KADLEC JENNIFER (US)
US20110284309A1 | 2011-11-24 | |||
US6012550A | 2000-01-11 | |||
US20140262135A1 | 2014-09-18 | |||
US20090101312A1 | 2009-04-23 | |||
EP1873421A1 | 2008-01-02 |
CLAIMS What is claimed is: 1. A heat management system in a vehicle, said system comprising: an engine; a vehicle radiator fluidly coupled to said engine by an engine coolant line for routing an engine coolant from said vehicle radiator to said engine during at least one mode of operation, wherein said at least one mode of operation comprises a first mode of operation, a second mode of operation, and a third mode of operation; and a transmission system comprising a transmission; a transmission oil heat exchanger fluidly coupled to said transmission by a transmission fluid line for routing a transmission fluid between said transmission and said transmission oil heat exchanger during said second mode of operation and said third mode of operation; and a switch valve assembly integrated with said transmission oil heat exchanger; wherein during said first mode of operation the transmission fluid bypasses said transmission oil heat exchanger and is routed from said transmission through said switch valve assembly and back to said transmission for avoiding heat loss which occurs when the transmission fluid is routed through said transmission oil heat exchanger. 2. The heat management system according to claim 1, wherein during said first mode of operation flow of the engine coolant is stopped at said switch valve assembly and the engine coolant is not routed to said vehicle radiator thereby allowing heat generated by said engine to heat up the engine coolant. 3. The heat management system according to any one of claims 1 or 2, wherein during said second mode of operation the transmission fluid is routed from said transmission to said switch valve assembly through said transmission oil heat exchanger and back to said transmission, and the engine coolant is routed from said engine to said switch valve assembly and through said transmission oil heat exchanger for transferring excess heat from the engine coolant to the transmission fluid before the engine coolant is routed back to said engine. 4. The heat management system according to any one of claims 1-3, wherein during said third mode of operation the engine coolant is routed from said engine to said switch valve assembly through said vehicle radiator through said transmission oil heat exchanger and back to said engine, and the transmission fluid is routed from said transmission to said switch valve assembly and through said transmission oil heat exchanger where the transmission fluid is cooled by the engine coolant before the transmission fluid is routed back to said transmission. 5. The heat management system according to any one of claims 1-4, wherein said switch valve assembly defines a plurality of input ports and outlet ports, with said plurality of input ports including at least an input port for the engine coolant and an input port for the transmission fluid. 6. The heat management system according to claim 5, wherein said switch valve assembly defines a first transmission fluid outlet port for bypassing said transmission oil heat exchanger and routing the transmission fluid back to said transmission during said first mode of operation and a second transmission fluid outlet port for routing the transmission fluid through said transmission oil heat exchanger before routing the transmission fluid back to said transmission during said second mode of operation. 7. The heat management system according to any one of claims 5 or 6, wherein said switch valve assembly defines a first engine coolant outlet port for routing the engine coolant through said transmission oil heat exchanger and back to said engine during said second mode of operation, and a second engine coolant outlet port for routing the engine coolant to said vehicle radiator through said heat exchanger, and back to said engine during said third mode of operation. 8. The heat management system according to any one of claims 1-7, wherein said switch valve assembly is configured to detect a temperature of the transmission fluid and a temperature of the engine coolant during said first mode of operation, said second mode of operation, and said third mode of operation. 9. The heat management system according to any one of claims 1-8, further comprising a single device adapted for moving the engine coolant and the transmission fluid. 10. The heat management system according to any one of claims 1 -9, further comprising two independent devices wherein each of the two independent devices are adapted for moving one of the engine coolant and the transmission fluid. 11. The heat management system according to any one of claims 1-10, wherein said transmission oil heat exchanger is separate from said vehicle radiator. 12. The heat management system according to any one of claims 1-11, wherein said system is free of a thermostat in said engine. 13. A transmission system of a heat management system having an engine and a vehicle radiator fluidly coupled to the engine by an engine coolant line for routing an engine coolant from said vehicle radiator to said engine, said transmission system comprising: a transmission; a transmission oil heat exchanger fluidly coupled to said transmission by a transmission fluid line for moving a transmission fluid between said transmission and said transmission oil heat exchanger during at least one mode of operation, wherein said at least one mode of operation comprises a first mode of operation, a second mode of operation, and a third mode of operation; and a switch valve assembly integrated with said transmission oil heat exchanger; wherein during said first mode of operation the transmission fluid bypasses said transmission oil heat exchanger and is routed from said transmission through said switch valve assembly and back to said transmission for avoiding heat loss which occurs when the transmission fluid is routed through said transmission oil heat exchanger. 14. The transmission system according to claim 13, wherein during said first mode of operation flow of the engine coolant is stopped at said switch valve assembly and the engine coolant is not routed to the vehicle radiator allowing heat generated by the engine to heat up the engine coolant. 15. The transmission system according to one of claims 13 or 14, wherein during said second mode of operation the transmission fluid is routed from said transmission to said switch valve assembly, through said transmission oil heat exchanger and back to said transmission, and the engine coolant is routed from the engine to said switch valve assembly and through said transmission oil heat exchanger for transferring excess heat from the engine coolant to the transmission fluid before the engine coolant is routed back to the engine. 16. The transmission system according to claim 15, wherein during said third mode of operation the engine coolant is routed from the engine to said switch valve assembly through the vehicle radiator through said transmission oil heat exchanger and back to the engine, and the transmission fluid is routed from said transmission to said switch valve assembly and through said transmission oil heat exchanger where the transmission fluid is cooled by the engine coolant before the transmission fluid is routed back to said transmission. 17. A method of operating a heat management system of a vehicle, the heat management system comprising an engine, a vehicle radiator fluidly coupled to the engine by an engine coolant line, a transmission, and a transmission oil heat exchanger fluidly coupled to the transmission by a transmission fluid line, said method comprising detecting a temperature of the engine coolant and the transmission fluid within a switch valve assembly integrated with the transmission oil heat exchanger; operating said system in a first mode of operation where the transmission fluid bypasses the transmission oil heat exchanger and is routed from the transmission to said switch valve assembly and back to the transmission for avoiding heat loss which occurs when the transmission fluid is routed through the transmission oil heat exchanger and flow of the engine coolant is stopped at said switch valve assembly and said flow of the engine coolant does not flow to the vehicle radiator allowing heat generated by the engine to heat up the engine coolant; operating said system is a second mode of operation when the engine coolant has reached a predetermined threshold temperature, wherein said second mode of operation the transmission fluid is routed from the transmission to said switch valve assembly through the transmission oil heat exchanger and back to the transmission, and the engine coolant is routed from the engine to said switch valve assembly and through the transmission oil heat exchanger and back to the engine for transferring excess heat from the engine coolant to be transferred to the transmission fluid in the transmission oil heat exchanger; and operating said system in a third mode of operation when the transmission fluid has reached a predetermined threshold temperature where in said third mode of operation the engine coolant is routed from the engine to said switch valve assembly through the vehicle radiator through the transmission oil heat exchanger and back to the engine and the transmission fluid is routed from the transmission to said switch valve assembly and through the transmission oil heat exchanger where the transmission fluid is cooled by the engine coolant before the transmission fluid is routed back to the transmission. 18. The method according to claim 17, wherein said switch valve assembly defines a plurality of input ports and outlet ports, said plurality of input ports include at least an input port for the engine coolant and an input port for the transmission fluid. 19. The method according to claim 18, wherein said switch valve assembly comprises a first transmission fluid outlet port for bypassing the transmission oil heat exchanger and routing the transmission fluid to flow back to the transmission during said first mode of operation and a second transmission fluid outlet port for routing the transmission fluid to flow through the transmission oil heat exchanger before flowing back to the transmission during said second mode of operation. 20. The method according to claim 19, wherein said switch valve assembly comprises a first engine coolant outlet port for routing the engine coolant to the vehicle radiator through the transmission oil heat exchanger and back to the engine and a second engine coolant outlet port for routing the engine coolant through the transmission oil heat exchanger and back to the engine. |
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to and the benefit of United States
Provisional Patent Application No. 62/396,278, filed on September 19, 2016, the disclosure of which is incorporated herein incorporated by reference in its entirety.
BACKGROUND OF THE INVENTION
1. Field of the Invention
[0002] The invention generally relates to a heat management system for use in a vehicle.
2. Description of the Related Art
[0003] Heat management systems are configured to manage the temperature of one or both of a transmission fluid and an engine coolant. Typical heat management systems include a transmission, an engine, a heat exchanger, and a radiator. Heat management systems may be configured to heat up the transmission fluid when the transmission fluid is cold or to cool the transmission fluid when the transmission fluid has reached a temperature which is higher than a desired temperature. Similarly, heat management systems may be configured to heat the engine coolant when the engine coolant is cold or to cool the engine coolant when the engine coolant has reached a temperature that is higher than the desired temperature. [0004] Typically, the heat exchanger is disposed integrally within the radiator.
Other heat management systems also have the heat exchanger attached to the transmission itself. In either of these configurations, heat from the engine coolant is wasted by rejecting this heat into the air via the radiator.
[0005] Additionally, typical heat management systems have a constant flow of transmission fluid from the transmission to the radiator and/or heat exchanger. In such heat management systems, heat from the transmission fluid is lost.
[0006] As such, there remains a need to provide for a heat management system which preserves and re-uses heat from one or both of the transmission fluid and the engine coolant.
SUMMARY OF THE INVENTION AND ADVANTAGES
[0007] A heat management system in a vehicle includes an engine and a vehicle radiator fluidly coupled to the engine by an engine coolant line for routing an engine coolant from the vehicle radiator to the engine during at least one mode of operation. The at least one mode of operation includes a first mode of operation, a second mode of operation, and a third mode of operation.
[0008] The heat management system also includes a transmission system including a transmission and a transmission oil heat exchanger fluidly coupled to the transmission by a transmission fluid line for routing a transmission fluid between the transmission and the transmission oil heat exchanger during the second mode of operation and the third mode of operation. The transmission system also includes a switch valve assembly integrated with the transmission oil heat exchanger. [0009] During the first mode of operation the transmission fluid bypasses the transmission oil heat exchanger and is routed from the transmission through the switch valve assembly and back to the transmission for avoiding heat loss which occurs when the transmission fluid is routed through the transmission oil heat exchanger.
[0010] A method of operating a heat management system having an engine, a vehicle radiator fluidly coupled to the engine by an engine coolant line, a transmission, and a transmission oil heat exchanger fluidly coupled to the transmission by a transmission fluid line, includes detecting a temperature of the engine coolant and the transmission fluid within a switch valve assembly. The switch valve assembly is integrated with the transmission oil heat exchanger. The system is operated in a first mode of operation where the transmission fluid bypasses the transmission oil heat exchanger and is routed from the transmission through the switch valve assembly and back to the transmission for avoiding heat loss which occurs when the transmission fluid is routed through the transmission oil heat exchanger and flow of the engine coolant is stopped at the switch valve assembly and the flow of the engine coolant does not flow to the vehicle radiator allowing heat generated by the engine to heat up the engine coolant.
[0011] The system is operated in a second mode of operation when the engine coolant has reached to a predetermined threshold temperature. In the second mode of operation the transmission fluid is routed from the transmission to the switch valve assembly, through the heat exchanger and back to the transmission and the engine coolant is routed from the engine to the switch valve assembly and through the transmission oil heat exchanger and back to the engine for transferring excess heat from the engine coolant to be transferred to the transmission fluid in the transmission oil heat exchanger. [0012] The system is operated in a third mode of operation when the transmission fluid has reached a predetermined threshold temperature. In the third mode of operation the engine coolant is routed from the engine through the switch valve assembly through the vehicle radiator and through the transmission oil heat exchanger and back to the engine and the transmission fluid is routed from the transmission through the switch valve assembly and through the transmission oil heat exchanger where the transmission fluid is cooled by the engine coolant before the transmission fluid is routed back to the transmission.
[0013] Accordingly, the integrated heat exchanger and switch valve assembly allow the transmission fluid to bypass the heat exchanger and flow directly back to the transmission. This enables the transmission to heat faster following a cold state while still maintaining the ability to adequately cool the transmission under high temperature and high load operations.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:
[0015] FIG. 1 is a schematic illustration of a heat management system;
[0016] FIG. 2 is a schematic illustration of one embodiment of the heat management system;
[0017] FIG. 3 is a schematic illustration of the heat management system operating in a first mode of operation;
[0018] FIG. 4 is a schematic illustration of the heat management system operating in a second mode of operation; and [0019] FIG. 5 is a schematic illustration of the heat management system operating in a third mode of operation.
DETAILED DESCRIPTION OF THE INVENTION
[0020] With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a heat management system 10 is generally shown in Figure 1. Vehicle engines create a great deal of energy by burning petrol or diesel. Some of this energy is used to move the vehicle, while the remainder of the energy produced is converted to heat. Some of this heat goes out of an exhaust, while the remaining heat remains inside of the vehicle engine. Therefore, engines need a way of cooling down or the engine will continue to increase in temperature until the working metal components inside will become damaged. As such, the heat management system 10 is necessary to manage the temperature of an engine 12.
[0021] Referring now to Figure 1, the engine 12 may be any vehicle engine 12 as known by one of ordinary skill in the art, including but not limited to a standard car engine, a turbocharged engine, an ATV engine, or a full-sized or semi truck engine. The engine 12 includes an engine coolant which is configured to absorb heat from the engine 12. The engine coolant may be antifreeze or any other liquid that is configured to absorb heat from the engine 12. The engine coolant may be comprised of an ethylene or propylene glycol and water mixture or may comprise other mixtures as known by one of ordinary skill in the art.
[0022] Referring again to Figure 1, a vehicle radiator 14 is fluidly coupled to the engine 12 by an engine coolant line 16. The engine coolant line 16 routes the engine coolant from the vehicle radiator 14 to the engine 12 during at least one mode of operation. The vehicle radiator 14 is used to cool the engine coolant when the engine coolant flows through the vehicle radiator 14. More specifically, the hot engine coolant coming from the engine 12 will flow to a vehicle radiator inlet and then the engine coolant is distributed across a radiator core through tubes to an outlet on an opposite end of the vehicle radiator 14. As the engine coolant passes through the radiator tubes on its way to the outlet, the engine coolant transfers much of its heat to the tubes which, in turn, transfer the heat to fins which are disposed between each row of tubes. The fins then release the heat to the ambient air. The vehicle radiator 14 function as described above is illustrative in nature only and it is contemplated that any radiator function as known by one of ordinary skill in the art may be used in the heat management system 10 without departing from the spirit of the invention.
[0023] The engine coolant line 16 may be any type of line configured to route fluid between the vehicle radiator 14 and the engine 12. The engine coolant line 16 may be a cylindrical tube or may be another device configured to allow fluid to move between two points as known by one of ordinary skill in the art. Moreover, the engine coolant line 16 may be comprised of steel, aluminum, an aluminum alloy, a plastic polymer or any other material as known by one of ordinary skill the art. Additionally, the engine coolant line 16 may be straight, curved, angled, or in any other configuration which routes fluid between the vehicle radiator 14 and the engine 12. It is also contemplated that the engine coolant line 16 may be a single-piece line or may be a multi-piece line which is pieced together by welding or another method as known by one of ordinary skill in the art to form the engine coolant line 16.
[0024] The heat management system 10 also includes a transmission system which includes a transmission 18. The transmission 18 may be an automatic transmission or a manual transmission. A transmission fluid is disposed within the transmission 18. The transmission fluid may be an automatic transmission fluid, a manual transmission fluid, motor oil, hypoid gear oil or any other fluid which may provide lubrication to the parts of the transmission 18. Additionally, the transmission fluid may be a viscous fluid which is configured to transmit power between the transmission 18 and other parts of the heat management system 10, including but not limited to the engine 12. Moreover, the transmission fluid may be configured to act as a coolant and enhance cooling functions while reducing high operating temperatures of the transmission 18.
[0025] As additionally illustrated in Figure 1 , the transmission 18 is fluidly coupled to a transmission oil heat exchanger 22 by a transmission fluid line 20 which routes the transmission fluid between the transmission 18 and the transmission oil heat exchanger 22. The transmission oil heat exchanger 22 may be any type of heat exchanger configured to transfer heat between one or more fluids as known by one of ordinary skill in the art including but not limited to a shell and tube heat exchanger, a plate heat exchanger, a plate and shell heat exchanger, a helical-coil heat exchanger, an adiabatic wheel heat exchanger, a plate fin heat exchanger, a spiral heat exchanger, a pillow plate heat exchanger, a standard fluid heat exchanger, a waste heat recovery heat exchanger, a phase-change heat exchanger, a dynamic scraped surface heat exchanger, or a direct contact heat exchanger.
[0026] As illustrated in Figure 1 , the transmission oil heat exchanger 22 is disposed as a separate device from the vehicle radiator 14. More specifically, as shown in Figure 1 , the vehicle radiator 14 and the transmission oil heat exchanger 22 are two distinct devices such that engine coolant may be moved directly to the transmission oil heat exchanger 22 or may be moved directly to the vehicle radiator 14. It is additionally contemplated that the transmission oil heat exchanger 22 may be disposed integrally with the transmission 18 itself, or the transmission oil heat exchanger 22 may be disposed in various other locations as desired by one of ordinary skill in the art.
[0027] The transmission fluid line 20 may be any type of line configured to route fluid between the vehicle radiator 14 and the engine 12. The transmission fluid line 20 may be a cylindrical tube or may be another other device configured to allow fluid to move between two points as known by one of ordinary skill in the art. Moreover, the transmission fluid line 20 may be comprised of steel, aluminum, an aluminum alloy, a plastic polymer or any other material as known by one of ordinary skill the art. Additionally, the transmission fluid line 20 may be straight, curved, angled, or in any other configuration which routes fluid between the vehicle radiator 14 and the engine 12. It is also contemplated that the transmission fluid line 20 may be a single-piece line or may be a multi-piece line which is pieced together by welding or another method as known by one of ordinary skill in the art to form the engine cooling line.
[0028] The transmission system also includes a switch valve assembly 24 integrated with the transmission oil heat exchanger 22. As illustrated in the embodiment shown in Figure 1, the switch valve assembly 24 and the transmission oil heat exchanger 22 are a single device. As schematically illustrated in Figure 1 , the transmission oil heat exchanger 22 and the switch valve assembly 24 may be disposed side-by-side in the single integrated device such that transmission fluid or the engine coolant may be disposed through the switch valve assembly 24 but not the transmission oil heat exchanger 22 or vice versa. However, it is also contemplated that the switch valve assembly 24 and the transmission oil heat exchanger 22 may be disposed in any orientation as known by one of ordinary skill in the art as a single integrated device. Moreover, the transmission oil heat exchanger 22 and the switch valve assembly 24 may be disposed separately if desired by one of ordinary skill in the art. [0029] The switch valve assembly 24 defines a plurality of input ports and outlet ports. The plurality of input ports include at least a first input port 26 which allows input of the engine coolant into the switch valve assembly 24 from the engine 12 and a second input port 28 which allows input of the transmission fluid into the switch valve assembly 24 from the transmission 18. It is also contemplated that the switch valve assembly 24 may define more than one input port for each of the engine coolant and/or the transmission fluid as desired by one of ordinary skill in the art or may comprise a single input port for both the engine coolant and the transmission fluid as desired by one of ordinary skill in the art.
[0030] Additionally, the first input port 26 may be configured to dead head or stop the engine coolant from flowing into the switch valve assembly 24 from the engine 12 when desired. The engine coolant may be dead headed by the first input port 26 according to any method as known by one of ordinary skill.
[0031] Moreover, the switch valve assembly 24 defines a first transmission fluid outlet port 30 which routes the transmission fluid to bypass the transmission oil heat exchanger 22 and return the transmission fluid directly to the transmission 18. The switch valve assembly 24 also defines a second transmission fluid outlet port 32 which routes the transmission fluid through the transmission oil heat exchanger 22 and to the transmission fluid line 20 where the transmission fluid is then returned to the transmission 18. It is also contemplated that the switch valve assembly 24 may include more or fewer outlet ports for the transmission fluid as desired by one of ordinary skill in the art.
[0032] Additionally, the switch valve assembly 24 defines at least a first engine coolant outlet port 34 which routes the engine coolant through the transmission oil heat exchanger 22 and to the engine coolant line 16 where the engine coolant is routed back to the engine 12. As illustrated in Figure 1, the switch valve assembly 24 also defines a second engine coolant outlet port 36 which routes the engine coolant through the vehicle radiator 14 before routing the fluid through the transmission oil heat exchanger 22 and to the engine coolant line 16 where the engine coolant is routed back to the engine 12. Additionally, it is contemplated that the switch valve assembly 24 may define more or fewer outlet ports for the engine coolant as desired by one of ordinary skill in the art.
[0033] Referring still to Figure 1 , the switch valve assembly 24 is configured to detect a temperature of the transmission fluid and of the engine coolant. The temperature of both the transmission fluid and the engine coolant may be detected by a temperature sensor, a thermistor, or any other device which may determine or calculate temperature of a fluid as known by one of ordinary skill in the art. It is contemplated that the switch valve assembly 24 may be configured to detect the temperature of the transmission fluid and of the engine coolant and any or all of the input ports or outlet ports. Moreover, it is also contemplated that the switch valve assembly 24 may be configured to detect the temperature of the transmission fluid and of the engine coolant at any location inside, outside, or adjacent to the switch valve assembly 24 as desired by one of ordinary skill in the art. Since the switch valve assembly 24 is configured to detect a temperature of the transmission fluid and of the engine coolant, the heat management system 10 is free of a thermostat in all other locations, including but not limited to in the engine 12. Moreover, by removing the thermostat from the engine 12 and detecting the temperature of the engine coolant in the switch valve assembly 24, the temperature of the engine coolant is more accurately detected and/or calculated.
[0034] Referring now to Figure 2, it is contemplated that both the transmission fluid and the engine coolant are moved by a single device 38. It is also contemplated that both the transmission fluid and the engine coolant may be moved by a single device of any type including but not limited to an electrical actuator such as a rotary or other type of motor or solenoid, a pneumatic actuator, an electro-active polymer actuator, or any other device as known by one of ordinary skill in the art configured to move a fluid. Additionally, the transmission fluid and the engine coolant may each be moved by an independent device. Again, it is contemplated that the transmission fluid and the engine coolant may be moved by two independent devices 38 of any type. Moreover, each of the two independent devices may be different from one another or the same, as desired by one of ordinary skill in the art. Additionally, it is contemplated that one or both of the engine coolant and transmission fluid may be moved by more than one independent rotary device, as desired by one of ordinary skill in the art.
[0035] Referring now to Figures 3-5, in operation, before the heat management system 10 is started, the engine coolant is cold and the transmission fluid is also cold. Also, the transmission 18 and the engine 12 are not operating and neither the transmission fluid nor the engine coolant are flowing. Once the heat management system 10 is activated, typically by the vehicle being started, but the heat management system 10 may be activated by another method as known by one of ordinary skill in the art, the heat management system 10 begins operating in at least one mode of operation. As illustrated in the Figures, the at least one mode of operation comprises a first mode of operation 40, a second mode of operation 42, and a third mode of operation 44. However, it is additionally contemplated that the heat management system 10 may operate at more or less than three modes of operation as known by one of ordinary skill in the art. It is also contemplated that the modes of operation may be performed in any order including but not limited to the third mode of operation 44 occurring prior to the first mode of operation 40, the second mode of operation 42, or both.
[0036] In the first mode of operation 40, as illustrated in Figure 3, the engine coolant is dead-headed at the switch valve assembly 24. In other words, the engine coolant does not flow as the both of the engine coolant outlet ports of the switch valve assembly 24 are closed. Therefore, all of the heat generated by the engine 12 remains in the engine 12 to speed up the heat up of the engine 12. Also, when the heat management system 10 is operating in the first mode of operation 40 the transmission fluid is moved, typically by the rotary motor 38 as described above, through the switch valve assembly 24 and then out of the first transmission fluid outlet port where it is routed directly back to the transmission 18 without passing through the transmission oil heat exchanger 22. Therefore, all of the heat generated by the transmission 18 remains within the transmission 18 and no heat is lost by the transmission fluid moving through the transmission oil heat exchanger 22.
[0037] As described above, during operation, the switch valve assembly 24 detects or calculates the temperature of both the engine coolant and the transmission fluid. Once the engine coolant reaches a pre-determined threshold temperature, the heat management system 10 operates at the second mode of operation 42, as illustrated in Figure 4. In the second mode of operation 42, the engine coolant is moved through the switch valve assembly 24 and out of the first engine coolant outlet port 34 and moved through the transmission oil heat exchanger 22 before being routed back to the engine 12. Additionally, in the second mode of operation 42, the transmission fluid is also moved through the switch valve assembly 24 and out of the switch valve assembly 24 through the second transmission fluid outlet port 32 and is routed to the transmission oil heat exchanger 22 before moving back to the transmission 18. The second mode of operation 42 allows the excess or waste heat from the engine coolant that would have been rejected and released into the air by the vehicle radiator 14 to be transferred to the transmission fluid in the transmission oil heat exchanger 22 which enables the transmission 18 to heat up faster.
[0038] Once the transmission fluid reaches a predetermined threshold temperature, the heat management system 10 operates at a third mode of operation 44, as illustrated in Figure 5. In the third mode of operation 44, the engine coolant is moved from the engine 12 through the switch valve assembly 24 and out the second outlet port of the switch valve assembly 24 which routes the engine coolant through the vehicle radiator 14 and then through the transmission oil heat exchanger 22 before moving back to the engine 12. Additionally, in the third mode of operation 44, the transmission fluid is moved through the switch valve assembly 24 and out of the second transmission fluid outlet port 32 where the transmission fluid is routed to the transmission oil heat exchanger 22 before moving back to the transmission 18. As described above, the vehicle radiator 14 is configured to remove excess or waste heat from the engine coolant which cools down the engine coolant before the engine coolant is moved to the transmission oil heat exchanger 22 where the engine coolant then cools the transmission fluid. The third mode of operation 44 continues operation while the engine 12 and transmission 18 are operating and the engine coolant and transmission fluid are above the threshold temperatures.
[0039] As described above it is contemplated that the predetermined threshold temperature of the transmission fluid which activates the third mode of operation may be reached prior to the threshold temperature of the engine coolant which activates the second mode of operation. Moreover, it is contemplated that when the heat management system is activated, one or more of the transmission fluid or engine coolant may already have reached the predetermined threshold temperature, and therefore the heat management system may begin operating at the second mode of operation 42 or the third mode of operation 44 without operating at the first mode of operation 40. As such, the modes of operation may be performed in any order as desired by one of ordinary skill in the art.
[0040] It is contemplated that the switch valve assembly 24 may be operated by a controller or other device as known by one of ordinary skill in the art which uses the temperature detected or calculated by the switch valve assembly 24 to determine when the inlet and outlet ports of the switch valve assembly 24 should be opened or closed. In one embodiment, the switch valve assembly 24 is operated by a solenoid based control system design. More specifically, the input port and outlet ports for the transmission fluid may be switched with a single two-position device while the input port and outlet ports for the engine coolant may be switched with a three-position device. The switching device may be any type of switching device as known by one of ordinary skill in the art including but not limited to a solenoid device.
[0041] Accordingly, the heat management system 10 integrates the transmission oil heat exchanger 22 and the switch valve assembly 24 including a controller or actuator into a combined assembly. The combined assembly has the ability to selectively heat or cool the transmission fluid by routing either hot engine coolant from the engine 12 or cold coolant from the vehicle radiator 14 to the transmission oil heat exchanger 22. This ability enables the transmission 18 to warm up faster after a cold start while still maintaining the ability to adequately cool the transmission 18 under high temperature and high load operations. Additionally, heating the transmission fluid faster increases efficiency of the transmission 18 due to less viscous drag losses from the transmission fluid resulting in improved vehicle carbon dioxide emissions and fuel consumption.
[0042] The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings, and the invention may be practiced otherwise than as specifically described.
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