partially within the second cylindrical cavity and secured by the spring along the end with a smaller diameter, and the spring is compressible by the piston along a free end of the first cylindrical portion, wherein the piston slidably engages the inner cylindrical cavity of the sleeve along the first cylindrical portion, wherein each O-ring of the two large O-rings engages a groove of the two grooves of the grooved blocker portion, wherein the small O-ring engages the circumference of the second cylindrical portion of the piston adjacent to the first cylindrical portion, and wherein the thermal bypass valve is configured to insert into an external thermostat block of an automotive transmission.
Embodiments of the present invention are intended to overcome the problems associated with lockup or other damage to components and gears within a transmission, especially the overdrive sun and planet gears of transmissions, by providing a replacement thermal bypass valve system which replaces the OEM thermal bypass valve system to provide a continuous flow cooler.
Another objective of the present invention is to provide replacement thermal bypass valves for different transmission series that default to a cooler flow ON state, instead of a cooler flow OFF state which is present in OEM thermal bypass valve systems.
A further objective of the present invention is to provide replacement thermal bypass valves for different transmission series that do not require a preheat cycle to raise temperatures to +212° F./+100° C. before allowing cooler to flow.
Yet another object of the present invention is to provide improved thermal control systems to increase cooler supply to and within transmissions to improve overall performance of the transmissions.
The present invention also provides for a thermal bypass valve, having a plug having an inner cavity longitudinally extending between two oppositely oriented openings and a cap configured to prevent fluid flow between the thermal bypass valve and a valve bore in a transmission, the plug configured to insert into an opening of the valve bore; a longitudinally extending plunger configured to be secured coaxially through the inner cavity of the plug and extending beyond the two oppositely oriented openings of the plug; a blocker valve having and a fluid channel longitudinally extending between two oppositely oriented blocker valve openings; a first spring configured to be secured between the plunger and the blocker valve; and a second spring configured to be secured between the blocker valve and a surface of the valve bore, wherein, when the thermal bypass valve is installed in a transmission, a position of the plunger relative to the plug is manually changeable to enable full transmission fluid flow to a cooler, full transmission fluid bypass of the cooler, and mixed transmission fluid flow to the cooler and to a warmer.
The thermal bypass valve may include a flange secured to the plunger adjacent to a first end of the plunger, the flange configured to engage the first spring and extending perpendicularly from the plunger relative to a longitudinal axis of the plunger.
Further, the blocker valve may have a lip for engaging the first spring.
The plug may further include an upper member and a lower member, the upper member and lower member longitudinally extending on either side of the cap.
The lower member may have one or more grooves extending circumferentially along an outer surface of the lower member, and may further include one or more plug O-rings, one plug O-ring of the one or more plug O-rings corresponding to a single groove of the one or more grooves extending along the outer surface of the lower member.
Further, the plunger may have one or more grooves extending circumferentially along an outer surface of the plunger, and may further include one or more plunger O-rings, one plunger O-ring of the one or more plunger O-rings corresponding to a single groove of the one or more grooves extending circumferentially along the outer surface of the plunger.
Further, the plunger may have a tapered surface along the first end.
The thermal bypass valve may further include a retaining clip, wherein the plug has a retaining clip groove extending circumferentially along an outer surface of the upper member, wherein the plunger has a plurality of flow grooves extending circumferentially along an outer surface of the plunger, and wherein the retaining clip is configured to simultaneously secure in the retaining groove and one flow groove of the plurality of flow grooves.
The thermal bypass valve may further a means to manually change a position of the plunger relative to the plug when the plunger is secured coaxially through the inner cavity of the plug and extending beyond the two oppositely oriented openings of the plug.
A better understanding of the systems and methods will be had with reference to the several views of the drawings described herein.
The present invention is shown and described in the following drawings:
In the following detailed description, systems, apparatuses, and methods for improving thermal control in automotive transmissions are described by providing references to the accompanying drawings which form a part of the description of how the invention works and does not limit the scope of the present invention. The present invention solves the problem of insufficient cooler flow to and through automotive transmissions due to OEM parts set to bypass fluid flow through the cooler by providing thermal bypass valves with improved structures that replace OEM thermostatic valves and increase cooler flow to and through referenced transmissions by defaulting the thermal control system to fluid flow through the cooler.
It will be appreciated that for simplicity and clarity of illustration, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the embodiments described herein. Also, the description is not to be considered as limiting the scope of the embodiments described herein.
Dimensions are provided for valves and their individual parts and components. Such dimensions are typically identified as either diameter or length and denoted with Dn or Ln. The dimensions are specific to the part particularly referenced and do not share common values across like-numbered elements in other valves or valve parts.
An OEM thermostatic valve 100 for installation in a transmission pump is shown in
Referring now to
Referring now to
After discarding the OEM thermostatic valve 100, the thermal bypass valve 200 of the present invention may then be installed. First, the cylindrical blocker valve 204 is inserted into cooler flow control valve section of the oil pump 201 along the free end 230 of the lower cylindrical portion 224 having the beveled edge 228. The relief valve 202 is then inserted such that the cylindrical member 210 rests along a free end 232 of the upper cylindrical portion 222 of the blocker valve 204. The spring 206 is then inserted such that a portion of the spring's length is contained within the cylindrical cavity 212 of the relief valve 202. The spring 206 has a diameter that allows it to be secured within the cylindrical cavity 212 of the relief valve 202 without substantial lateral movement that would otherwise contribute to wearing of the cavity or misalignment of the valves 202 and 204 in the pump 201. The valve plug 110 is then once again secured to the oil pump 201 and is further secured by the clip 108 to keep the thermal bypass valve 200 in the oil pump.
Further discussion of the cooler circuit of the thermal control system through the pump upon replacing the OEM valve 100 with the thermal bypass valve 200 or a similar embodiment is provided in reference to
In a default state, or position at vehicle start-up, the relief valve 202 blocks a line connection path between the in-line and out-line through the thermal element. This forces cooler fluid to flow from other transmission systems to the cooler via the out-line and return from the cooler to the transmission systems via the in-line. If PSI within the fluid circuit of in-lines and out-lines reaches the blow-off PSI, the relief valve 202 is forced outward away from a center of the pump, towards the plug 110, and the spring 206 is compressed, thus allowing for cooler fluid flow through the line connection path and to include the thermal element in the fluid circuit to bypass flow to the cooler 1122. This scenario would occur if a blockage in the cooler 1122 prevents fluid flow through the cooler. When pressure decreases in the out-lines, forces on the relief valve 202 decrease and the spring 206 expands to push the relief valve back towards the blocker valve 204. This re-establishes flow from the pump and transmission to the cooler. The spring 206 is in a vented area between the relief valve 202 and plug 110, so there is no counterbalance oil pressure on the spring side of the relief valve. Therefore, the blow-off PSI is equal to the spring tension divided by the area of the end of the valve 202.
An OEM wax pellet style thermostatic valve 400 for insertion into a transmission case, or casing, is shown in
Lincoln® Navigator models (6R75 series transmission), and Ford® Mustang and F150 models (6R80 series transmission). The OEM thermostatic valve 400 has sleeve 402, brass pellet 404, and spring 406, which are inserted into a transmission case or casing. As with the OEM thermostatic valve 100, the OEM thermostatic valve 400 defaults to a cooler flow OFF state.
Referring now to
Referring now to
In operation, the free end 310 of the valve 300 would be inserted into an opening between a thermal element chamber and an out-line leading fluid from the transmission to the cooler. Alternately, the valve sits in the thermal element chamber such that the raised band 308 creates a seal between a connection point of the in-line and out-line, such that fluid must flow from the out-line through free end 310 and through the cavity 312 to reach the in-line. In the default position, shown in
An embodiment of a thermal bypass valve 600 for transmissions having a thermal element external to the transmission, in either a block in the cooler in-line and out-line or in the cooler itself, is shown in
Referring now to
The second cylindrical cavity 628 has a smaller diameter and length than the cylindrical cavity 626. A closed end 625 of the second cylindrical cavity is pitched toward a grooved blocker portion 622 of the sleeve 602. The cylindrical body 620 has a groove 629 extending around an outer circumference of the cylindrical body 620 along an end 627 opposite the free end 621. A plurality of openings 630 in the groove 629 lead into the second cylindrical cavity 628. The cylindrical body 620, including the groove 629, has a length L1. In a preferred embodiment of the valve 600, L1 is 26.543 mm (1.045″). The cylindrical body 620, not including the groove 629, has a length L5. In a preferred embodiment of the valve 600, L5 is 23.241 mm (0.915″). The cylindrical body 620 has a diameter D7. In a preferred embodiment of the valve 600, D7 is 18.4658 mm (0.727″). The cylindrical cavity 626 has a diameter D6. In a preferred embodiment of the valve 600, D6 is 18.4658 mm (0.5469″). The second cylindrical cavity 628 has a diameter D5. In a preferred embodiment of the valve 600, D5 is 6.9088 mm (0.272″). Each of openings of the plurality of openings 630 has a diameter of 3.175 mm (0.125″). In a preferred embodiment of the valve 600, there are four openings 630 spaced equidistantly around the circumference of the groove 629. There is a 0.127 mm (0.005″) clearance between each opening of the plurality of openings 630 and the grooved blocker portion 622.
Still referring to
Referring now to
Referring now to
In operation, fluid traveling through the out-line from the transmission to the cooler either passes through valve 600 via the plurality of openings 630 and second cylindrical cavity 628 and/or around the valve along the groove 629 to continue towards the cooler. This is a default position of the valve 600, whereby fluid is allowed to flow from the transmission to the cooler and back again to supply cooled fluid to the transmission. The bearing ball 610 blocks access to the first cylindrical cavity 626 in the default position, as the spring 608 holds the bearing ball 610 in contact with an inner circumferential edge of the beveled inner end 623 shared by the second cylindrical cavity 628. The O-rings 604 and 606 provide sealing edges that keep fluid from escaping through an opening in the thermostatic block through which the valve 600 is installed. When pressure builds up in the out-line, due for example to a blockage in the cooler preventing fluid flow from the cooler to the transmission via the in-line, forces act on the bearing ball 610 to compress spring 608. This in turn opens a passage from the second cylindrical cavity 628 to the first cylindrical cavity 626 and allows fluid to bypass the cooler. Fluid then flows from the out-line through the plurality of openings 630, into the second cylindrical opening, around the bearing ball 610, past the spring 608 through gaps in spring coils, through the cavity 644 of the piston 614 and out of the valve 600 and into the in-line. Once pressure eases in the out-line, the spring 608 expands, forcing the bearing ball 610 to once again seal the connection point between the first and second cylindrical cavities 626 and 628. The piston 614 slidably engages the cylindrical cavity 626 of the sleeve 626 along at least a partial length of the first cylindrical portion 640 such that fluid cannot escape the sleeve between the sleeve and piston in the cylindrical cavity. The O-ring 612 helps to ensure that fluid does not travel around an outer surface of the piston 614 and must pass through cavities 626, 628, and 644 of the valve 600 in order to bypass the cooler. The piston 614 does not move relative to the sleeve 602 during normal operation of the transmission and thermal control system.
Referring now to
Referring to
A sleeve 1202 of the valve 1200 has an upper cylindrical portion 1212 and a lower cylindrical portion 1214 defined by a groove 1216 extending there between. The groove 1216 extends around a circumference of the valve 1200 and has a smaller diameter than either the upper cylindrical portion 1212 or the lower cylindrical portion 1214. An inner cavity 1224 extends within an interior of the valve 1200, with one of the inner cavity 1224 being closed and another end of the cavity open along a beveled edge 1222 increasing in diameter toward a free end 1220 of the valve 1200. The beveled edge 1222 is adjacent to and contiguous with the inner cavity 1224 and the free end 1220 of the valve 1200. At least one opening 1218 in the groove 1216 opens into the inner cavity 1224, providing fluid access through at least two different openings in the valve 1200. Two or more openings are preferred in the groove 1216, to allow fluid access laterally through the valve 1200 by fluid traveling through the out-line, and to allow sufficient amounts of fluid into the inner cavity 1224 and through the free end 1220 during bypass. A first narrow groove 1228 extends around a circumference of the upper cylindrical portion 1212, and a second narrow groove 1226 extends around a circumference of the lower cylindrical portion 1214. These grooves 1226 and 1228 are wide enough to securely accommodate and hold O-rings 1208 and 1210, respectively, which have identical dimensions. A bearing ball 1204 is held partially within the inner cavity 1224 and an area created by a circumference and width of the beveled edge 1222 by a conical spring 1206. The conical spring 1206 engages the bearing ball 1204 about its surface along a small-diameter end 1240 of the spring. A large-diameter end 1242 of the spring 1206 supports the spring against an inner surface of the thermal element and provides an immovable support upon which the spring compresses during fluid bypass of the cooler.
The beveled end 1222 helps to ensure that the bearing ball 1204 fully closes the opening to the inner cavity 1224 along the free end 1220 of the valve 1200. As with the valve 600 in previous embodiments, a squared end runs the risk of the bearing ball 1204 getting caught between the spring 1206 and end 1220 without fully blocking fluid access to the inner cavity 1224. The beveled edge 1222 ensures that, even in the event of a misalignment, the bearing ball 1204 returns to fully sit within the opening at the free end 1220 to prevent and/or restrict fluid flow to the inner cavity 1224.
A cap 1230 adjacent to the upper cylindrical portion 1212 opposite the groove 1216 provides an outer surface of the valve 1200 after installation and seals the valve within the fluid circuit of the thermal control system by preventing fluid from escaping past the cap. A member 1232 extends from the cap opposite the upper cylindrical portion 1212 to provide a surface for more easily removing and/or installing the valve 1200 in the thermal member.
In operation, the valve 1200 is inserted into a thermal element of the cooler, such that the groove 1216 and at least one opening 1218 are positioned in fluid connection with the out-line of the thermal control system. The cooler thermal element is shaped similar to the thermal block 702 shown in
As with valves shown in
The valve 600 is compatible with at least Ford® 6R80/90, 4R70/75, and 6F35 transmissions.
The described valves replace OEM valves to apply embodiments of a process of converting the OEM thermal bypass control system, with the three operating states and features previously described, i.e. fully ON, fully CLOSED, and partial ON, to a two-state system that by default has a state with cooler flow switched ON, and as a secondary state has a safety bypass directly to a cooler return or lube as an emergency state when the cooler and or lines are blocked, pinched, or damaged in such a way as to seriously compromise cooler flow and lube. In the OEM state, when this happens, serious damage results from a starvation of lubricant and adequate cooling. The consequences can range from overheated fluid temperature to severe planetary damage, and possibly vehicle fire if an operator ignores warning lamps and continues to operate the vehicle, especially under heavy load. With the instant embodiments of the process applied to a transmission, lubrication is delivered despite cooler blockage. When the over-temperature warning lamp turns on, the operator may continue to operate the vehicle to return it for repair while averting a complete planetary system crash.
Depending on a particular transmission build, one of two preferred embodiments are employed to improve the thermal control system of an automotive transmission. Both embodiments provide the similar major features, as well as the benefits, that precipitate from them, although the implementation may vary according to vehicle specifics, the location of the thermal control system, and/or type of housing that contains it. One primary feature is full time cooler flow. Cooler fluid fills the cooler and lines immediately on initial fill after transmission rebuild or replacement. Further, there is an accurate fluid level check without a warm-up cycle. Next, there is an emergency safety bypass directly to the lube system to prevent catastrophic planetary failure in the event the cooler is restricted or blocked, or lines are pinched or smashed. There are also lower average operating temperatures, typically between 62.778-73.889° C. (145-165° F.), which is about a 21.111° C. (70° F.) reduction from OEM thermal control temperatures.
The first embodiment of the method includes providing a flow-blocking device that functions as a blow-off or pressure limit valve.
A second embodiment of the method includes replacing an OEM valve in the thermal element with an intermediary or differential pressure regulating device. This pressure provides a counter-balance force on equal areas.
The second embodiment of the method pertains to environments where there is fluid pressure, or cooler return, in the area that contains the spring, as opposed to the first embodiment where the spring is in vented area separate from the fluid circuit. In this case the formula now includes cooler return PSI, so is expressed as follows:
PRESSURE 1 (to cooler)×AREA=SPRING+PRESSURE 2 (cooler return).
This formula is used to determine corresponding dimensions and structures of the valves of this embodiment to set a preferred pressure differential within the system for the system to maintain via the valve.
For example, assuming a particular transmission with all OEM parts regulates a minimum main line pressure of 448.159 kPa (65 PSI), and characteristically delivers 2.0 GMP at 275.79 kPa (40 PSI) from the converter to the cooler lines (cooler out-line), the cooler in-line back to the transmission delivers the same 2.0 GPM at 137.895 kPa (20 PSI). If the cooler was to become blocked, then the cooler out-line would rise to nearly equal to main line PSI, so from 275.79 kPa (40 PSI) to 448.159 kPa (65 PSI), and the cooler in-line would drop toward zero.
Conversely, a valve of the instant invention installed with a spring calibrated for a preferred pressure differential of 275.79-310.264 kPa (40-45 PSI) would allow for a bypass supply of 1.0-2.0 GPM fluid at 103.421-172.369 kPa (15-25 PSI), at 413.685-448.159 kPa (60-65 PSI) in the cooler OUT line, through the bypass chamber and back to the transmission through the cooler IN line. This keeps a steady supply of fluid into the planetary system. Maintaining a pressure differential range of 241.317-379.212 kPa (35-55 PSI) is desired in this embodiment of the process, and a pressure differential of 310.264 kPa (45 PSI) is most desired. In this situation, the fluid through the bypass chamber will be hotter than in a default state, but crucially an adequate supply of lubrication will continue to be provided to prevent catastrophic planetary failure. Valves of
Importantly, the embodiments of the present invention operate on fluid pressure in the cooler lines, either or both of the out-lines and in-lines. High pressure or pressure differentials can be obtained in either extreme heat or in extreme cold. Fluid in the lines of the system approaching either transitional state, between liquid-solid or liquid-gas states, can expand within the lines of the system and increase pressure necessary to instigate a bypass of the cooler. Most discussion so far has assumed high operating temperatures causing increased pressure, or non-temperature related pressurizing events, such as blockages in the cooler. However, extreme cold causes fluid in the lines to begin to gel into a viscous liquid and toward a solid. This slows or prevents cooler flow in the cooler and/or lines. Therefore, systems of the instant invention allow bypass of the cooler under extreme cold conditions and revert back to allowing flow through the cooler under normal operating temperatures, typically once the fluid melts from a gel form.
However, this configuration is only ideal if the corresponding vehicle is at a steady cruising speed in top gear with the converter clutch applied. Otherwise, transmission temperature constantly fluctuates as workload and driving conditions change. The silicon pack 1304 is constantly expanding and contracting which over time wears out the silicon. Time, contaminants in the fluid, and inherent fragility leads to pin 1302 sticking, the seal 1306 wearing out, and the silicon pack 1304 rupturing. This in turn causes transmission 1320 overheating, burnt fluid, and over-expansion of valves, solenoids, and other components, which all cause malfunction or engine failure.
The thermal bypass valve 1400 of
The thermal bypass valve 1400 includes a retainer clip 1402, a plug 1404, one or more plug O-rings 1405, a plunger 1406, one or more plunger O-rings 1407, a flange 1409, a first spring 1408, a blocker valve 1410, and a second spring 1412. The thermal bypass valve 1400 is generally cylindrical, with each separate component having same or different diameters relative to each other. Further, components 1402, 1404, 1406, 1410, and 1412 may have their own sub-elements with different diameters. The exact shape and diameter of the thermal bypass valve 1400 may vary to conform to the shape and size of a corresponding bore of the transmission to direct and control fluid flow as described herein. In operation, the thermal bypass valve 1400 is oriented as shown in
The first spring 1408 is positioned between and against the plunger 1406 and the blocker valve 1410. In the preferred embodiment of the thermal bypass valve 1400, the first spring 1408 is positioned against the flange 1409 secured to the plunger 1406 and a lip 1443 along an outer surface of the blocker valve 1410. The second spring 1412 is positioned against and between the blocker valve 1410 and an inner surface 1329 of the transmission bypass valve bore beyond opening 1328. The retainer clip 1402 is optionally secured within a retainer clip groove 1420 on an outer circumference of the upper member 1414 of the plug 1404 and within one of several retainer clip grooves 1428 along the outer circumference of the plunger 1406. The retainer clip 1402 may optionally not be attached to the plug 1404 and plunger 1406 in operation, namely when the thermal bypass valve 1400 is in a full bypass configuration. The retainer clip 1402 therefore preferably has at least two areas of attachment which are secured together to prevent movement of the two areas of attachment relative to each other when secured to plug 1404 and plunger 1406.
When installing the thermal bypass valve 1400, the OEM thermal bypass device 1300 is first removed from the bypass valve opening 1322 located on the transmission 1320, as shown in
Alternatively, the first spring 1408 may be inserted such that one end 1408b of the first spring is slid over a receiving portion 1442 of the blocker valve 1410 before either the first spring or blocker valve are inserted into the transmission 1320, with both then being inserted together at the same time.
The plunger 1406, with the plunger O-rings 1407 and the flange 1409 secured within the grooves 1430 and 1432, respectively, is then inserted through the opening 1322. The end 1436b of the plunger 1406 is inserted first with a partial length of the plunger equal to the length between the flange 1409 and the end 1436b inserted within an opposite end 1408a of the first spring 1408, such that the first spring 1408 and plunger are preferably coaxial. The plug 1404, with the plug O-rings inserted within grooves 1422 is then inserted into the transmission 1320 along the end 1424b such that the lower member 1418 is inserted within the opening 1322. Simultaneously, the plug 1404 is secured around the plunger 1406 by inserting the end 1436a of the plunger through the opening 1415, into the inner cavity 1417, and through the opening 1419 such that the end 1436a of the plunger extends beyond the end 1424a of the plug. If applicable, the retainer clip 1402 is then secured to the plug 1404 and plunger 1406 at the desired location depending upon the user-selected bypass configuration.
Alternatively, the plug 1404 and plunger 1406, and retainer clip if applicable, may be secured together in the same fashion before either of the plug or plunger are inserted through the opening 1322, In this manner, the plug 1404 and plunger 1406 can be inserted together as one unit.
An OEM retainer clip or similar known mechanism for securing the thermal bypass valve within the valve bore, not shown, may be used to secure the thermal bypass valve 1400 within the valve bore and transmission 1320, by securing within the opening 1322 and against a cap 1416 of the plug 1404.
In bypass configuration BP2, the thermal bypass valve 1400 is configured to allow partial transmission fluid flow to the engine coolant warmer 1340 and partial fluid flow to the cooler. This is also referred to as mixed flow or partial mix fluid flow. The retainer clip 1402 is secured within groove 1428b and groove 1420, which secures the plunger 1406 and the flange 1409 farther away from the blocker valve 1410 and lip 1443 relative to the positioning of the same elements in bypass configuration BP1. As there is less force acting on the first spring 1408, the blocker valve 1410 is moved such that the blocker portion 1440 only partially covers the opening 1330. The counteracting forces of the springs 1408 and 1412 hold the blocker valve 1410 in place between them to partially cover the opening 1330. This configuration allows limited fluid flow through the engine coolant warmer 1340 while also allowing fluid flow through the cooler. This will result in elevated operating temperatures relative to the bypass configuration BP1.
In bypass configurations BP3, thermal bypass valve 1400 is configured to allow full fluid flow to the engine coolant warmer 1340, or full cooler bypass. The retainer clip 1402 is not attached to the plug 1404 and plunger 1406, which allows the second spring 1412 to push the blocker valve 1410 away from blocking the opening 1330. The first spring 1408 then pushes the plunger 1406 back toward the opening 1322. The plunger O-rings 1405 seal off fluid from escaping between the plug 1404 and plunger 1406, and the flange 1409 prevents the plunger 1406 from being expelled from the bore and plug once it contacts a back surface of the inner cavity 1417. The thermal bypass valve 1400 is in full bypass in this configuration. The opening 1327 to the cooler is not blocked, but as the cooler line acts as a fluid circuit resistor, the transmission fluid will take the path of least resistance through the engine coolant warmer 1340. This configuration is useful to preheat the transmission 1320 to above 73.888° C. (165° F.) to meet a vehicle control module's temperature requirement to initialize a computer RE-LEARN state after a transmission repair or rebuild.
The plug 1404 has preferred dimensions. The overall length L1 of the plug 1404 is 21.717 mm (0.855″). The upper member 1414 has a diameter D2 of 15.875 mm (0.625″) and a length L2 of 10.160 mm (0.400″). The groove 1420 has a diameter D3 of 13.081 mm+/−0.0254 mm (0.515″+/−0.001″) and a length of L8 of 1.016 mm (0.040″). A length L9 of the upper member 1414 above the groove 1420 is 2.540 mm (0.100″). The cap 1416 has a diameter D1 of 25.146 mm (0.990″) and a length L4 of 1.4732 mm (0.058″). The lower member 1418 has a diameter D4 of 21.844 mm (0.860″) and an overall length L5 of 10.1092 mm (0.398″). The grooves 1422 each have a diameter D5 of 19.3802 mm+/−0.0254 mm (0.763″+/−0.001″) and a length L7 of 1.9558 mm (0.077″). The portion of the lower member 1418 between grooves 1422 and along the end 1424b each have a length L6 of 1.524 mm (0.060″). The opening 1419 has a diameter D6 of 11.1252 mm (0.438″). The opening 1415 has a diameter D7 that may vary but is otherwise at least as large as diameter D6 and at least smaller than diameter D4. The bevel 1413 extends from a diameter of 11.0998 mm (0.437″) to 11.684 mm (0.460″).
The plunger 1406 has an overall length L10 of 48.387 mm (1.905″), with section 1406a having a length L13 of 2.540 mm (0.100″), section 1406b having a length L14 of 4.2164 mm (0.166″), section 1406c having a length L15 of 8.6106 mm (0.339″), section 1406d having a length L16 of 1.27 mm (0.050″), section 1406e having a length L17 of 15.24 mm (0.600″), section 1406f having a length L18 of 2.032 mm (0.080″), and section 1406g having a length L19 of 7.620 mm (0.300″). The plunger 1406, including sections 1406a, 1406b, 1406c, 1406d, 1406e, and 1406f, has a diameter D9 of 11.0744 mm (0.436″). The retainer clip grooves 1428 have a diameter D10 of 5.9944 mm (0.236″). The plunger O-ring grooves 1430 each have a diameter D11 of 7.9248 mm+/−0.0254 mm (0.312″+/−0.001″). The flange groove has a diameter D12 of 7.366 mm (0.290″). The end 1436B of the plunger 1406 has a diameter D13 of 5.080 mm (0.200″). A length L12 of the plunger 1406 between, and including, the grooves 1430 and the groove 1432 is 20.320 mm (0.800″). A length L11 of the plunger 1406 between the end 1436A and groove 1432 is 37.719 mm (1.485″).
Another embodiment of the thermal bypass valve 1400 is shown in
Yet another embodiment of the thermal bypass valve 1400 includes plunger 1700, with a threaded portion 1710 beginning along end 1712a. A nut, not shown, is secured along the threaded section 1710 and against the plug 1404 to secure the plunger at the desired position, instead of using the retaining clip 1402 and grooves 1428 or a fastener, as in
In other embodiments of the thermal bypass valve, the flange 1409 may be integrally secured about and extending from the plunger 1406, instead of fitting into the flange groove 1432. In such an embodiment, the flange groove 1432 would be unnecessary.
Further, springs 1408 and 1412 may be of different lengths and have different spring forces to achieve the desired configurations of full cooler flow, full bypass, and different stages of mixed cooling and bypass. Likewise, the exact position of the plunger 1406 in the thermal valve bore can vary when configured to achieve full cooler flow, full bypass, or mixed flow depending on spring lengths and spring forces. All these factors may vary to achieve the proper positioning of the blocker valve 1410. It is the positioning of the blocker valve 1410 which ultimately determines full cooler flow, full bypass, or mixed flow in the transmission 1320 by fully blocking opening 1330, not blocking opening 1330 at all, or partially blocking opening 1330, respectively.
Certain additional elements that may be needed for operation of some embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and/or may function without any element that is not specifically disclosed herein.
Features of embodiments and discussed herein may be combine with features of other embodiments discussed herein in some examples of implementation. Although various embodiments and examples have been presented, this disclosure describes, but does not limit, the invention. Various modifications and enhancements will become apparent to those of ordinary skill in the art and are within the scope of the invention.
This application is a continuation-in-part of U.S. patent application Ser. No. 17/288,720, filed on April 26, 2021, which is a national stage entry of International Patent Application No. PCT/US2019/058831, filed on Oct. 30, 2019, which claims priority to U.S. Provisional Patent Application No. 62/752,539, filed on Oct. 30, 2018; and claims priority to U.S. Provisional Patent Application No. 63/458,465, filed on Apr. 11, 2023.
| Number | Date | Country | |
|---|---|---|---|
| 62752539 | Oct 2018 | US | |
| 63458465 | Apr 2023 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17288720 | Apr 2021 | US |
| Child | 18220497 | US |
