CA1051402A - Heating device for motor vehicles - Google Patents
Heating device for motor vehiclesInfo
- Publication number
- CA1051402A CA1051402A CA238,864A CA238864A CA1051402A CA 1051402 A CA1051402 A CA 1051402A CA 238864 A CA238864 A CA 238864A CA 1051402 A CA1051402 A CA 1051402A
- Authority
- CA
- Canada
- Prior art keywords
- space
- hydrogen
- heat
- heat exchanger
- getter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- 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
-
- 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
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/18—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases
- B60H1/20—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases using an intermediate heat-transferring medium
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Air-Conditioning For Vehicles (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Sorption Type Refrigeration Machines (AREA)
Abstract
ABSTRACT:
A heating device for motor vehicles in which combustion gas transfers thermal energy to a medium via a space having therein radiation screens and hydrogen of a controllable pressure by controlling the temperature of a reversible hydrogen getter.
A heating device for motor vehicles in which combustion gas transfers thermal energy to a medium via a space having therein radiation screens and hydrogen of a controllable pressure by controlling the temperature of a reversible hydrogen getter.
Description
/ ( ? 7 ~S/~ SC~A
~,.10.1()75 ~05140Z
Heating device for motor vehicles The invention relates to a heating device for motor vehicles, in which the engine has an exhaust for com-bustion gases which communicates with at least one duct of a heat exchanger, which duct is separated from a medium to be heated by a partition.
Ileating devices of the kind described are known from the United States Patent Specifications, 3,656,2~5 (=PEIN 4128) and 3,753,462. --The heat exchanger may be constructed as a radiator in which the combustion gases deliver their therminal ener~y directly to the air inside the passengers compartment.
It is also possible, for example, to construct the heat .
exchanger as a counter-current heat exchanger in which the combustion gases supply their thermal energy to a medium (for example water) circulating in a closed circuit or to air which, after having been heated in the counter-cuttent heat exchangerj can frffly flow into the passengers compartment.
Known devices of the type described have tl~e - drawback of being ratiler complicated,.because, for controlling : 2~ the heating, bypass pipes which are provided with valves for the hot combustion gas and the medium to be heated, respective-ly, are used. In addition, the use of combustion gases for heating vehicles involves the danger that, in the case of leakage of the heat exchanger as a result of corrosion by the combustion gases or by other.factors, the occupants of the vehicle are exposed to detrimental exhaust gases. This ma~
necessitate extra structural measures which further complicate.
the he~ting device and make it more e~pensive (Unitcd States ~
q~
-~OS14(~2 Patent Specification 3,656,295).
According to the present invention there is provided a heat exchanger comprising: at least one duct for a hot gas bounded by a first heat transferring wall; a second heat transferring wall surrounding the first heat transferring wall and spaced therefrom so as to form a space between the said walls, the second heat transferring wall separating the space from a body of medium to be heated during operation; at least one radiation screen in the space; hydrogen in the space; a reversible hydrogen getter communicating with the space; and heating means for controllably heating said getter so as to control the pressure of hydrogen within the space and thereby the heat transmitted through the space.
In this manner a device is obtained in which the heat transfer of the combustion gas to the medium to be heated and hence the extent of heating of the vehicle is controlled in a simple manner.
Should a leakage due to corrosion occur in the wall part adjoin-ing the combustion gas duct, the wall part which is in contact with the medium to be heated still prevents combustion gas from getting in said medium and via said medium in the passengers compartment.
The radiation screens may be thin foils which consist at least at the surface of a material having a good reflection for thermal radiation, for example, copper, nickel, aluminum, silver, gold, lanthanum hexaboride, and the like.
When a vacuum prevails in the space bounded by the two wall parts, said space together with the thin foils constitutes an excellent heat insula-tion, in practice sometimes 1.1.~, ,,, /l G . 1~ / >
10514~)Z
referred to as "superinsulation". Such a heat insulation is compact and of light weight.
Hydrogen presents the advantage that, compared with other gases, it has the greatest tllermal conductivity.
Below a~given pressure, namely that pressure at which the average free path length o~ the hydrogen molecules is equal to the dlstance between the radiation screens, the heat transport from radiation screen to radiation screen is a function of the hydrogen pressure. With a distance between two radiationscreens of 0.1 mm and a temperature difference - of 700 (725C - 25~), for example, at a hydrogen pressure of approximately 10 torr the heat flow rate is approximately 300 W/sq.cm, at a pressure of approximately 10 3 torr the heat flow rate is approximately 4.10 W/sq.cm.
The advantage of the use of partially hydrated hydrogen getters is that those parts of the metal not saturat~l with hydrogen, can getter residual gases-in the space, for example oxygen ~nd nitrogen, up to 1000C without the hydrogen-metal equilibrium`being essentially influellced thereby. Mor~-over, by means of the degree of hydration, the course of the .
hydrogen dissociation pressure ~ith the tc~perature can be -chosen arbitrarily within wide limits because the hydrogen pressure above the meta; hydride is both a function of the temperature and of the hydrogen concentration in the metal.
As partially hydrated reversible hydrogen getters may be used metals from the group formed by titanium, zirconlum, hafnium, lanthanum, cerium and other rare earth metals, vanadiurn, niobium~ tantalurn, 1;horium and alloy5 and mixtures of these metals in a partially hydrated state. The L'! l `; .
6. 10. 1~7 j 105~4(~2 .
hydrogen dissociation pressure of the hydrides of said metals varies at temperatures between 25C and 8000C between smaller than 10 3 torr and approximately 10 torr. Particula~ly suitable for the present purpose have proved to be titanium, ~irconium and hafniulll in a parti,ally hydrated state.
The getters may be used as fine powders or in the forn~ of compressed porous mouldings.
For evacuating a space with a volume of a , few litres of filling it with hydrogen up to a pressure of ,10 approximately 100 torr, approximately 5~to 50 g of metal hydride are required in accordance with the molecular weight.
The metals may be obtainecl in a partially hydrated state and starting from hydrogen-saturated metal hydride by pumping a part of the dissolved hydrogen (5 to 60~ by weight) at elevated temperature (for zirconium hydricle, for example, between 200 and 700C).
The quantity of, hydrogen,getter and hydrogen is --, , proportioned so that, wher,eas the hydrogen getter is at normal ambient temperature, the hydrogen pressure in the space , is 10 3 torr or less. I~ these'circ~mstances substantiall~r no ``heat t`ransport from'the combus`tion gas`duct to the medium takes place. If now the medium is to be heated, the getter is heated to a temperature at which the hydrogen pressure in the space between combustion gas and medium has reached a value at which the desired heated transfer is obtained.
In a favourable embodiment of the hea-tin~
device according to the invention the space is subdividecl into severa~ mutually separated sub-spaces which each individua]
communicate with an associated reversib:Le hydrogen ge~ter i'. l ~ . i ~ /
~;. 1~). l'~7 105~4l~'~
having a controllable heat source.
This presents an additional possibility of controll:ing the heat transfer between combustion gas and m4div~
A furt;her favourable embodiment of the heating device according to the invention is characterized in that the heat source consists of an electric resistance heating element which is fed by an accumulator battery of the vellicle.
In a further favourable embodiment of the heating device according to the invention the hea~ source is formed by a part of the flow of combustion gas through the exhaust.
The invention will be described in greater detail with reference to the drawing which show~s diagrammatical ly and not to scale a few embodiments of the heaiing device.
~5 Figure la is a longitudinal sectional view of a heating device in which the combustion gases originate from a hot-gas reciprocating engine.
Fi~gure lb is a cross-sectional view taken on the line Ib-Ib of Figure ~a.
.
Figure 2a is a longitudinal sectional view of a heatl~g device in association with a-four-cylinder internal combustion engine.
Figure 2b is a cross-sectional view of the heating device taken on the line IIb-IIb of Figure 2a.
Figure 3 is a longitudinal sectional view of a heating device in which thermal energy of combustion gas is also used to heat a hydroge~ getter.
Reference numeral lJn Fi~re 1 denotes a cylinder in which a piston and a displacer 3 reciprocate with lOS140Z
a mutual phase difference. The piston 2 and the displacer 3 are connected to a driving mechanism (not shown) by means of a piston rod 4 and a displacer rod 5, respectively. Present between the piston 2 and the displacer 3 is a compression space 6~ while above the displacer 3 there is an expansion space 7. The compression space 6 and the expansion space 7 communicate with each other via a cooler 8, a regenerator 9 and a heater 10. The heater 10 is cDnstructed from a number of pipes 11 which communicate at one end with the regenerator 9 and at the other end with an annular duct 12~ and a number of pipes 13 which communicate at one end with the annular duct 12 and ~ the other end with the expansion space 7.
The ho~-gas en8ine furthermore comprises a burner device 14 with which a fuel inlet 15 communicates. The burner device 14 furthermore comprises an inlet 16 for air of combustion and an outlet 17 for combustion gases communicating with the said device via the heater 10. The outlet 17 communicates with a pipe 19.
The engine comprises a preheater 18 which communicates with the outlet 17 via pipe 19 and communicates with the inlet 16 via a pipe 20. In this preheater, combustion gases can exchange heat with the combustion air. For supplying combus-tion air a controllable fan 21 is present.
A heat exchanger 22 serving as a radiator is incorporated in the pipe 19.
The heat exchanger 22 comprises an inner tube 22a and an outer tube 22b arranged c~ncentrically herewith. The hot combustion gases flow through the central space 22c during operation. Rad$ation screens 23, for example copper 1'1 1 ~; . ,' ',' '.` ';
6 . 1 o ~ 7 5 105~40'~
foils, which are kep~ spaced mutually and with respect to the tubes 22a and 22b by spacing members, no-t shown, are arranged in the annular space 22d.
The annular space 22d in which the radiation ' .screens 23 are present communicates w~h a container 24 in which partially hydrated zirconium 2~ and an electric heater element 26 are present. The heater element 26 is connected to an accumulator battery 28 ~ia a slide resistor 27.
. During operation of the hot-gas engine, the hot combustion gases first flow through the central space 22c of heat exchanger 22 and then through preheater 18.
When the heating device is not in operation, the temperature of the zirconium 25 in container 24 is equal to the ambient temperature, so that the pressure of the hydrogen in the spaco 22d is smaller than 10 3 Torr and the combustion gases in .space 22c do not supply thermal energy ' ' to the atmosphere'but o~y to.the combustion air in preheater,l8 . . When thermal energ~ should be supplied to the ' atmosphere indeed, in.this case the passengers compartment, : 20 the part'ially hydrated zirconium 25 in container 24 is heated, . by-means of electric heater element 26, to a temperature at which the hydrogen pressure in space 22d is sufficiently high to realize the desired heat transfer of combustion ga.s to the atrnosphere. The adjusted temperature may b'e kept constant, for example, by means of a thermostat which alternately , switches on and off the heater element 26.
Reference nurneral 30 in ~igure 2a denotes a 4-cylinder internal combustion engine the cylinder spaces of which communicate, ~ia an exhaust manifold 31, with a common `
Pll~. 7~'7 ~).10.l975 ~05140Z
exhaust 32 for combustion gases in which a heat exchang~er 33 is incorporated. As is shown also in Figure 2b, the heat exchanger 33 consists of three concentric jackets 33a, 33b ' and 33c within which the spaces 33d, 33e and 33f are formed.
, ~xhaust gases of engine 30 Plow through space 33d.
Space 33f forms part of a closed system of ducts 3l~ in which a medium, for example water, can circulate by means of a pumping device 35. The system of ducts further-more comprises a radiator 36.
, Space 33e again comprises radiation screens which are re~erred toby reference numeral 37. Space 33e communicates with a container 38 in which a hydrogen getter 39) ' for example partially hydrabed zirconium, is present. Conta;n2r ' ,15 38 has an elect~ic heater element 40 which is connected to`a ''~~-supply source (not shown).
When hydrogen getter 3~ is heated from room ,, temperature to a higher temperature, a certain hydrogen pressure will prevail in space 3je so that said ,space no' longer forms a hea,t insulator and the~nal energy of the .
' , comb,~stion gases is transferred to the water circulàting in the system of ducts 34. Counter-current heat exchange takes place in heat exchanger 33. The thermal energy absorbed by the water is delivered~ via radiator 36, to the passengers compartment 41 of the vehicle denoted diagrammatically.
Figure 3 shows an engine 50 having an inlet 51 for an air-fuel mixture and an exhaust 52 for combustion gases. A heat'exchanger 53, structurally equal to heat exchanger 33 of Figure 2, is incorporated at one cnd in the . ~_ ~,. lo. l')75 10514~1~
e~haust 52, at the other end in a duct 54 to which air is supplied by a fan 55, which air, after heating in heat exc}lclllger 53, flows into the passengers compartment 56.
I-iydrogen getter 57 in container 58 is heated by means of a part of the combustion gases flowing through the exhaust 52. For that purpose, a branch-pipe 59 in which a controllable ~al~e 60 is incorporated communicates with exhaust 52. Combustion gases which reach container 58 via branch-pipe 59 are guided in said container through ducts 61 and dissipated to the atmosphere after ha~ing given off thermal energy to hydrogen getter 57.
, . . ., , . . ,; . ' . ' ' , '' '' ' . ': '' " '. .' " ,' ' . :.. ' .
~,.10.1()75 ~05140Z
Heating device for motor vehicles The invention relates to a heating device for motor vehicles, in which the engine has an exhaust for com-bustion gases which communicates with at least one duct of a heat exchanger, which duct is separated from a medium to be heated by a partition.
Ileating devices of the kind described are known from the United States Patent Specifications, 3,656,2~5 (=PEIN 4128) and 3,753,462. --The heat exchanger may be constructed as a radiator in which the combustion gases deliver their therminal ener~y directly to the air inside the passengers compartment.
It is also possible, for example, to construct the heat .
exchanger as a counter-current heat exchanger in which the combustion gases supply their thermal energy to a medium (for example water) circulating in a closed circuit or to air which, after having been heated in the counter-cuttent heat exchangerj can frffly flow into the passengers compartment.
Known devices of the type described have tl~e - drawback of being ratiler complicated,.because, for controlling : 2~ the heating, bypass pipes which are provided with valves for the hot combustion gas and the medium to be heated, respective-ly, are used. In addition, the use of combustion gases for heating vehicles involves the danger that, in the case of leakage of the heat exchanger as a result of corrosion by the combustion gases or by other.factors, the occupants of the vehicle are exposed to detrimental exhaust gases. This ma~
necessitate extra structural measures which further complicate.
the he~ting device and make it more e~pensive (Unitcd States ~
q~
-~OS14(~2 Patent Specification 3,656,295).
According to the present invention there is provided a heat exchanger comprising: at least one duct for a hot gas bounded by a first heat transferring wall; a second heat transferring wall surrounding the first heat transferring wall and spaced therefrom so as to form a space between the said walls, the second heat transferring wall separating the space from a body of medium to be heated during operation; at least one radiation screen in the space; hydrogen in the space; a reversible hydrogen getter communicating with the space; and heating means for controllably heating said getter so as to control the pressure of hydrogen within the space and thereby the heat transmitted through the space.
In this manner a device is obtained in which the heat transfer of the combustion gas to the medium to be heated and hence the extent of heating of the vehicle is controlled in a simple manner.
Should a leakage due to corrosion occur in the wall part adjoin-ing the combustion gas duct, the wall part which is in contact with the medium to be heated still prevents combustion gas from getting in said medium and via said medium in the passengers compartment.
The radiation screens may be thin foils which consist at least at the surface of a material having a good reflection for thermal radiation, for example, copper, nickel, aluminum, silver, gold, lanthanum hexaboride, and the like.
When a vacuum prevails in the space bounded by the two wall parts, said space together with the thin foils constitutes an excellent heat insula-tion, in practice sometimes 1.1.~, ,,, /l G . 1~ / >
10514~)Z
referred to as "superinsulation". Such a heat insulation is compact and of light weight.
Hydrogen presents the advantage that, compared with other gases, it has the greatest tllermal conductivity.
Below a~given pressure, namely that pressure at which the average free path length o~ the hydrogen molecules is equal to the dlstance between the radiation screens, the heat transport from radiation screen to radiation screen is a function of the hydrogen pressure. With a distance between two radiationscreens of 0.1 mm and a temperature difference - of 700 (725C - 25~), for example, at a hydrogen pressure of approximately 10 torr the heat flow rate is approximately 300 W/sq.cm, at a pressure of approximately 10 3 torr the heat flow rate is approximately 4.10 W/sq.cm.
The advantage of the use of partially hydrated hydrogen getters is that those parts of the metal not saturat~l with hydrogen, can getter residual gases-in the space, for example oxygen ~nd nitrogen, up to 1000C without the hydrogen-metal equilibrium`being essentially influellced thereby. Mor~-over, by means of the degree of hydration, the course of the .
hydrogen dissociation pressure ~ith the tc~perature can be -chosen arbitrarily within wide limits because the hydrogen pressure above the meta; hydride is both a function of the temperature and of the hydrogen concentration in the metal.
As partially hydrated reversible hydrogen getters may be used metals from the group formed by titanium, zirconlum, hafnium, lanthanum, cerium and other rare earth metals, vanadiurn, niobium~ tantalurn, 1;horium and alloy5 and mixtures of these metals in a partially hydrated state. The L'! l `; .
6. 10. 1~7 j 105~4(~2 .
hydrogen dissociation pressure of the hydrides of said metals varies at temperatures between 25C and 8000C between smaller than 10 3 torr and approximately 10 torr. Particula~ly suitable for the present purpose have proved to be titanium, ~irconium and hafniulll in a parti,ally hydrated state.
The getters may be used as fine powders or in the forn~ of compressed porous mouldings.
For evacuating a space with a volume of a , few litres of filling it with hydrogen up to a pressure of ,10 approximately 100 torr, approximately 5~to 50 g of metal hydride are required in accordance with the molecular weight.
The metals may be obtainecl in a partially hydrated state and starting from hydrogen-saturated metal hydride by pumping a part of the dissolved hydrogen (5 to 60~ by weight) at elevated temperature (for zirconium hydricle, for example, between 200 and 700C).
The quantity of, hydrogen,getter and hydrogen is --, , proportioned so that, wher,eas the hydrogen getter is at normal ambient temperature, the hydrogen pressure in the space , is 10 3 torr or less. I~ these'circ~mstances substantiall~r no ``heat t`ransport from'the combus`tion gas`duct to the medium takes place. If now the medium is to be heated, the getter is heated to a temperature at which the hydrogen pressure in the space between combustion gas and medium has reached a value at which the desired heated transfer is obtained.
In a favourable embodiment of the hea-tin~
device according to the invention the space is subdividecl into severa~ mutually separated sub-spaces which each individua]
communicate with an associated reversib:Le hydrogen ge~ter i'. l ~ . i ~ /
~;. 1~). l'~7 105~4l~'~
having a controllable heat source.
This presents an additional possibility of controll:ing the heat transfer between combustion gas and m4div~
A furt;her favourable embodiment of the heating device according to the invention is characterized in that the heat source consists of an electric resistance heating element which is fed by an accumulator battery of the vellicle.
In a further favourable embodiment of the heating device according to the invention the hea~ source is formed by a part of the flow of combustion gas through the exhaust.
The invention will be described in greater detail with reference to the drawing which show~s diagrammatical ly and not to scale a few embodiments of the heaiing device.
~5 Figure la is a longitudinal sectional view of a heating device in which the combustion gases originate from a hot-gas reciprocating engine.
Fi~gure lb is a cross-sectional view taken on the line Ib-Ib of Figure ~a.
.
Figure 2a is a longitudinal sectional view of a heatl~g device in association with a-four-cylinder internal combustion engine.
Figure 2b is a cross-sectional view of the heating device taken on the line IIb-IIb of Figure 2a.
Figure 3 is a longitudinal sectional view of a heating device in which thermal energy of combustion gas is also used to heat a hydroge~ getter.
Reference numeral lJn Fi~re 1 denotes a cylinder in which a piston and a displacer 3 reciprocate with lOS140Z
a mutual phase difference. The piston 2 and the displacer 3 are connected to a driving mechanism (not shown) by means of a piston rod 4 and a displacer rod 5, respectively. Present between the piston 2 and the displacer 3 is a compression space 6~ while above the displacer 3 there is an expansion space 7. The compression space 6 and the expansion space 7 communicate with each other via a cooler 8, a regenerator 9 and a heater 10. The heater 10 is cDnstructed from a number of pipes 11 which communicate at one end with the regenerator 9 and at the other end with an annular duct 12~ and a number of pipes 13 which communicate at one end with the annular duct 12 and ~ the other end with the expansion space 7.
The ho~-gas en8ine furthermore comprises a burner device 14 with which a fuel inlet 15 communicates. The burner device 14 furthermore comprises an inlet 16 for air of combustion and an outlet 17 for combustion gases communicating with the said device via the heater 10. The outlet 17 communicates with a pipe 19.
The engine comprises a preheater 18 which communicates with the outlet 17 via pipe 19 and communicates with the inlet 16 via a pipe 20. In this preheater, combustion gases can exchange heat with the combustion air. For supplying combus-tion air a controllable fan 21 is present.
A heat exchanger 22 serving as a radiator is incorporated in the pipe 19.
The heat exchanger 22 comprises an inner tube 22a and an outer tube 22b arranged c~ncentrically herewith. The hot combustion gases flow through the central space 22c during operation. Rad$ation screens 23, for example copper 1'1 1 ~; . ,' ',' '.` ';
6 . 1 o ~ 7 5 105~40'~
foils, which are kep~ spaced mutually and with respect to the tubes 22a and 22b by spacing members, no-t shown, are arranged in the annular space 22d.
The annular space 22d in which the radiation ' .screens 23 are present communicates w~h a container 24 in which partially hydrated zirconium 2~ and an electric heater element 26 are present. The heater element 26 is connected to an accumulator battery 28 ~ia a slide resistor 27.
. During operation of the hot-gas engine, the hot combustion gases first flow through the central space 22c of heat exchanger 22 and then through preheater 18.
When the heating device is not in operation, the temperature of the zirconium 25 in container 24 is equal to the ambient temperature, so that the pressure of the hydrogen in the spaco 22d is smaller than 10 3 Torr and the combustion gases in .space 22c do not supply thermal energy ' ' to the atmosphere'but o~y to.the combustion air in preheater,l8 . . When thermal energ~ should be supplied to the ' atmosphere indeed, in.this case the passengers compartment, : 20 the part'ially hydrated zirconium 25 in container 24 is heated, . by-means of electric heater element 26, to a temperature at which the hydrogen pressure in space 22d is sufficiently high to realize the desired heat transfer of combustion ga.s to the atrnosphere. The adjusted temperature may b'e kept constant, for example, by means of a thermostat which alternately , switches on and off the heater element 26.
Reference nurneral 30 in ~igure 2a denotes a 4-cylinder internal combustion engine the cylinder spaces of which communicate, ~ia an exhaust manifold 31, with a common `
Pll~. 7~'7 ~).10.l975 ~05140Z
exhaust 32 for combustion gases in which a heat exchang~er 33 is incorporated. As is shown also in Figure 2b, the heat exchanger 33 consists of three concentric jackets 33a, 33b ' and 33c within which the spaces 33d, 33e and 33f are formed.
, ~xhaust gases of engine 30 Plow through space 33d.
Space 33f forms part of a closed system of ducts 3l~ in which a medium, for example water, can circulate by means of a pumping device 35. The system of ducts further-more comprises a radiator 36.
, Space 33e again comprises radiation screens which are re~erred toby reference numeral 37. Space 33e communicates with a container 38 in which a hydrogen getter 39) ' for example partially hydrabed zirconium, is present. Conta;n2r ' ,15 38 has an elect~ic heater element 40 which is connected to`a ''~~-supply source (not shown).
When hydrogen getter 3~ is heated from room ,, temperature to a higher temperature, a certain hydrogen pressure will prevail in space 3je so that said ,space no' longer forms a hea,t insulator and the~nal energy of the .
' , comb,~stion gases is transferred to the water circulàting in the system of ducts 34. Counter-current heat exchange takes place in heat exchanger 33. The thermal energy absorbed by the water is delivered~ via radiator 36, to the passengers compartment 41 of the vehicle denoted diagrammatically.
Figure 3 shows an engine 50 having an inlet 51 for an air-fuel mixture and an exhaust 52 for combustion gases. A heat'exchanger 53, structurally equal to heat exchanger 33 of Figure 2, is incorporated at one cnd in the . ~_ ~,. lo. l')75 10514~1~
e~haust 52, at the other end in a duct 54 to which air is supplied by a fan 55, which air, after heating in heat exc}lclllger 53, flows into the passengers compartment 56.
I-iydrogen getter 57 in container 58 is heated by means of a part of the combustion gases flowing through the exhaust 52. For that purpose, a branch-pipe 59 in which a controllable ~al~e 60 is incorporated communicates with exhaust 52. Combustion gases which reach container 58 via branch-pipe 59 are guided in said container through ducts 61 and dissipated to the atmosphere after ha~ing given off thermal energy to hydrogen getter 57.
, . . ., , . . ,; . ' . ' ' , '' '' ' . ': '' " '. .' " ,' ' . :.. ' .
Claims (7)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A heat exchanger comprising:
at least one duct for a hot gas bounded by a first heat trans-ferring wall;
a second heat transferring wall surrounding the first heat trans-ferring wall and spaced therefrom so as to form a space between the said walls, the second heat transferring wall separating the space from a body of medium to be heated during operation;
at least one radiation screen in the space;
hydrogen in the space;
a reversible hydrogen getter communicating with the space; and heating means for controllably heating said getter so as to control the pressure of hydrogen within the space and thereby the heat transmitted through the space.
at least one duct for a hot gas bounded by a first heat trans-ferring wall;
a second heat transferring wall surrounding the first heat trans-ferring wall and spaced therefrom so as to form a space between the said walls, the second heat transferring wall separating the space from a body of medium to be heated during operation;
at least one radiation screen in the space;
hydrogen in the space;
a reversible hydrogen getter communicating with the space; and heating means for controllably heating said getter so as to control the pressure of hydrogen within the space and thereby the heat transmitted through the space.
2. A heat exchanger as claimed in claim 1 in combination with a motor vehicle of the type having an engine with an exhaust for combustion gases and wherein said body of medium is used to heat a passenger compartment of the vehicle, said duct being adapted to receive combustion gases from said exhaust.
3. A heat exchanger as claimed in claim 1, characterized in that the reversible hydrogen getter consists of a metal from the group formed by titanium, zirconium, hafnium, lanthanum, cerium and other rare earth metals, vanadium, niobium, tantalum, thorium and alloys and mixtures of these metals in a partially hydrated state.
4. A heat exchanger as claimed in claim 1, 2 or 3, characterized in that such quantities of hydrogen getter and hydrogen are present that at ambient temperature of the getter the hydrogen pressure in the space is at most 10-3 Torr.
5. A heat exchanger as claimed in claim 1, 2 or 3, characterized in that the space is subdivided into several subspaces which are separated from each other, each of which individually communicates with an associated reversible hydrogen getter having a controllable heating means.
6. A heat exchanger as claimed in claim 1, 2 or 3, characterized in that the heating means is an electric resistance heater element fed by an accumulator battery.
7. A heat exchanger as claimed in claim 2, characterized in that the heating means is formed by a part of the combustion gas flow through the exhaust.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL7414458A NL7414458A (en) | 1974-11-06 | 1974-11-06 | HEATING INSTALLATION FOR MOTOR VEHICLES. |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1051402A true CA1051402A (en) | 1979-03-27 |
Family
ID=19822400
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA238,864A Expired CA1051402A (en) | 1974-11-06 | 1975-11-03 | Heating device for motor vehicles |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS5169843A (en) |
| CA (1) | CA1051402A (en) |
| DE (1) | DE2548783A1 (en) |
| FR (1) | FR2290323A1 (en) |
| GB (1) | GB1519860A (en) |
| NL (1) | NL7414458A (en) |
| SE (1) | SE7512277L (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2715990A1 (en) * | 1977-04-09 | 1978-10-12 | Daimler Benz Ag | PARKING HEATING USED BY HYDRIDS IN HYDROGEN VEHICLES |
| DE2921451A1 (en) * | 1979-05-26 | 1980-12-04 | Daimler Benz Ag | METHOD FOR PREHEATING A COMBUSTION ENGINE |
| JPS6181218A (en) * | 1984-09-28 | 1986-04-24 | Diesel Kiki Co Ltd | Heater for vehicle |
-
1974
- 1974-11-06 NL NL7414458A patent/NL7414458A/en unknown
-
1975
- 1975-10-29 GB GB44622/75A patent/GB1519860A/en not_active Expired
- 1975-10-31 DE DE19752548783 patent/DE2548783A1/en not_active Withdrawn
- 1975-11-03 CA CA238,864A patent/CA1051402A/en not_active Expired
- 1975-11-03 SE SE7512277A patent/SE7512277L/en not_active Application Discontinuation
- 1975-11-04 JP JP50131573A patent/JPS5169843A/ja active Pending
- 1975-11-05 FR FR7533824A patent/FR2290323A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| GB1519860A (en) | 1978-08-02 |
| JPS5169843A (en) | 1976-06-16 |
| NL7414458A (en) | 1976-05-10 |
| FR2290323B1 (en) | 1980-01-25 |
| DE2548783A1 (en) | 1976-05-13 |
| FR2290323A1 (en) | 1976-06-04 |
| SE7512277L (en) | 1976-05-07 |
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