U.S. patent application number 13/164645 was filed with the patent office on 2012-12-20 for engine heat conservation systems and methods.
This patent application is currently assigned to PACCAR INC. Invention is credited to Christopher Paul Harry.
Application Number | 20120318489 13/164645 |
Document ID | / |
Family ID | 47352752 |
Filed Date | 2012-12-20 |
United States Patent
Application |
20120318489 |
Kind Code |
A1 |
Harry; Christopher Paul |
December 20, 2012 |
ENGINE HEAT CONSERVATION SYSTEMS AND METHODS
Abstract
The systems and methods described herein aim to leverage the
high temperature of a vehicle's engine to heat an interior portion
of the vehicle. In one embodiment, a heat transfer fluid is pumped
through one or more conduits that has a first portion extending
through the vehicle's engine. As the fluid flows through the first
portion of conduit, the fluid in the conduit is heated by the
engine. The heated fluid flows from the first portion of the
conduit to a second portion that is proximate an air handler. The
air handler may be configured to blow air over the second portion
thereby transferring the heat from the fluid to the air. The heated
air may then be provided to the interior portion of the
vehicle.
Inventors: |
Harry; Christopher Paul;
(Clyde Hill, WA) |
Assignee: |
PACCAR INC
Bellevue
WA
|
Family ID: |
47352752 |
Appl. No.: |
13/164645 |
Filed: |
June 20, 2011 |
Current U.S.
Class: |
165/200 |
Current CPC
Class: |
B60H 1/00778 20130101;
B60H 1/00828 20130101 |
Class at
Publication: |
165/200 |
International
Class: |
F28F 27/00 20060101
F28F027/00 |
Claims
1. A heat conservation system for a vehicle powered by an engine,
the heat conservation system comprising: an air handler comprising
a fan; at least one conduit having a first portion that is located
within the engine of the vehicle and a second portion that is
located proximate the fan of the air handler, wherein the at least
one conduit is configured to hold a fluid therein; a pump
configured to cause the fluid to flow through the at least one
conduit, wherein as the fluid flows through the first portion of
the at least one conduit the engine transfers heat to the fluid,
the pump caused to be operated when the vehicle engine achieves an
engine OFF state; and an air distribution assembly connected in
fluid communication with the air handler, wherein the air handler
is configured to blow air across the second portion of the conduit
thereby heating the air, and wherein the air distribution assembly
is configured to distribute the heated air to an interior space of
the vehicle.
2. The heat conservation system of claim 1, further comprising a
controller coupled in electrical communication with the pump upon
one or more operating conditions, the controller configured to
provide a signal to the pump, wherein in response to receiving the
signal from the controller, the pump causes the fluid to flow
through the at least one conduit.
3. The heat conservation system of claim 2, wherein the controller
is configured to generate the signal in response to receiving an
ignition state signal indicative of an ignition switch of the
vehicle being in an OFF position.
4. The heat conservation system of claim 2, wherein the one or more
operating conditions includes an engine OFF state and a system ON
state.
5. The heat conservation system of claim 4, wherein the system ON
state is generated by vehicle user input.
6. The heat conservation system of claim 2, further comprising a
temperature sensor coupled in electrical communication to the
controller, wherein the temperature sensor is configured to measure
a temperature of the engine and to provide a signal indicative of
the measured temperature to the controller.
7. The heat conservation system of claim 6, wherein the controller
is configured to compare the measured temperature to a threshold
value, and in response to the measured temperature being below the
threshold value, the controller is configured to deactivate the
pump and the fan.
8. The heat conservation system of claim 1 wherein the first
portion of the at least one conduit includes a serpentine portion
within the engine.
9. The heat conservation system of claim 1, further comprising an
auxiliary powered heating system, wherein the controller is
configured provide a signal to the auxiliary powered heating system
to initiate the auxiliary powered heating system.
10. The heat conservation system of claim 1, wherein the fluid is a
coolant.
11. A method of heating an interior portion of a vehicle having an
engine, the method comprising: determining whether an ignition
switch of the vehicle is in an OFF state; in response to the
ignition switch being in an OFF state, removing heat from the
engine; providing the heat removed from the engine to the interior
portion of the vehicle; determining a rate of heat removal from the
engine or a temperature of the engine; and in response to the
temperature of the engine or the rate of heat removal from the
engine being below a threshold value, preventing the removal of
heat from the engine.
12. The method of claim 11, wherein removing heat from the engine
comprises causing a fluid to flow through at least one conduit
having a first portion located within the engine thereby
transferring the heat from the engine to the fluid.
13. The method of claim 12, wherein providing the heat removed from
the engine to an interior of the vehicle comprises blowing air
across a second portion of the conduit thereby heating the air.
14. The method of claim 11, further comprising determining whether
the engine is above a threshold temperature prior to removing heat
from the engine, and wherein heat is removed from the engine in
response to the engine being above the threshold temperature.
15. The method of claim 11, wherein determining whether an ignition
switch of the vehicle is in an OFF state comprises receiving a
signal indicative of the ignition switch transitioning from an ON
state to an OFF state.
16. The method of claim 11, wherein an auxiliary powered heating
system is activated in response to the temperature of the engine or
the rate of heat removal from the engine being below a threshold
value.
Description
BACKGROUND
[0001] Maintaining temperature control within an interior space of
a vehicle is typically accomplished while the vehicle's engine is
running. In some situations, however, the ability to control the
temperature in the interior space of the vehicle is needed when the
vehicle is parked, such as for long haul-truckers who sleep in a
sleeper portion of the truck or occupy the cabin during government
mandated rest periods, as is the case in Class 8 trucks.
[0002] One way of maintaining temperature control in the sleeper
portion of a parked truck is to idle the engine so that the truck's
standard air conditioning and heating system can cool or heat the
sleeper portion of the truck. Not only does idling the engine waste
energy, but recent legislation has been enacted to limit the amount
of time a vehicle's engine may idle.
[0003] There is therefore a need for efficient methods and systems
for heating or cooling a truck when a vehicle is parked.
SUMMARY
[0004] This summary is provided to introduce a selection of
concepts in a simplified form that are further described below in
the Detailed Description. This summary is not intended to identify
key features of the claimed subject matter, nor is it intended to
be used as an aid in determining the scope of the claimed subject
matter.
[0005] In accordance with aspects of the present disclosure, a heat
conservation system for a vehicle powered by an engine is provided.
The heat conservation system may include an air handler comprising
a fan and at least one conduit. The at lest one conduit may have a
first portion that is located within the engine of the vehicle and
a second portion that is located proximate the fan of the air
handler. The at least one conduit may be configured to hold a fluid
therein. The heat conservation system may further include a pump
and an air distribution assembly. The pump may be configured to
cause the fluid to flow through the at least one conduit. As the
fluid flows through the first portion of the at least one conduit,
the engine transfers heat to the fluid. The pump may be caused to
be operated when the vehicle engine achieves an engine OFF state.
The air distribution assembly may be connected in fluid
communication with the air handler. The air handler may be
configured to blow air across the second portion of the conduit
thereby heating the air. The air distribution assembly may be
configured to distribute the heated air to an interior space of the
vehicle.
[0006] In accordance with aspects of the present disclosure, a
method of heating an interior portion of a vehicle having an engine
is also provided. The method may include determining whether an
ignition switch of the vehicle is in an OFF state, and in response
to the ignition switch being in an OFF state, removing heat from
the engine. The method further includes providing the heat removed
from the engine to the interior portion of the vehicle. The method
may further include determining a rate of heat removal from the
engine or a temperature of the engine, and in response to the
temperature of the engine or the rate of heat removal from the
engine being below a threshold value, preventing the removal of
heat from the engine.
DESCRIPTION OF THE DRAWINGS
[0007] The foregoing aspects and many of the attendant advantages
of this invention will become more readily appreciated as the same
become better understood by reference to the following detailed
description, when taken in conjunction with the accompanying
drawings, wherein:
[0008] FIG. 1 is a block diagram of one example of an engine heat
conservation system in accordance with aspects of the present
disclosure; and
[0009] FIG. 2 is a flow diagram of one exemplary method of
transferring heat from an engine of a vehicle to an interior space
of the vehicle after the engine is turned off in accordance with
aspects of the present disclosure.
DETAILED DESCRIPTION
[0010] The following discussion provides examples of engine heat
conservation systems and methods for use in vehicles, such as Class
8 trucks. Generally described, the systems and methods aim to
leverage the high temperature of a recently turned off engine to
heat an interior portion of the vehicle. As will be explained in
more detail below, a heat transfer fluid, such as coolant, water,
etc., may be pumped through at least one conduit that extends
through the engine. As the heat transfer fluid flows through the at
least one conduit in the engine, the heat transfer fluid is heated
from the engine. From the engine, the heated fluid is transported
to a heat exchanger, such as an air handler. The air handler is
configured to blow air over the heated fluid thereby heating the
air. The heated air may then be provided to the interior portion of
the vehicle.
[0011] Although the engine heat conservation systems may be
described in reference to heavy duty trucks, such as class 8
vehicles, it should be appreciated that aspects of the present
disclosure have wide application, and therefore, may be suitable
for use with many types of vehicles, such as passenger vehicles,
buses, commercial vehicles, light and medium duty vehicles, etc.
Accordingly, the following descriptions and illustrations herein
should be considered illustrative in nature, and thus, not limiting
the scope of the present disclosure.
[0012] It should be appreciated that the engine heat conservation
system may be controlled according to various logic and operations
that may be performed by conventional electronic components not
described herein. The electronic components, which may be grouped
in a single location or distributed over a wide area, may include
processors, storage devices, input/output circuitry, etc. It will
be appreciated by one skilled in the art that the logic described
herein may be implemented in a variety of configurations, including
but not limited to hardware such as analog circuitry, digital
circuitry, processing units, etc., software, and combinations
thereof. In circumstances were the components are distributed, the
components are accessible to each other via communication
links.
[0013] While illustrative embodiments are described below, it will
be appreciated that various changes can be made therein without
departing from the spirit and scope of the claimed subject matter.
The illustrative examples provided herein are not intended to be
exhaustive or to limit the disclosure to the precise forms
disclosed. Similarly, any steps described herein may be
interchangeable with other steps, or combinations of steps, in
order to achieve the same or substantially similar result.
[0014] Turning now to FIG. 1, there is shown one embodiment of the
engine heat conservation system 100 that may be utilized by a
vehicle. As best shown in FIG. 1, the engine heat conservation
system 100 includes at least one conduit 102 for transporting a
heat transfer fluid, such as a coolant, and an air handler 110. The
conduit 102 includes a first portion 104 that extends through at
least a portion of the engine 106 of the vehicle and a second
portion 108 that extends through the air handler 110. As such, the
high temperatures of the engine 106 may be utilized to transfer
heat from the engine 106 to the heat transfer fluid in the first
portion 104 of the conduit 102. In one embodiment, the first
portion 104 includes one or more water jackets disposed within the
block of the engine 106.
[0015] Still referring to FIG. 1, the air handler 110 includes a
fan 114 suitably positioned relative to the second portion 108 of
the conduit 102 so as to blow air across the second portion 108 of
the conduit 102. Heat in the heat transfer fluid in the second
portion 108 of the conduit 102 may be transferred to the air via
convection as the air is blown across the second portion 108 of the
conduit 102.
[0016] In one embodiment, the heated air is transferred to the
interior space of the vehicle. In that regard, the air handler 110
is connected in fluid communication with an air distribution
assembly 120. The air distribution assembly 120 may include a
plurality of ducts or the like (not shown) configured to distribute
the heated air from the air handler 110 to one or more interior
spaces 124 of the vehicle via one or more outlet vents (not shown).
As will be clear to those skilled in the art, the ducts, vents,
etc. of the air distribution assembly 120 may include some of the
ducts, vents, etc. of the standard heating and air conditioning
system of the vehicle.
[0017] The engine heat conservation system 100 further includes a
pump 122 configured to pump the heat transfer fluid through the
conduit 102 in a clockwise or counter clockwise direction such that
the fluid moves between the engine 106 and the air handler 110. As
the heat transfer fluid is circulated through the first portion 104
of the conduit 102, the heat transfer fluid is heated by the
residual heat of a recently turned off engine 106 via heat
transfer. As the heat transfer fluid that is heated by the engine
106 is circulated from the first portion 104 of the conduit 102 to
the second portion 108 of the conduit 102, the heat transfer fluid
moves proximate the fan 114 of the air handler 110. As indicated
above, the fan 114 is configured to blow air across the second
portion 108 of the conduit 102. As the air blows across the second
portion 108 of the conduit 102, heat in the heat transfer fluid is
transferred to the air thereby heating the air. The heated air is
collected by the air distribution assembly 120 for output to the
interior space of the vehicle.
[0018] The engine heat conservation system 100 further includes a
computing device, such as a controller 130. In one embodiment, the
controller 130 may receive signals indicative of the ignition
switch state, etc. In that regard, the controller 130 may be
connected in electrical communication with an engine controller
unit (ECU) (not shown) and/or a vehicle ignition switch (not
shown). The controller 130 may be directly connected to the ECU or
the vehicle ignition switch, or alternatively, the controller 130
may be connected to the ECU or the vehicle ignition switch via a
vehicle-wide network, also referred to as a controller area network
(CAN). The controller 130 may also be connected in electrical
communication with the pump 122, the engine 106, the air handler
110, and/or a power source 132. The power source 132 may be any
power source suitable for powering the engine heat conservation
system 100, such as a battery or a capacitor. In some embodiments,
the power source 132 is the vehicle's standard battery.
[0019] A user may control the operation of the engine heat
conservation system 100 via an operator interface, such as a
control console, provided in an interior space of the vehicle. The
operator interface may include a variety of input devices, such as
switches, knobs, levers, temperature controls, and the like,
coupled in electrical communication with the controller 130. For
instance, the input devices may include an ON/OFF switch that
operates to activate and deactivate the engine heat conservation
system 100. Additionally, the input devices may include a fan
selector configured to control the amount of heated air that is
blown into the interior space 124 of the vehicle via the air
distribution assembly 120. The operator interface may further
include a variety of output devices coupled in electrical
communication with the controller 130, such as numerical or
graphical displays indicating the temperature of the interior space
124 of the vehicle, the temperature of the engine 106, the rate of
change of the temperature of the engine 106, and the like.
[0020] The engine heat conservation system 100 may further include
a plurality of sensors 136, such as temperature sensors, flow rate
sensors, or the like, for outputting signals to the controller 130.
The plurality of sensors 136 may be coupled directly to the
controller 130 or may communicate with the controller 130 via the
CAN. In the illustrated embodiment, a temperature sensor 136A is
connected in thermal communication to the engine 106 of the
vehicle. The temperature sensor 136A measures a temperature of the
engine 106 and provides a signal indicative of the measured
temperature to the controller 130. Additionally or alternatively,
the air handler 110 may include a temperature sensor 136B and/or a
flow rate sensor 136C as shown in the illustrated embodiment. The
temperature sensor 136B and flow rate sensor 136C may be connected
in fluid communication with the heat transfer fluid to measure the
temperature and flow rate of the heat transfer fluid, respectively.
The temperature sensor 136B and flow rate sensor 136C are
configured to generate a signal indicative of the measured
temperature or flow rate, respectively, and to provide the
corresponding generated signals to the controller 130.
[0021] In response to receiving any of the signals from any of the
sensors 136 described above, the controller 130 may include
suitable logic to compare the received signals to, for example, a
threshold value, such as a temperature or rate of change of the
temperature of the engine. For example, in response to the measured
temperature being less than the threshold value, the controller 130
may be configured to deactivate the engine heat conservation system
130 and/or provide an output signal to an output device of the
operator interface.
[0022] In some embodiments, the controller 130 may be configured to
deactivate the engine heat conservation system 100 in response to
the rate of heat removal from the engine or heat transfer fluid
being less than a threshold value. In that regard, the controller
130 may be configured to start a timer upon receiving a first
signal from the temperature sensor 136A and/or 136B and to stop the
timer upon receiving a second signal from the temperature sensor
136A and/or 36B. Using the first and second signals and the time
interval between receiving the first and second signals, the
controller 130 may include suitable logic to determine a rate of
heat removal from the engine or the heat transfer fluid and to
compare the rate of heat removal to a threshold value.
[0023] To activate the engine heat conservation system 100, the
controller 130 may receive one or more signals. For instance, the
controller 130 may receive one or more ignition switch state
signals indicative of the ignition switch being in an OFF state. In
some embodiments, the one or more ignition switch state signals are
provided by the ignition switch or the ECU. In one embodiment, the
controller 130 receives an ignition switch state signal indicative
of the ignition switch transitioning from a first state to a second
state, such as an ON state to an OFF state. In an alternative
embodiment, the controller 130 receives a first signal indicative
of the ignition switch being in an OFF state and a second signal
indicative of the vehicle's engine 106 being above a threshold
temperature from the temperature sensor 136A. The controller 130
may also receive an activation signal, which may be provided by an
input device of the operator interface.
[0024] In response to receiving the one or more ignition signals
and the activation signal, the controller 130 may generate control
signals for output to the pump 122, the fan 114, and/or the like.
In that regard, the controller 130 may provide a first control
signal to the pump 122 to cause the pump 122 to circulate the heat
transfer fluid through the conduit 102 and a second control signal
to the air handler 110 to cause the air handler 110 to activate the
fan 114.
[0025] The engine heat conservation system 100 may be deactivated
in response to receiving a signal from an input device of the
operator interface, such as by receiving a signal from an ON/OFF
switch indicating the switch is in the OFF position, or in response
to the temperature of the engine or the heat transfer fluid being
below a threshold value. That is, in response to receiving one or
more of the signals described above, the controller 130 may be
configured to generate control signals to deactivate the engine
heat conservation system 100. In some embodiments, the controller
130 may be further configured to activate an auxiliary powered
heating system 140 if desired.
[0026] It is to be appreciated that the first portion 104 of the
conduit may comprise a zigzag, serpentine, or the like
configuration through the engine 106 to create a longer path
therethrough thereby increasing the amount of heat transferred from
the engine 106 to the heat transfer fluid each time the heat
transfer fluid cycles through the first portion 104 of the conduit
102. Similarly, the second portion 108 of the conduit 102 may
comprise a zigzag, serpentine, or the like configuration through
the air handler 110 to create a larger surface area over which the
air from the fan 114 is blown, thereby increasing the amount of
heat transferred from the heat transfer fluid to the air each time
the fluid cycles through the conduit 102.
[0027] In an alternative embodiment, the at least one conduit 102
includes a matrix of conduits. For instance, the matrix of conduits
may be interconnected via manifolds etc. such that the conduit 102
includes a plurality of rows extending from the first portion 104
to the second portion 108. The heat transfer fluid may flow through
each row in the same direction such that the heat transfer fluid
flows from the first portion 104 of the conduit 102 into a first
manifold connecting the first end of each of the rows and from a
second manifold connecting the second end of the rows into the
second portion 108 of the conduit 102.
[0028] Turning now to FIG. 2, there is shown a flow diagram of one
example of a method 200 for heating an interior portion of a
vehicle in accordance with aspects of the present disclosure. The
method starts a block 202 and proceeds to block 204. At block 204,
a controller receives various input signals. In some embodiments,
the input signals may include an ignition switch state signal
provided by the vehicle's ignition switch or ECU, an engine heat
conservation system activation signal provided by the operator
interface located in the interior portion of the vehicle,
temperature signals, etc.
[0029] Next at block 206, a determination is made as to whether the
engine heat conservation system has been activated. If the engine
heat conservation system has not been activated, then method
returns to block 204. If the engine heat conservation system has
been activated, then block 206 proceeds to block 208. At block 208,
a determination is made as to whether the ignition switch is in the
OFF state. If the ignition switch is not in the OFF state but
rather in an ON state, the method returns to block 204. If the
ignition switch is in the OFF state, block 208 proceeds to block
210.
[0030] At block 210, a determination is made as to whether the
temperature of the engine is above a threshold temperature. If the
temperature of the engine is not above the temperature threshold,
then the method returns to block 204. If the temperature of the
engine is above the temperature threshold, then block 210 proceeds
to block 212. At block 212, the pump 122 and fan of the air handler
110 are activated. That is, the pump 122 is activated to cause heat
transfer fluid to flow through the conduit 102, and the fan of the
air handler 110 is activated to blow air across the second portion
108 of the conduit 102. Once the pump and fan are activated,
sensors 136 in the heat engine conservation system may be monitored
at block 214. For instance, the engine's temperature or the heat
transfer fluid temperature may be monitored via one or more
temperature sensors 136A or 136B.
[0031] Next, at block 216, a determination is made as to whether
the temperature of the engine or heat transfer fluid is above a
threshold temperature. If the temperature of the engine or the heat
transfer fluid is above the threshold temperature then the method
returns to block 214, otherwise, the method 200 proceeds to block
218 when the pump 122 and/or fan the air handler 110 are
deactivated. The method ends at block 220.
[0032] The various blocks describing method 200 may be performed
sequentially, in parallel, or in a different order than those
described herein. For instance, determining whether the ignition
switch is in the OFF state at block 208 may occur before, after, or
substantially simultaneously with determining if the engine heat
conservation system has been activated at block 206 and/or
determining if the engine temperature is above a threshold
temperature 210. It should also be appreciated that in some
implementations one or more of the illustrated blocks may be
eliminated, combined or separated into additional blocks. The
described and illustrated method 200 may also include various
additional blocks not shown.
[0033] Various principles, representative embodiments, and modes of
operation of the present disclosure have been described in the
foregoing description. However, aspects of the present disclosure
which are intended to be protected are not to be construed as
limited to the particular embodiments disclosed. Further, the
embodiments described herein are to be regarded as illustrative
rather than restrictive. It will be appreciated that variations and
changes may be made by others, and equivalents employed, without
departing from the spirit of the present disclosure. Accordingly,
it is expressly intended that all such variations, changes, and
equivalents fall within the spirit and scope of the claimed subject
matter.
* * * * *