US20070170271A1 - Auxiliary power unit heating system - Google Patents
Auxiliary power unit heating system Download PDFInfo
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- US20070170271A1 US20070170271A1 US11/330,435 US33043506A US2007170271A1 US 20070170271 A1 US20070170271 A1 US 20070170271A1 US 33043506 A US33043506 A US 33043506A US 2007170271 A1 US2007170271 A1 US 2007170271A1
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- Prior art keywords
- engine
- temperature
- coolant
- valve
- auxiliary
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00378—Air-conditioning arrangements specially adapted for particular vehicles for tractor or load vehicle cabins
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
- B60H1/032—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant from the cooling liquid of the propulsion plant and from a burner
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
Definitions
- the invention relates to an auxiliary power unit heating system, and more particularly, to an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit cooling system from a main engine coolant system while also providing heating capability for the main engine.
- Diesel engines are not shut down during cold weather conditions due to the difficulty in restarting. Diesel engines do not have the benefit of an electric spark to generate combustion and must rely on heat generated by compressing air to ignite fuel in the engine cylinders. In low temperature conditions (ambient temperatures below about 40° F.), two major factors contribute to the difficulty in starting a diesel engine. First, cold ambient air drawn into the engine must be increased in temperature sufficiently to cause combustion. Second, diesel fuel tends to exhibit poor viscous qualities at low temperatures, making engine starting difficult.
- the heat exchanger of the auxiliary power plant then utilizes the heat of exhaust gases generated by the auxiliary power plant engine to warm the truck engine during the time it is not operating so that easy starting of the truck engine is made possible even in very cold weather.
- the exhaust gases from the auxiliary engine are also utilized to heat the lubricating oil of the main engine.
- an external load is applied to the crank shaft of the auxiliary engine to increase the heat output generated by the auxiliary engine.
- an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit heating system from a main engine coolant system while also providing heating capability for the main engine.
- the present invention meets this need.
- the primary aspect of the invention is to provide an auxiliary power unit heating system, and more particularly, an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit heating system from a main engine coolant system while also providing heating capability for the main engine.
- the invention comprises an engine heating system for vehicles comprising an engine, a vehicle compartment heating system including fluid conduits extending from the engine to a heating unit and extending back to the engine, an auxiliary power unit on the vehicle including an auxiliary engine having a water pump driven by the auxiliary engine including fluid conduits extending from the auxiliary engine to a second heating unit located in a compartment of the vehicle and extending back to the auxiliary engine, fluid conduits extending from the engine to the second heating unit and extending back to the engine, a valve disposed in the fluid conduit between the second heating unit and the engine, the valve capable of receiving a signal, a temperature switch for detecting a coolant temperature, the temperature switch providing a signal to operate the valve, the valve allowing coolant circulation through the second heating unit to the main engine when the main engine is in operation or the coolant temperature is greater than a predetermined temperature, and the valve closed when the main engine is not in operation or the coolant temperature is below a predetermined temperature.
- FIG. 1 is a schematic diagram of the auxiliary power unit heating system.
- FIG. 2 is a schematic diagram of the valve position versus coolant temperature.
- FIG. 3 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the coolant temperature is low.
- FIG. 4 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the cabin area is warm.
- FIG. 5 is a schematic diagram of the system instrumentation.
- FIG. 6 is a chart of various system and environmental temperatures.
- FIG. 7 is a chart of example coolant flow rates.
- FIG. 1 is a schematic diagram of the auxiliary power unit heating system.
- the system comprises an auxiliary engine 100 , a main engine 200 , a rear heating unit 300 and a front heating unit 400 .
- the auxiliary engine comprises a single or multi-cylinder internal combustion or diesel engine.
- the auxiliary engine uses the same fuel as the main engine, for example either diesel fuel or gasoline.
- the auxiliary engine is cooled by a conventional water jacket coolant system.
- the coolant system further comprises multiple fluid conduits (pipes) within which flows a fluid such as water mixed with a suitable proportion of glycol or equivalent type anti-freeze.
- the coolant system further comprises a radiator 500 to which the fluid conduits for the main engine and the auxiliary engine are connected.
- the radiator disposes of system waste heat when either the auxiliary engine or main engine is operating and thermostat 600 is open allowing coolant flow to the radiator.
- Main engine 200 is a known form of multi-cylinder diesel or internal combustion engine comprising reciprocating pistons, cylinders and so on.
- Main engine 200 comprises a block which is cooled by a conventional coolant system comprising a fluid such as water mixed with a suitable proportion of glycol or equivalent type anti-freezes.
- a thermostat 600 controls flow of the coolant though the radiator 500 .
- the thermostat is known in the art and is activated based upon the temperature of the coolant circulating in the system.
- the thermostat opens upon reaching a predetermined temperature, for example, 180° F.
- the thermostat is known in the art and may either be mechanical or electrically controlled.
- the coolant system comprises input fluid conduit 301 and output conduit 302 from rear heating unit 300 .
- Rear heating unit 300 is used to provide heat to a vehicle compartment, for example, the sleeper area of a long haul truck's cabin.
- a normally open valve (NOV) 700 is placed in the return conduit 303 which returns the coolant to the main engine 200 after it has passed through rear heating unit 300 .
- NOV normally open valve
- valve 700 could also be placed in output conduit 304 between the main engine 200 and rear heating unit 300 and the system function will be identical in either configuration as described herein.
- Temperature switch 800 is located in conduit 301 .
- Conduit 301 is connected to conduit 304 and conduit 309 .
- Conduit 301 supplies coolant to the rear heating unit 300 .
- Temperature switch 800 controls the state of valve 700 , that is, it controls whether valve 700 is open or closed based upon the temperature of the coolant and the state of relay 801 .
- main engine water pump 201 pumps coolant to front heating unit 400 through conduit 305 and the return flow returns to the main engine 200 through conduit 306 .
- Coolant also flows through conduit 304 toward the rear heating unit 300 .
- Some coolant flowing toward rear heat unit 300 simultaneously flows into the auxiliary engine 100 through conduit 309 .
- thermostat 600 opens and a portion of the coolant flow then also flows through radiator 500 .
- the return flow from the auxiliary engine and the radiator collects into conduit 308 and flows to conduit 307 .
- the advantage of having some coolant flow through the auxiliary engine is that the auxiliary engine will stay warmed even though it is not operating. This assures an easy start when the auxiliary power unit is required to provide to operate and heat.
- Water pump 101 and water pump 201 are each “flow-through” pumps, known in the art. This means each does not significantly restrict fluid flow though the pump when the pump is not rotating, for example, when either the auxiliary engine or the main engine is not operating but fluid is still flowing through the system.
- relay 801 closes (main engine off) thereby providing electrical power to temperature switch 800 .
- Power to temperature switch 800 does not necessarily mean that valve 700 is energized. Temperature switch 800 operation, and thereby valve 700 operation in part, is dependent upon coolant temperature.
- FIG. 2 is a schematic diagram of the valve position versus coolant temperature.
- FIG. 3 is a schematic diagram of the coolant flow when the auxiliary engine is running and the coolant temperature is low.
- coolant circulates from the auxiliary engine 100 to rear heating unit 300 and back to the auxiliary engine 100 .
- a portion of the coolant may also circulate through radiator 500 depending upon the temperature set point for thermostat 600 . Since the amount of coolant circulating in this configuration is less than the total system volume, the coolant will heat up relatively quickly to provide heat to the cabin. On the other hand, if the entire volume of the coolant in the system had to be heated as in a prior art system, the temperature of the coolant will rise very slowly because of the limited heat production of the auxiliary engine. Consequently, it would take a relatively longer time to heat the cabin and sleeper area.
- temperature switch 800 opens thereby denergizing valve 700 which causes valve 700 to open since it is a normally open valve (NOV), i.e., energizing valve 700 closes valve 700 .
- NOV normally open valve
- FIG. 4 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the cabin area is warm.
- the coolant returning from the main engine 200 mixes with the return coolant from rear heating unit 300 which then flows back into the auxiliary engine water pump 101 . Since valve 700 is open and hot coolant from the rear heating unit 300 and cold coolant from the main engine 200 is mixing, the temperature of the coolant flowing through the auxiliary engine will decrease over time to a level were temperature switch 800 will close, thereby closing valve 700 . This will again isolate a small volume of coolant which circulates between the auxiliary engine 100 and the rear heating unit 300 . This will in turn quickly heat the coolant in the shortened loop until it is heated to the temperature where the valve 700 opens as described in this specification.
- the cycle of closing and opening valve 700 will then continue based on the temperature of the coolant sensed by the temperature switch 800 .
- This control strategy enables the heat produced by the auxiliary engine to first warm cabin sleeper area and then excess heated coolant is routed to warm the main engine 200 .
- thermostat 600 may open in the case of an unplanned system temperature excursion.
- FIG. 5 is a schematic diagram of the system instrumentation.
- Thermocouples are used to detect cabin interior ambient temperature 1000 , exterior ambient temperature 1001 , front heating unit inlet coolant temperature 1002 , rear heating inlet coolant temperature 1003 , coolant return temperature 1004 , rear heating outlet coolant temperature 1005 , thermostat outlet coolant temperature 1006 and rear heating air outlet temperature 1007 .
- the temperature signals from each of the subject thermocouples may be used to measure system performance and may also be used by a vehicle ECU to optimize system operation. OF course, the system may also comprise minimal control intervention relying solely on the electrical operation of the temperature switch 800 and valve 700 and the thermostat set point. Example readings from the noted thermocouples for an example system are depicted in FIG. 6 .
- FIG. 6 is a chart of various system and environmental temperatures. The cyclic nature of system is evident as well as the rapid rise in the coolant temperature in the auxiliary engine coolant loop when only the auxiliary engine in operation. After the coolant has warmed the slow rise in the main engine temperature is demonstrated. The relatively slow rise time is due to periodic coolant flow to the front heating unit 400 from the main engine 200 .
- the curves depicted on the chart correspond to the following data noted in FIG. 5 as follows:
- FIG. 6 The information depicted in FIG. 6 is provided only as an example and is not intended to limit the operating capabilities, characteristics or configurations of the system.
- the relatively steady Interior Ambient 1000 temperature is readily apparent.
- the cyclic nature of the system is clearly illustrated as well.
- FIG. 7 is a chart of example coolant flow rates.
- the position of valve 700 is shown in the column marked “NO Valve”. “Flow out AE” is measured in conduit 309 . “Flow into Rear Heater” is measured in conduit 301 . “Flow into Main Engine” is measured in conduit 303 . The flow rates are in gallons per minute.
- the information depicted in FIG. 7 is only presented as a non-limiting example since the coolant flow rates will vary depending upon the particular water pump curve, the dimensions of the various conduits, and any other components that may be installed in any particular the system.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
An engine heating system for vehicles comprising an engine, a vehicle compartment heating system including fluid conduits extending from the engine to a heating unit and extending back to the engine, an auxiliary power unit on the vehicle including an auxiliary engine having a water pump driven by the auxiliary engine including fluid conduits extending from the auxiliary engine to a second heating unit located in a compartment of the vehicle and extending back to the auxiliary engine, fluid conduits extending from the engine to the second heating unit and extending back to the engine, a valve disposed in the fluid conduit between the second heating unit and the engine, the valve capable of receiving a signal, a temperature switch for detecting a coolant temperature, the temperature switch providing a signal to operate the valve, the valve allowing coolant circulation through the second heating unit to the main engine when the main engine is in operation or the coolant temperature is greater than a predetermined temperature, and the valve closed when the main engine is not in operation or the coolant temperature is below a predetermined temperature.
Description
- The invention relates to an auxiliary power unit heating system, and more particularly, to an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit cooling system from a main engine coolant system while also providing heating capability for the main engine.
- Generally, large diesel engines are not shut down during cold weather conditions due to the difficulty in restarting. Diesel engines do not have the benefit of an electric spark to generate combustion and must rely on heat generated by compressing air to ignite fuel in the engine cylinders. In low temperature conditions (ambient temperatures below about 40° F.), two major factors contribute to the difficulty in starting a diesel engine. First, cold ambient air drawn into the engine must be increased in temperature sufficiently to cause combustion. Second, diesel fuel tends to exhibit poor viscous qualities at low temperatures, making engine starting difficult.
- In cold weather, large engines are typically idled overnight to avoid the necessity to restart in the morning and to provide heat to the crew space. Diesel trucks that must operate in extremely cold environmental conditions must be run continuously, at high fuel cost, or, when shutdown, must be drained of engine coolant and provided supplemental electrical service and heating, also at high cost.
- In warm weather, diesel engines typically idle to provide air conditioning and other services, including lighting, environmental heating and cooling, and electrical appliances.
- Representative of the art is U.S. Pat. No. 4,756,359 to Greer (1988) which discloses a small lightweight auxiliary power plant including an engine, electrical alternator, water pump, air conditioning compressor and a heat exchanger is mounted at a convenient location on the tractor of a truck or other large vehicle. The main engine of the truck operates the existing truck air conditioning and heating system in a normal manner when the main engine is running. When the main engine of the truck is not operating and the smaller engine of the auxiliary power plant is operating, the truck air conditioning and heating system is operated by the auxiliary power plant. The heat exchanger of the auxiliary power plant then utilizes the heat of exhaust gases generated by the auxiliary power plant engine to warm the truck engine during the time it is not operating so that easy starting of the truck engine is made possible even in very cold weather. The exhaust gases from the auxiliary engine are also utilized to heat the lubricating oil of the main engine. When desired, an external load is applied to the crank shaft of the auxiliary engine to increase the heat output generated by the auxiliary engine.
- What is needed is an auxiliary power unit heating system, and more particularly, an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit heating system from a main engine coolant system while also providing heating capability for the main engine. The present invention meets this need.
- The primary aspect of the invention is to provide an auxiliary power unit heating system, and more particularly, an auxiliary power unit heating system comprising a means for selectively isolating a cabin heating unit in the auxiliary power unit heating system from a main engine coolant system while also providing heating capability for the main engine.
- Other aspects of the invention will be pointed out or made obvious by the following description of the invention and the accompanying drawings.
- The invention comprises an engine heating system for vehicles comprising an engine, a vehicle compartment heating system including fluid conduits extending from the engine to a heating unit and extending back to the engine, an auxiliary power unit on the vehicle including an auxiliary engine having a water pump driven by the auxiliary engine including fluid conduits extending from the auxiliary engine to a second heating unit located in a compartment of the vehicle and extending back to the auxiliary engine, fluid conduits extending from the engine to the second heating unit and extending back to the engine, a valve disposed in the fluid conduit between the second heating unit and the engine, the valve capable of receiving a signal, a temperature switch for detecting a coolant temperature, the temperature switch providing a signal to operate the valve, the valve allowing coolant circulation through the second heating unit to the main engine when the main engine is in operation or the coolant temperature is greater than a predetermined temperature, and the valve closed when the main engine is not in operation or the coolant temperature is below a predetermined temperature.
- The accompanying drawings, which are incorporated in and form a part of the specification, illustrate preferred embodiments of the present invention, and together with a description, serve to explain the principles of the invention.
-
FIG. 1 is a schematic diagram of the auxiliary power unit heating system. -
FIG. 2 is a schematic diagram of the valve position versus coolant temperature. -
FIG. 3 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the coolant temperature is low. -
FIG. 4 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the cabin area is warm. -
FIG. 5 is a schematic diagram of the system instrumentation. -
FIG. 6 is a chart of various system and environmental temperatures. -
FIG. 7 is a chart of example coolant flow rates. -
FIG. 1 is a schematic diagram of the auxiliary power unit heating system. The system comprises anauxiliary engine 100, amain engine 200, arear heating unit 300 and afront heating unit 400. - The auxiliary engine comprises a single or multi-cylinder internal combustion or diesel engine. The auxiliary engine uses the same fuel as the main engine, for example either diesel fuel or gasoline. The auxiliary engine is cooled by a conventional water jacket coolant system. The coolant system further comprises multiple fluid conduits (pipes) within which flows a fluid such as water mixed with a suitable proportion of glycol or equivalent type anti-freeze.
- The coolant system further comprises a
radiator 500 to which the fluid conduits for the main engine and the auxiliary engine are connected. The radiator disposes of system waste heat when either the auxiliary engine or main engine is operating andthermostat 600 is open allowing coolant flow to the radiator. -
Main engine 200 is a known form of multi-cylinder diesel or internal combustion engine comprising reciprocating pistons, cylinders and so on.Main engine 200 comprises a block which is cooled by a conventional coolant system comprising a fluid such as water mixed with a suitable proportion of glycol or equivalent type anti-freezes. - A
thermostat 600 controls flow of the coolant though theradiator 500. The thermostat is known in the art and is activated based upon the temperature of the coolant circulating in the system. The thermostat opens upon reaching a predetermined temperature, for example, 180° F. The thermostat is known in the art and may either be mechanical or electrically controlled. - The coolant system comprises
input fluid conduit 301 andoutput conduit 302 fromrear heating unit 300.Rear heating unit 300 is used to provide heat to a vehicle compartment, for example, the sleeper area of a long haul truck's cabin. A normally open valve (NOV) 700 is placed in thereturn conduit 303 which returns the coolant to themain engine 200 after it has passed throughrear heating unit 300. However,valve 700 could also be placed inoutput conduit 304 between themain engine 200 andrear heating unit 300 and the system function will be identical in either configuration as described herein. -
Temperature switch 800 is located inconduit 301.Conduit 301 is connected toconduit 304 andconduit 309.Conduit 301 supplies coolant to therear heating unit 300.Temperature switch 800 controls the state ofvalve 700, that is, it controls whethervalve 700 is open or closed based upon the temperature of the coolant and the state ofrelay 801. - Main Engine Operating
- In the mode when the
main engine 200 is running, mainengine water pump 201 pumps coolant tofront heating unit 400 throughconduit 305 and the return flow returns to themain engine 200 throughconduit 306. Coolant also flows throughconduit 304 toward therear heating unit 300. Some coolant flowing towardrear heat unit 300 simultaneously flows into theauxiliary engine 100 throughconduit 309. At a predeterminedtemperature thermostat 600 opens and a portion of the coolant flow then also flows throughradiator 500. The return flow from the auxiliary engine and the radiator collects intoconduit 308 and flows to conduit 307. - The coolant leaving
rear heating unit 300 throughconduit 307 and theauxiliary engine 100 and the radiator throughconduit 308, flows throughvalve 700 andconduit 303 to return to themain engine 200 to repeat the cycle. - When the
main engine 200 is operating,electrical relay 801 is normally open thereby preventing electrical power from reachingtemperature switch 800, and consequentlyvalve 700 in the case whentemperature switch 800 is closed. However, even in the case whentemperature switch 800 is closed because the coolant temperature is above its predetermined temperature set point, for example 180° F., in the case when themain engine 200 is operating and therelay 801 is open no power will flow to thevalve 700, thereby assuring that normallyopen valve 700 remains open. - In the operating mode where only the main engine is operating, the advantage of having some coolant flow through the auxiliary engine is that the auxiliary engine will stay warmed even though it is not operating. This assures an easy start when the auxiliary power unit is required to provide to operate and heat.
-
Water pump 101 andwater pump 201 are each “flow-through” pumps, known in the art. This means each does not significantly restrict fluid flow though the pump when the pump is not rotating, for example, when either the auxiliary engine or the main engine is not operating but fluid is still flowing through the system. - Auxiliary Engine Operating/Main Engine Shut Down
- When the main engine is shut down, for example, when the vehicle is parked, and the auxiliary power unit is started,
relay 801 closes (main engine off) thereby providing electrical power totemperature switch 800. Power totemperature switch 800 does not necessarily mean thatvalve 700 is energized.Temperature switch 800 operation, and therebyvalve 700 operation in part, is dependent upon coolant temperature. - If the vehicle has not been operating for a period of time and the coolant is cold, for example, below the temperature switch lower temperature threshold ˜150° F.,
temperature switch 800 will be closed as demonstrated in the switch logic inFIG. 2 .FIG. 2 is a schematic diagram of the valve position versus coolant temperature. - In this situation
auxiliary engine 100 is started and the coolant begins circulating. Until the temperature switch upper limit (˜180° F.) has been exceeded by circulation of the steadily warming coolant, theclosed temperature switch 800 provides power to the normallyopen valve 700, causingvalve 700 to be closed and thereby stopping return coolant flow throughconduit 303 tomain engine 200. This isolates theauxiliary engine 100 andrear heating unit 300 from the rest of the coolant system, thereby speeding heating of the relatively smaller volume of the auxiliary engine portion of the cooling system. This configuration is shown inFIG. 3 .FIG. 3 is a schematic diagram of the coolant flow when the auxiliary engine is running and the coolant temperature is low. - With
valve 700 closed coolant circulates from theauxiliary engine 100 torear heating unit 300 and back to theauxiliary engine 100. A portion of the coolant may also circulate throughradiator 500 depending upon the temperature set point forthermostat 600. Since the amount of coolant circulating in this configuration is less than the total system volume, the coolant will heat up relatively quickly to provide heat to the cabin. On the other hand, if the entire volume of the coolant in the system had to be heated as in a prior art system, the temperature of the coolant will rise very slowly because of the limited heat production of the auxiliary engine. Consequently, it would take a relatively longer time to heat the cabin and sleeper area. - Once the temperature of the coolant rises above the upper temperature threshold (˜180° F.)
temperature switch 800 opens therebydenergizing valve 700 which causesvalve 700 to open since it is a normally open valve (NOV), i.e., energizingvalve 700 closesvalve 700. - With
valve 700 open theauxiliary engine 100 pumps coolant throughconduit 309 andconduit 301 torear heating unit 300 and to the main engine throughconduit 304. The coolant flow from rear heating unit combines with flow fromconduit 303 returning from themain engine 200. The combined flow returns to the auxiliary engine throughconduit 307. This is shown inFIG. 4 .FIG. 4 is a schematic diagram of the coolant flow when the auxiliary power unit is running and the cabin area is warm. - The coolant returning from the
main engine 200 mixes with the return coolant fromrear heating unit 300 which then flows back into the auxiliaryengine water pump 101. Sincevalve 700 is open and hot coolant from therear heating unit 300 and cold coolant from themain engine 200 is mixing, the temperature of the coolant flowing through the auxiliary engine will decrease over time to a level weretemperature switch 800 will close, thereby closingvalve 700. This will again isolate a small volume of coolant which circulates between theauxiliary engine 100 and therear heating unit 300. This will in turn quickly heat the coolant in the shortened loop until it is heated to the temperature where thevalve 700 opens as described in this specification. - The cycle of closing and
opening valve 700 will then continue based on the temperature of the coolant sensed by thetemperature switch 800. This control strategy enables the heat produced by the auxiliary engine to first warm cabin sleeper area and then excess heated coolant is routed to warm themain engine 200. - In this configuration no heat is wasted by having the coolant flow through
radiator 500 since the opening temperature forthermostat 600 is chosen to be above the upper closing threshold for temperature switch 800 (>˜190° F.). Of course,thermostat 600 may open in the case of an unplanned system temperature excursion. -
FIG. 5 is a schematic diagram of the system instrumentation. Thermocouples are used to detect cabin interiorambient temperature 1000, exteriorambient temperature 1001, front heating unit inlet coolant temperature 1002, rear heatinginlet coolant temperature 1003,coolant return temperature 1004, rear heatingoutlet coolant temperature 1005, thermostatoutlet coolant temperature 1006 and rear heatingair outlet temperature 1007. The temperature signals from each of the subject thermocouples may be used to measure system performance and may also be used by a vehicle ECU to optimize system operation. OF course, the system may also comprise minimal control intervention relying solely on the electrical operation of thetemperature switch 800 andvalve 700 and the thermostat set point. Example readings from the noted thermocouples for an example system are depicted inFIG. 6 . -
FIG. 6 is a chart of various system and environmental temperatures. The cyclic nature of system is evident as well as the rapid rise in the coolant temperature in the auxiliary engine coolant loop when only the auxiliary engine in operation. After the coolant has warmed the slow rise in the main engine temperature is demonstrated. The relatively slow rise time is due to periodic coolant flow to thefront heating unit 400 from themain engine 200. InFIG. 6 , the curves depicted on the chart correspond to the following data noted inFIG. 5 as follows: - Front Heater In—1002
- Rear Heater Out—1005
- Exterior Temp—1001
- Rear Register—1007
- Return Temp—1004
- Thermostat Open—1006
- Interior Ambient—1000
- Rear Heater In—1003
- The information depicted in
FIG. 6 is provided only as an example and is not intended to limit the operating capabilities, characteristics or configurations of the system. The relativelysteady Interior Ambient 1000 temperature is readily apparent. The cyclic nature of the system is clearly illustrated as well. -
FIG. 7 is a chart of example coolant flow rates. The position ofvalve 700 is shown in the column marked “NO Valve”. “Flow out AE” is measured inconduit 309. “Flow into Rear Heater” is measured inconduit 301. “Flow into Main Engine” is measured inconduit 303. The flow rates are in gallons per minute. The information depicted inFIG. 7 is only presented as a non-limiting example since the coolant flow rates will vary depending upon the particular water pump curve, the dimensions of the various conduits, and any other components that may be installed in any particular the system. - Although a form of the invention has been described herein, it will be obvious to those skilled in the art that variations may be made in the construction and relation of parts without departing from the spirit and scope of the invention described herein.
Claims (4)
1. An engine heating system for vehicles comprising:
an engine;
a vehicle compartment heating system including fluid conduits extending from the engine to a heating unit and extending back to the engine;
an auxiliary power unit on the vehicle including an auxiliary engine having a water pump driven by the auxiliary engine including fluid conduits extending from the auxiliary engine to a second heating unit located in a compartment of the vehicle and extending back to the auxiliary engine;
fluid conduits extending from the engine to the second heating unit and extending back to the engine;
a valve disposed in the fluid conduit between the second heating unit and the engine, the valve capable of receiving a signal;
a temperature switch for detecting a coolant temperature, the temperature switch in electrical communication with the valve and the temperature switch energizing the valve upon detection of a predetermined coolant temperature;
the valve allowing coolant circulation through the second heating unit to the main engine when the main engine is in operation or when the coolant temperature is greater than a predetermined temperature; and
the valve closed when the main engine is not in operation or when the coolant temperature is below a predetermined temperature.
2. The engine heating system as in claim 1 , wherein the temperature switch is inoperable when the engine is in operation and the temperature switch is operable when the engine is not in operation.
3. The engine heating system as in claim 1 further comprising:
a relay for energizing the temperature switch; and
the relay is open during operation of the main engine.
4. The engine heating system as in claim 1 , wherein the valve is normally open.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US11/330,435 US20070170271A1 (en) | 2006-01-12 | 2006-01-12 | Auxiliary power unit heating system |
PCT/US2007/000136 WO2007087124A1 (en) | 2006-01-12 | 2007-01-04 | Auxiliary power unit heating system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/330,435 US20070170271A1 (en) | 2006-01-12 | 2006-01-12 | Auxiliary power unit heating system |
Publications (1)
Publication Number | Publication Date |
---|---|
US20070170271A1 true US20070170271A1 (en) | 2007-07-26 |
Family
ID=38016801
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/330,435 Abandoned US20070170271A1 (en) | 2006-01-12 | 2006-01-12 | Auxiliary power unit heating system |
Country Status (2)
Country | Link |
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US (1) | US20070170271A1 (en) |
WO (1) | WO2007087124A1 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110114405A1 (en) * | 2009-11-17 | 2011-05-19 | Perhats Frank J | Drive isolation system for traction engine driven accessories |
US20110290895A1 (en) * | 2010-05-28 | 2011-12-01 | Jingwei Yin | Secondary Heating System for Motor Vehicles |
US20120292263A1 (en) * | 2011-05-16 | 2012-11-22 | Next Generation Filtration Systems, Lp | Fluid purification systems and methods |
EP2678550B1 (en) | 2011-02-25 | 2016-12-07 | Krauss-Maffei Wegmann GmbH & Co. KG | Vehicle, in particular a military vehicle, and method for controlling the temperature of vehicle components |
US10350961B2 (en) * | 2017-02-23 | 2019-07-16 | Mahle International Gmbh | Multi-mode cabin heating system with dual heating source |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110114405A1 (en) * | 2009-11-17 | 2011-05-19 | Perhats Frank J | Drive isolation system for traction engine driven accessories |
US20110290895A1 (en) * | 2010-05-28 | 2011-12-01 | Jingwei Yin | Secondary Heating System for Motor Vehicles |
EP2678550B1 (en) | 2011-02-25 | 2016-12-07 | Krauss-Maffei Wegmann GmbH & Co. KG | Vehicle, in particular a military vehicle, and method for controlling the temperature of vehicle components |
US20120292263A1 (en) * | 2011-05-16 | 2012-11-22 | Next Generation Filtration Systems, Lp | Fluid purification systems and methods |
US10350961B2 (en) * | 2017-02-23 | 2019-07-16 | Mahle International Gmbh | Multi-mode cabin heating system with dual heating source |
Also Published As
Publication number | Publication date |
---|---|
WO2007087124A1 (en) | 2007-08-02 |
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