Low volume, low pressure, intelligent heat optimization system

Abstract

A heat optimization system for a vehicle including a final drive and a hydraulic tank. The system including a pump driven by a motor adapted for low pressure and low volume flow of a fluid, a heat exchanger, and a filter. The pump is in fluid communication with the heat exchanger and the final drive of the vehicle. The heat exchanger is also in fluid communication with the final drive of the vehicle. The filter is in fluid communication with the pump and / or the heat exchanger. The heat exchanger may be located in the hydraulic tank of the vehicle. In vehicles having a plurality of final drives, a separate system may be employed for each final drive.

Description

LOW VOLUME, LOW PRESSURE, INTELLIGENT HEAT OPTIMIZATION SYSTEMCROSS-REFERENCE TO RELATED CASES

[0001] This application claims the benefit of U.S. provisional patent application Serial No. 63 / 554,806, filed on February 16, 2025, and incorporates such provisional application by reference into this disclosure as if fully set out at this point.FIELD OF THE INVENTION

[0002] The present invention relates, generally, to vehicles including final drive systems, and particularly to systems which are directed toward extending the functional life of final drive systems for vehicles and specifically to systems which address the adverse effects of temperature stress on final drive systems for vehicles.BACKGROUND OF THE INVENTION

[0003] Final drive assemblies are an important element in a vehicle drive tram as they transmit all drive, brake, and steering functions from the transmission to the wheels, propeller, track, etc of the vehicle. The purpose of a vehicle final drive assembly is to provide the final stage of gear reduction to decrease RPM and increase rotational torque. Typical final drive ratios ensure that the drive wheels never spin as fast as the engine even in the cases where the transmission has an overdrive gear.

[0004] Final drive systems are employed across all vehicle types, makes, and models and, though they often share many of the same basic concepts, final drives are designed and adapted in ways that are unique to the specific vehicle purpose, the vehicle type, and the vehicle’s manufacturer. In front-wheel drive vehicles, the final drive and differentialassembly are located inside the transmission / transaxle case In a rear-wheel drive vehicles where the engine and transmission are mounted in the front, the final drive and differential assembly sit in the rear of the vehicle and receive rotational torque from the transmission through a dnve shaft.

[0005] On heavy construction equipment, final drives are installed on the left and right sides of the vehicle and transfer power from the drive train to the tires or tracks using a system of gears designed to reduce speed and increase torque. Final drive systems are adapted to take into account the vehicle operating speed parameters, vehicle weight, and impact loads. For many construction and pipeline vehicles, they must account for these parameters in the most difficult off-road operating conditions, including high levels of strain due to mud, water, sand, extreme temperatures (hot or cold) and extreme temperature variations. Due to the high torque loads they routinely handle and their close connection to tires, tracks, or sprockets, final drives have to be designed to perform under these intense circumstances.

[0006] A final drive employed on construction equipment vehicles may be standalone or integrated into the axle housing and the position depends on the needs and duties of the vehicle. The workings and design of final drives often share similar aspects, but the shape, location, and many of the specific components of a final drive are specific to a machine.

[0007] A final drive system typically uses a set of planetary gears (or a bull-and- pinion gear system) to convert force into torque. In final drives with planetary' gears, there may be two sets of planetary gears, an inner planetary' and an outer planetary, each composed of a set of three planet gears held together by a carrier. At the center of planet gears is a sun gear. The sun gear brings force into the final drive to be transformed into high-torque output.A ring gear sits around the planet gears. The planet gears, taking power from the sun gear, turn inside the ring gear as they transform the power into increased torque.

[0008] The housing on a final drive is the container that will enclose the final drive components, keep them in a lubricated environment, and connect to the vehicle. Due to the immense forces existing inside a final drive, the housing must be constructed to stand up to both internal and external forces. The housing typically includes a lubricant such as a gear oil.

[0009] Vehicle final drive systems, including tracked vehicle final drive systems are known to be susceptible to excessive wear in cold and hot environments. In hot environments, such as for example, 40°C and above, operation of the vehicle will subject the components of the final drive to heat stress which, over time, will cause seals to harden, leaks to form, and gears to fail. By 100°C, the final drive system starts to degrade rapidly. Additionally, operating a vehicle, such as a tracked vehicle, even at ambient temperature of about 20°C consistently at high speeds (typically greater than 3,000 rpm) will cause the final drive to overheat, leading to the same failure problems. As a result, many vehicles are speed limited so as to avoid heat stress to the final drive system. A need, therefore, exists for a system which addresses heat stress on vehicle final drive systems, and especially, for optimization of temperature in vehicle final drive systems.SUMMARY OF THE INVENTION

[0010] The present invention relates to a heat optimization system for a vehicle which includes a final drive and a hydraulic tank. The system, very generally, includes a pump driven by a motor, a heat exchanger, and a filter. The pump is adapted for low pressure andlow volume flow of a fluid. The pump is in fluid communication with the heat exchanger. The pump is also in fluid communication with the final drive of the vehicle;

[0011] The heat exchanger is in fluid communication with the final drive of the vehicle. The heat exchanger may be positioned in the hydraulic fluid tank of the vehicle.

[0012] The heat optimization system further includes a valve adapted to selectively interrupt fluid communication (fluid flow) between the pump and the final drive of the vehicle and a valve adapted to selectively interrupt the fluid communication (fluid flow) between the final drive and the heat exchanger. These valves may be a single valve.

[0013] The heat optimization system of the present disclosure may also include a filter in fluid communication with the pump.

[0014] The system may also include a temperature sensor in fluid communication with the pump. In certain embodiments, the temperature sensor may provide data to a processor in the vehicle which may limit the speed of the vehicle until a selected threshold temperature in the final drive(s) is reached. The speed may be limited by the final drive with the highest temperature.

[0015] One benefit of the present system is that once the vehicle is stopped, the final drive temperature drops rapidly, thus avoiding thermal stress on the final dive(s).

[0016] In vehicles having a plurality of final drives, such as most tracked vehicles, a separate system may be employed for each final drive. The pump for each system may be driven by a common motor.

[0017] The foregoing has outlined in broad terms the more important features of the invention disclosed herein so that the detailed description that follows may be more clearly understood, and so that the contribution of the instant inventors to the art may be better appreciated. The instant invention is not limited in its application to the details of theconstruction and to the arrangements of the components set forth in the following description or illustrated in the drawings. Rather the invention is capable of other embodiments and of being practiced and carried out in various other ways not specifically enumerated herein. Additionally, the disclosure that follows is intended to apply to all alternatives, modifications and equivalents as may be included within the spirit and the scope of the invention as defined by the appended claims. Further, it should be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting, unless the specification specifically so limits the invention.BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is an isometric view of an embodiment of the hydraulic assembly comprising the heat optimization system of the present disclosure.

[0019] Figure 2 is a side cut-away view of an exemplary vehicle frame and final drive gear housing including the heat optimization system of the present disclosure.

[0020] Figure 3 is a view taken along line A-A of Figure 2 depicting an exemplary vehicle frame and final drive gear housings including the heat optimization system of the present disclosure.

[0021] Figure 4 is a view taken along line B-B of Figure 3 depicting a hydraulic connection to the vehicle frame.

[0022] Figure 5 is a view taken along line C-C of Figure 3 depicting a hydraulic connection to the vehicle frame.

[0023] Figure 6 is a view taken along line D-D of Figure 3 depicting a hydraulic connection to the vehicle frame.

[0024] Figure 7 is a view" taken along line E-E of Figure 3.

[0025] Figure 8 is a view taken along line F-F of Figure 3 depicting a hydraulic connection through the vehicle frame on a second side.

[0026] Figure 9 is a view taken along line G-G of Figure 3 depicting a hydraulic connection through the vehicle frame on a first side.

[0027] Figure 10 is a view taken along line H-H of Figure 3 depicting the hydraulic connections with the final drive of the vehicle on a first side.

[0028] Figure 11 is a view taken along line J-J of Figure 3 depicting the hy draulic connections with the final drive of the vehicle on a second side.

[0029] Figure 12 is a view taken along line K-K of Figure 2 and details the hydraulic connection between the pump, heat exchanger(s) and final drives.

[0030] Figure 13 is a view taken along line L-L of Figure 12 depicting a detail of the pump components of the system of the present disclosure.

[0031] Figure 14 is a view taken along line M-M of Figure 13 depicting a detail of the pump components of the system of the present disclosure.

[0032] Figure 15 is a view taken along line N-N of Figure 12 depicting the hydraulic connections with the heat exchangers of the system of the present disclosure.

[0033] Figure 16 is a view taken along line P-P of Figure 15 and depicts the assemblies inside the hydraulic tank.

[0034] Figure 17 is a view taken along line R-R of Figure 3 depicting the hydraulic connections with the final drive of the vehicle on a first side.

[0035] Figure 18 is a view taken along line S-S of Figure 3 depicting the hydraulic connections with the final drive of the vehicle on a second side.

[0036] Figure 19 is an enlarged view of detail T of Figure 12 depicting the hydraulic connections with the final drive of the vehicle on a second side.

[0037] Figure 20 is a view taken along line U-U of Figure 19 depicting a side view of the hydraulic connection with the final drive of the vehicle on a second side.DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0038] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processes and manufacturing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the invention herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the claimed invention.

[0039] With reference to the Figures, the present disclosure relates to a heat optimization system 100 for a vehicle 101 wherein the vehicle 101 includes a final drive 102 and a hydraulic tank 104. In vehicles having a plurality of final drives, 102A and 102B. such as most tracked vehicles, and as set forth as 101 in the preferred embodiment, a separate system 100A and 100B may be employed for each final drive. Accordingly heat optimization system 100 of the preferred embodiment includes two separate systems 100A and 100B which include reciprocal / like elements which may be indicated with a single number or denoted “A” and “B”.

[0040] The system 100, and each of 100A and 100B very generally, includes a pump 106 driven by a motor 108, a heat exchanger 110, and a filter 116 (see Figs. 1, 12, 13, and 14in particular). The pump 106 is adapted for low pressure (4 psi) and low volume flow (1 gal. / min.) of a fluid. The pump 106 is in fluid communication with the heat exchanger 110 through standard hydraulic lines. The pump 106 is also in fluid communication with the final drive 102 (102A and 102B) of the vehicle 101 via hydraulic lines. The pump 106A and 106B for each separate system, 100A and 100B respectively, may be driven by a common motor 108 or a dedicated motor for each in alternate embodiments.

[0041] As depicted in Figs. 3, 8, and 9, the hydraulic lines of system 100. in a preferred embodiment, run through the central channels of the frame of vehicle 101. As depicted in Figs. 4, 5, and 6, the hydraulic lines of system 100. in a preferred embodiment, are secured to the frame of the vehicle 101.

[0042] The system 100 may also include a temperature sensor 114 in fluid communication with the pump 106. Temperature sensor 114 may be in communication with a processor.

[0043] The heat exchanger 110 is in fluid communication with the final drive 102 (102A and 102B) of the vehicle 101. In a preferred embodiment, heat exchangers 110A and HOB are positioned in the hydraulic fluid tank 104 of vehicle 101 (see Figs. 1 and 16 particularly). As a result, the temperature of the hydraulic fluid in the hydraulic fluid tank in vehicle 101 is typically greater than the temperature of the fluid in final drives 102A and 102B

[0044] The heat optimization system 100 further includes a cooling manifold 112 (112A and 112B) which may include a valve adapted to selectively interrupt fluid communication (fluid flow) between the pump 106 and the final drive 102 (102A and 102B) of vehicle 101 and valves adapted to selectively interrupt the fluid communication (fluid flow) between the final drive and the heat exchanger. These valves may be a single valve.The purpose of the valve(s) is used primarily in cold conditions (such as 5°C and below) where the fluid may not flow or approach the pour point of the fluid selected. In such conditions, temperature sensor 114 will report such a condition (preferably to a processor) such that the valve will close and no fluid will flow from system 100 into final drive 102 thus avoiding excessive back pressures which might otherwise cause lines, seals, fittings and / or couplings to fail. Thereafter, the fluid within the final drive housing(s) will heat up as the vehicle is operated normally. Once the temperature condition exceeds the selected threshold (such as 5°C), the valves will open and the heat optimization system 100 will operate normally.

[0045] The heat optimization system 100 of the present disclosure may also include a filter 116 (116A and 116B) in fluid communication with pump 106 (106A and 106B respectively) (see, particularly Figs. 1. 12, and 13). The purpose of filter 116 (116A. 116B) is because final drives such as 102 typically include very small oil passageways which could be blocked by particles carried by the fluid. Such blockages would cause pressure spikes in system 100 which could cause lines, seals, joints, couplings and the like to fail.* * * *

[0046] It is to be understood that the terms "including", "comprising", "consisting" and grammatical variants thereof do not preclude the addition of one or more components, features, steps, or integers or groups thereof and that the terms are to be constmed as specifying components, features, steps or integers.

[0047] If the specification or claims refer to "an additional" element, that does not preclude there being more than one of the additional element.

[0048] It is to be understood that where the claims or specification refer to "a" or "an" element, such reference is not be constmed that there is only one of that element.

[0049] It is to be understood that where the specification states that a component, feature, structure, or characteristic "may", "might", "can" or "could" be included, that particular component, feature, structure, or characteristic is not required to be included.

[0050] Where applicable, although state diagrams, flow diagrams or both may be used to describe embodiments, the invention is not limited to those diagrams or to the corresponding descriptions. For example, flow need not move through each illustrated box or state, or in exactly the same order as illustrated and described.

[0051] Methods of the present invention may be implemented by performing or completing manually, automatically, or a combination thereof, selected steps or tasks.

[0052] The term "method" may refer to manners, means, techniques and procedures for accomplishing a given task including, but not limited to, those manners, means, techniques and procedures either known to, or readily developed from known manners, means, techniques and procedures by practitioners of the art to which the invention belongs.

[0053] The term “at least” followed by a number is used herein to denote the start of a range beginning with that number (which may be a range having an upper limit or no upper limit, depending on the variable being defined). For example, “at least 1” means 1 or more than 1. The term “at most” followed by a number is used herein to denote the end of a range ending with that number (which may be a range having 1 or 0 as its lower limit, or a range having no lower limit, depending upon the variable being defined). For example, “at most 4” means 4 or less than 4, and “at most 40%” means 40% or less than 40%.

[0054] When, in this document, a range is given as “(a first number) to (a second number)” or “(a first number) - (a second number)”, this means a range whose lower limit is the first number and whose upper limit is the second number. For example, 25 to 100 should be interpreted to mean a range whose lower limit is 25 and whose upper limit is 100.Additionally, it should be noted that where a range is given, every possible subrange or interval within that range is also specifically intended unless the context indicates to the contrary. For example, if the specification indicates a range of 25 to 100 such range is also intended to include subranges such as 26 -100, 27-100. etc., 25-99. 25-98. etc., as well as any other possible combination of lower and upper values within the stated range, e.g.. 33-47, 60- 97. 41-45, 28-96, etc. Note that integer range values have been used in this paragraph for purposes of illustration only and decimal and fractional values (e.g., 46.7 - 91.3) should also be understood to be intended as possible subrange endpoints unless specifically excluded.

[0055] It should be noted that where reference is made herein to a method comprising two or more defined steps, the defined steps can be carried out in any order or simultaneously (except where context excludes that possibility), and the method can also include one or more other steps which are carried out before any of the defined steps, between two of the defined steps, or after all of the defined steps (except where context excludes that possibility).

[0056] Further, it should be noted that terms of approximation (e.g., "about", “substantially’', “approximately"’, etc.) are to be interpreted according to their ordinary' and customary meanings as used in the associated art unless indicated otherwise herein. Absent a specific definition within this disclosure, and absent ordinary and customary usage in the associated art, such terms should be interpreted to be plus or minus 10% of the base value.

[0057] Thus, the present invention is well adapted to cany' out the objects and attain the ends and advantages mentioned above as well as those inherent therein. While the inventive device has been described and illustrated herein by reference to certain preferred embodiments in relation to the drawings attached thereto, various changes and further modifications, apart from those shown or suggested herein, may be made therein by those ofordinary skill in the art, without departing from the spirit of the inventive concept the scope of which is to be determined by the following claims.

Claims

CLAIMSWhat is claimed is:

1. A heat optimization system for a vehicle including a final drive and a hydraulic tank, comprising: a pump adapted for low pressure and low volume flow of a fluid; said pump in fluid communication with a heat exchanger; said pump in fluid communication with the final drive of the vehicle; said heat exchanger in fluid communication with the final drive of the vehicle.

2. The heat optimization system of claim 1 further comprising a valve adapted to selectively interrupt said fluid communication between said pump and the final drive of the vehicle.

3. The heat optimization system of claim 2 further comprising a valve adapted to selectively interrupt said fluid communication between the final drive and said heat exchanger.

4. The heat optimization system of claim 3 wherein said valve adapted to selectively interrupt said fluid communication between said pump and the final drive of the vehicle and said valve adapted to selectively interrupt said fluid communication between the final drive and said heat exchanger are a single valve.

5. The heat optimization system of claim 1 further comprising a filter in fluid communication with said pump.

6. The heat optimization system of claim 1 where said pump is driven by a motor.

7. The heat optimization system of claim 1 further including a temperature sensor in fluid communication with said pump.

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