The problem on which the invention is based is solved by the means stated
in the characterising part of Claim 1.
According to the invention heat is introduced by way of a single heat source (second heating apparatus) in the engine pre-warming phase directly into the covered V-shaped space outside the engine, whereby the fuel conduits, the injection pump, the cylinder heads, the cylinder tubes and also the engine block, including engine installation space, are heated. The engine oil is heated indirectly through the outer surface of the engine oil sump by means of the heat of the waste gas of the said heat source. Simultaneously with the engine pre-warming, a heat current from the abovementioned heat source is conducted by way of a change-over case directly by way of the existing air-conduction system of the enginedependent first heating apparatus into the interior of the driving cabin and thus the air in the driving cabin is heated up during the engine prewarming phase.
The change-over case is expediently set directly upon the cover plate of the V-shaped space of the vehicle engine, and the case especially possesses a shiftable flap which,renders possible a defined hot air flow from the second heating apparatus both to the vehicle engine and to the interior of the driving cabin2 or to the interior of the driving cabin alone.
According to the variant of embodiment in accordance with Sub-Claim 4, the two heating blower motors of the engine-dependent first heating apparatus are electrically, coupled, through a single switch of an electric blower coupling device, with the blower motor of the second heating apparatus in such a way that in operation the last-mentioned blower motor positively accompanies at ventilation stage and thus conduit pressure losses are eliminated or minimised.
The preferably provided device for stabilising or raising the engine oil temperature with simultaneous driving cabin heating, in the case of very low external temperatures in 'the range of -500 to -600 C.and an air temperature in the second heating apparatus which is greater than the oil temperature of the engine-dependent first heating apparatus, transfers a partial quantity of heat through the engine oil into the vehicle- engine, whereby the engine oil temperature is stabilised or raised and at the same time the driving cabin is heated.
According to the features of Sub-Claim 5, by means of a cooling air conduction before the engine cooling blower, by shifting over of flaps by hand with simultaneous opening to the engine compartment, a part of the external air is shut off (partially or wholly) and at the same time air (c irculating air) is sucked away out of the engine compartment. Thus the temperature drop from the engine to the outside air is reduced and the engine working temperature - 4 is raised, or in the warm-running phase the temperature rise is accelerated and a better heating performance is achieved.
According to Sub-Claim 7, apart from the above-mentioned manual operation of the change-over flaps, an automatic operation of the change-over flaps can also be provided. More especially the change-over flaps in the cooling air conduit are controlled through pressure cylinders from the electrical cooling blower regulation system of the motor vehicle engine, that is to say the change-over flaps are changed over, according to the loading of the engine, according to component temperature or te oil temperature of the engine, to fresh-air or circulating-air operation.
According to the advantageous further development of the invention in accordance with Sub-Claim 8 a charging air cooler or oil cooler (engine and/or converter oil cooler) is arranged directly before or after the cooling blower of the engine, so that the cooler is supplied, that is charged through the flap-controlled cooling air conduit either with fresh air alone or with mixed air (fresh/recirculated air) or with recirculated air alone. In tb,-- case of operation with mixed air or recirculated air this signifies relatively high charging air and oil temperatures and thus relatively high heating performances.
According to Sub-Claim 9 a special fuel circulation is provided in the form of a fuel conduit arrangement which supplies both the engine of the vehicle and the first and also the second heating apparatus, the excess fuel from the engine injection pump and the second heating apparatus 4 filling an intermediate vessel with a specific filling volume, by way of which a third heating apparatus is also supplied which is provided for the heating of the vehicle battery and also for the additional heating of the driving cabin. The filling volume of the intermediate vessel limits the running time of the third heating apparatus and thus relieves the battery.
According to Sub-Claim 10 the battery case is provided with two overpressure flaps. These two over-pressure flaps are so arranged that during the normal operation of heating the driving cabin, the heating air introduced by means of the engine-dependent first heating apparatus or by means of the engine-dependent first heating apparatus with support by an additional heating apparatus always floods through the battery compartment and thus keeps the battery warm or heats it up.
The above-mentioned over-pressure flaps have the same function in the case of dynamic pressure heating or in the case of fan operation of the engine-dependent first heating apparatus. The excess pressure building up in the driving cabin is always let off through the battery compartment. Possible gases from the batteries are always forced to atmosphere.
In accordance with the features of Sub-Claim 11, in the case of the heating up of the battery or the heating system for keeping the battery warm in recirculating air operation a proportion of fresh air preferably of about 10 % is always ensured. This proportion of fresh air achieves an excess pressure in the battery compartment which is let off to atmosphere through the rear over-pressure flap, while at the same time the forward over-pressure flaps are automatically closed off to the driving cabin. Thus battery gases are always conducted away to atmosphere.
According to the advantageous development in accordance with Sub-Claim 12, in the case of a driving cabin heating system or in the case of a warmkeeping heating system with the third heating apparatus.. a proportion of fresh air (preferably about 10 %) is always conducted into the driving cabin and thus an excess pressure is produced in the driving cabin which, especially when the engine is halted, prevents (possibly contaminated) air from entering the driving cabin. The excess pressure then occurring in the driving cabin is let off by way of the forward and rear over- pressure flaps through the battery compartment.
The variant of embodiment according to Sub-Claim 13 provides that the two change-over flaps in the two flap cases of the battery/driving cabin heating system are actuated in synchronism with one another, namely through dead-point springs, so that mistaken actuation is prevented, that is the heating air from the third heating apparatus is always conducted only into the driving cabin or only through the battery compartment.
The variant of embodiment according to Sub-Claim 14 is characterised especially by an additional battery which is accommodated in an extended battery case. The additional battery supplies only the electric fuelpreheating devices 7 and the second and third heating apparatuses with electrical energy,, so that the main batteries are available with their full electrical capacity solely for the engine starting (starter and flame-heating installation).
According to Sub-Claim 15 an exclusive starter circuit -arrangement is provided according to which in engine starting, that is activation of a starter current, only the starter and the flame-heating installation are charged by the vehicle batteries and all other electrical consumers are positively disconnected as long as the starter current is flowing.
According to the development in accordance with SubClaim 16 by way of change-over cases the combustion air of the engine can pass either as fresh air or as warm air into the air filters and thus into the engine, the change-over cases being connected as Either/Or circuit arrangement with the flap case on the engine, directly by Bowden cable. This means that when the flap in the first change-over case or flap case is set to the "engine pre-warming" position the flaps in the further change-over cases of the first heating apparatus are placed so that air is sucked automatically from the engine compartment. On setting of the flap in the flap case to "driving cabin heating" the flaps in the change-over cases are automatically set so that only fresh air is sucked through the air filters into the engine.
The combustion air pre-heating can be controlled especially by hand. More especially the combustion air hoses before the air filters can be transferred, by means of a plug-in connection with bayonet catches, from fresh air operation to engine compartment air operation.
According to Sub-Claim 18 it can be provided that the entire engine compartment is closed forward, upwards, to the side and downward by an engine capsule, and that the air ieaving the engine (the heated engine cooling air) is positively guided along the floor of the driving cabin to the rear, so that better engine pre-heating and a higher heating performance for the driving cabin are achieved.
Thus according to the invention, by way of a combined heating installation, both the engine and the driving cabin are heated up at the same time by one single heat source, the heating air not being blown through the engine but heating air being blown upon the engine from the exterior by way of the V-shaped space of. the cylinder rows. By means of a change-over case in this common heating air conduction system a specific volume current of heating air is blown simultaneously to-the engine and into the driving cabin. The heater device is placed before the engine-dependent heating installation, by way of the change-over flap, so that the precedingly placed. additional heating device can also be used 100 % for the driving cabin heating and windscreen clearing.
An additional combined heating installation heats the battery compartment or additionally the driving cabin interior. Two over-pressure flaps on the battery case are so arranged that the air from the above-mentioned normal driving cabin heating system is forced through the battery By the compartment and thus keeps the batteries warm.
arrangement of the above-mentioned over-pressure flaps and due to the construction of the combined heating installation it is guaranteed that the battery gases are always conducted to atmosphere and not to the interior of the driving cabin.
A comparatively low technical construction expense results with effective heating performance. Compared with known heating arrangements the number of heat sources is reduced. The efficiency of the heating installation is great. Due to the exploitation of the heat loss of the engine-dependent heating system for the heating of the batteries, the batteries are always warm during driving without additional battery heating. An adequate engine preheating after about 45 min. and an adequate driving cabin heating are ensured down to an external temperature of -600 C.
The invention will be explained in greater detail below by means of examples of embodiment with reference to the accompanying drawing, wherein: - Figure 1 shows a diagrammatic end view of a vehicle engine of a commercial vehicle, Figure 2 shows a diagrammatic plan view of the arrangement according to Figure 1, Figure 3 shows a diagrammatically broken-away side view of the driving cabin of a commercial vehicle, Figure 4 shows a diagrammatic plan view of the driving cabin omitting the upper covering (engine bonnet), Figures 5 and 6 show the change-over flap of the second heating apparatus in two operational positions, Figure 7 shows a diagrammatic plan view of a cooling air conduit to a vehicle engine with manually controlled changeover flaps, Figure 8 shows an arrangement similar to Figure 7 with pneumatically controlled change-over flaps, Figure 9 shows a fuel conduit system in diagrammatic representation, Figures 10, 11 and 12 show an end view, plan view and lateral view of a battery and/or driving cabin heating system in the switch position for keeping warm or heating the batteries by a normal driving cabin heating system, Figures 13, 14 and 15 show the battery and/or driving cabin heating system according to Figures 10 to 12 in the working position for battery pre-warming by the third heating apparatus with a 10 % proportion of fresh air, Figures 16, 17 and 18 show the battery and/or driving cabin heating system according to Figures 13 to 15 in the operating position of the third heating apparatus for exclusive heating of the driving cabin, Figures 19 and 20 show a lateral view and plan view of a driving cabin with another heating arrangement similar to Figures 3 and 4, where in the first engine-dependent heating apparatus change-over cases are provided which are shown in greater detail in two control positions, Figures 21 and 22 show a lateral view and a plan view of a driving cabin with manuallycontrolled pre-warming of the combustion air, and Figures 23 and 24 show a lateral-elevation and plan view - 11 of a covered driving cabin with diagrammatic representation of a driving cabin floor heating system.
In the drawing there is shown a complex heating arrangement 2 in the region of a vehicle engine 3 and a driving cabin 1 of a commercial vehicle, which is not of further interest.
The heating arrangement 2 comprises especially a first heating apparatus 4 and a second heating apparatus 5. The first heating apparatus 4 is an engine-dependent heating installation with two lateral heat exchangers and a heating blower each, which is provided for driving cabin heating and is prior art known per se.
The second heating apparatus 5 of the heating arrangement 2 is situated in front of the vehicle engine in a lower region and possesses a second heating conduit 8, as may be seen especially from Figures 3 and 4.
The second heating conduit 8 leads to the upper side of the covered Vshaped space between the two cylinder rows, as may be seen especially from Figure 1. In the second heating conduit 8 there is provided a first change-over case 14 with an internal adjustable flap. The change-over case 14 is here set upon the upper cover plate of the V-shaped space 9 of the vehicle engine 3 and comprises a passage opening in the direction of the V-shaped space 9. In operation, in the engine pre-warming phase, a specific defined quantity of heat is introduced by the second heating apparatus 5 directly into the covered V-shaped space 9 of the vehicle engine and thus the fuel conduits, the injection pump 11, the cylinder heads 12, the cylinder tubes 13 and also the engine block including engine installation space are heated.
The engine oil is heated indirectly through the outer surface of the engine oil sump by means of the waste gas heat of the second heating apparatus 5, as is prior art known per s.e.
The above-mentioned first change-over case (14) is connected furthermore through a third heating conduit 15 with the first heating apparatus, which leads to the interior of the driving cabin. On appropriate setting of the flap in the change-over case 14 simultaneously with the engine preheating a defined partial current from the second heating apparatus 5 is conducted directly by ay of the existing air conduction system of the first heating apparatus into the driving cabin and thus during the engine pre-warming phase the air in the driving cabin is heated. The setting of the flaps in the change-over case 14 can be effected so that the feed opening to the V-shaped space 9 is closed and the entire quantity of heat of the second heating apparatus is conducted to the driving cabin. The last-mentioned flap position is shown diagrammatically in Figure 6, where for example a driving cabin heating of 12 kw. or ventilation is achievable. The first-mentioned flap position is shown diagrammatically in Figure 5. Here in the practical example of embodiment the V-shaped space 9 can be heated for example with 9 kw. and the driving cabin additionally with for example 3 kw.
On the front of the engine there is situated according to Figures 7 and 8 a cooling air guide which has a charging - 13 air cooler or oil cooler 22 on the end of the vehicle engine 3, an engine cooling blower 18 adjoining this, before which blower a further charging air or oil cooler 22 is placed. Fresh air A can be supplied from outside to the end, especially with recirculatory air flaps 19 opened, which are articulated laterally and if desired can entirely interrupt the fresh air supply from the exterior.
The lateral air circulation flaps 19 provide a passage to the engine compartment 20, so that circulating air U from the engine compartment 20 can be supplied to the cooling air supply to the vehicle engine 3.
According to the example of embodiment in Figure 7 the air circulation flaps 19 can be controlled by hand, or according to the example of embodiment of Figure 8 they can be actuated by means of pneumatic cylinders 21.
In Figure 9 there is shown diagrammatically the fuel conduit system of the heating arrangement 2. The fuel conduit system is supplied from a main tank 38 with an internal rising-pipe heating system 39. Furthermore beside the second heating apparatus there is provided a third heating apparatus 6 for battery heating and an additional driving cabin heating, which will be described hereinafter. The second and third heating apparatuses 5 and 6 are in connection with an intermediate vessel 40. The heat conduits present in the fuel conduit system are shown in dot-and- dash lines.
The third heating apparatus 6 of the heating arrangement 2 is situated in the region of the vehicle battery 23, 24, - 14 which is arranged in a battery case 25 in the interior of the driving cabin, as may be seen especially in an overall view in Figures 3 and 4. Batteries 23, additional battery 24 and the third heating apparatus 6 are shown in greater detail in Figures 10 to 18. Here the third heating apparatus 6 is out of operation according to Figures 10 to 12. The keeping warm or heating of the batteries is effected by the normal enginedependent first heating apparatus 4. In the battery case there is a front over-pressure flap 26 through which hot air W1 from the interior of the driving cabin can pass into the bartery case 25 and waste air W2 can pass through the rear over-pressure flap 27 into atmosphere, as may be seen especially from Figures 11 and 12.
According to Figures 13 to 15 the third heating apparatus 6 is in operation and ensures battery pre-warming W3 for example with a 10 % fresh air proportion Fl. In this case the forward over-pressure flap 26 to the cabin interior is closed, while the rear over-pressure flap 27 is conducting the waste air W2 to atmosphere.
In Figures 16 to 18 the third heating apparatus 6 is shown in an operational position in which it heats the driving cabin interior exclusively with the heat quantity W4. The fresh air regulating device 28 comprises change-over flaps 29 which are connected with one another by a Bowden cable 30. Through the warmed driving cabin a flow also takes place through the battery case 25, in which the front and rear over-pressure flaps 26 and 27 open automatically, waste air being finally conducted to atmosphere.
A k In Figures 19 and 20 the f irst change-over case 14 is coupled by means of a Bowden cable 32 with two further lateral change-over cases 31. which are provided for the lateral heating blower motors of the first heating apparatus 4. The further change-over cases 31 comprise internal adjusting flaps 42 coupled by the Bowden cable 32, which set up a pure fresh-air operation to the,air filter in the case of straight flow through the change-over cases and a pure warm-air operation in the other 900 pivotal position, in which the fresh air flaps are closed and warm air passes from the engine compartment to the air filter.
In Figures 21 and 22 a manually controlled combustion air pre-warming is shown where where combustion air hoses 34 can be transferred by means of a plug-in connection with bayonet catches 33, before the air filters, from fresh-air operation to engine compartment air operation.
Finally in Figures 23 and 24 a floor heating 36 for the driving cabin 1 is illustrated, where the vehicle engine 3 has an enclosing engine capsule 10 and thus in total the entire engine compartment is closed to the front, to the top, to the side and downwards. The warmed engine cooling air 35 is guided positively along the driving cabin floor 36 to the rear, so that better engine warming and a higher heating performance for the driving cabin are achieved.
All new features mentioned in the description and/or represented in the drawing, alone or in sensible combination, are essential to the invention, even in so far as they are not expressly claimed in the Claims.
Claims 1. A commercial vehicle with driving cabin (1) and heating arrangement (2), especially for extreme external temperatures, where the driving cabin (1) can be heated by an engine-dependent first heating apparatus (4) and the vehicle engine (3) can be pre-warmed by a second heating apparatus (5), the heat (7) of the waste gas of which warms the engine oil, and furthermore a battery heating system is provided, characterised in that the second heating apparatus (5) is connected through a second heating conduit (8) directly with the upper covered V-shaped space (9) of the vehicle engine (3), while in the second heating conduit (8) a change-over case (14) is arranged which is connected by way of a third heating conduit (15) with the first heating apparatus (4) (Figures 1 - 4).