CA1185943A - Apparatus for heating an operating cabin - Google Patents
Apparatus for heating an operating cabinInfo
- Publication number
- CA1185943A CA1185943A CA000418486A CA418486A CA1185943A CA 1185943 A CA1185943 A CA 1185943A CA 000418486 A CA000418486 A CA 000418486A CA 418486 A CA418486 A CA 418486A CA 1185943 A CA1185943 A CA 1185943A
- Authority
- CA
- Canada
- Prior art keywords
- oil
- arrangement according
- engine
- heat exchanger
- point
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24D—DOMESTIC- OR SPACE-HEATING SYSTEMS, e.g. CENTRAL HEATING SYSTEMS; DOMESTIC HOT-WATER SUPPLY SYSTEMS; ELEMENTS OR COMPONENTS THEREFOR
- F24D7/00—Central heating systems employing heat-transfer fluids not covered by groups F24D1/00 - F24D5/00, e.g. oil, salt or gas
-
- 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
-
- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24V—COLLECTION, PRODUCTION OR USE OF HEAT NOT OTHERWISE PROVIDED FOR
- F24V40/00—Production or use of heat resulting from internal friction of moving fluids or from friction between fluids and moving bodies
- F24V40/10—Production or use of heat resulting from internal friction of moving fluids or from friction between fluids and moving bodies the fluid passing through restriction means
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Arc-Extinguishing Devices That Are Switches (AREA)
- Harvester Elements (AREA)
- Yarns And Mechanical Finishing Of Yarns Or Ropes (AREA)
Abstract
ABSTRACT
An apparatus for heating the operating cabin of a machine, uses as the heating medium, the oil in an internal-combustion engine, the said oil being raised to a high pressure by a hydraulic pump and being relieved-expanded in a throttle-element for heating, In order to accelerate the warming up of the internal-combustion engine, the flow of engine oil arriving from the hydraulic pump is fed to engine lubricating- or cooling-oil system in front of the bearing locations, In order to add to the supply of heat to some of the oil contained in the said engine, the hydraulic pumps draw in a partial flow of the engine lubricating and cooling oil, in short-circuit, after a lubricating-oil pump, Both of these measures facilitate the application of the apparatus to the lubricating oil system of internal-combustion engines.
An apparatus for heating the operating cabin of a machine, uses as the heating medium, the oil in an internal-combustion engine, the said oil being raised to a high pressure by a hydraulic pump and being relieved-expanded in a throttle-element for heating, In order to accelerate the warming up of the internal-combustion engine, the flow of engine oil arriving from the hydraulic pump is fed to engine lubricating- or cooling-oil system in front of the bearing locations, In order to add to the supply of heat to some of the oil contained in the said engine, the hydraulic pumps draw in a partial flow of the engine lubricating and cooling oil, in short-circuit, after a lubricating-oil pump, Both of these measures facilitate the application of the apparatus to the lubricating oil system of internal-combustion engines.
Description
~3 35~
The invention relates to an apparatus for heating the operating cabin of a machine drlven by an internal-combustion en~ine, more particularly -the driver's compartrnent of a vehicle, the said apparatus comprisiny a hydraulic pump driven by the said enyine and drawiny engine-oil from the engine lubricating- and cooling-oil sys-tern, a throttle-element for r~ising the ternperature, connected to the sai~
hydraulic pump' an oil/air heat-exchanger in the driver's compartment connected to the engine lubricating- and cooling-oil system downstream of the throttle-element, as seen in the direction of flow, and an adjustable flow-divider controlling a bypass-line running to the said oil/air heat-exchanger. Heating apparatuses of this kind are of partic-ular advantage in the case of air-cooled internal-combustion engines.
German OS 29 32 448 discloses a heating apparatus in which the lubricating-oil-, cooling-oil- and heating-circuits are completely separate, at least from the suction-side of the hydraulic pump. Although in this case slightly heated engine-oil is available to the heating-circuit heat-exchanger as soon as the engine is started, the desired high temperature at the engine-bearing locations arises only as the total supply of lubricating-oil gradually heats up.
P 29 32 448.9 describes a heating apparatus in which only a part of the lubricating-oil supply is repeatedly throttled in order to accelerate the rise in temperature in the heating-circuit heat-exchanger, but the total volume of oil again heats up only gradually and this is detrimental to the bearing locations. Moreover, a separate flow-divider is needed to control this repeatedly throttled part-volume of oil -1- g~
~359~3 It is the purpose of the pre~ent invention to propose a heating apparatus which not only adapts well to ex.istiny lubrication oil systems, but also allows the increase in temperature obtained by throttling to be used in full to benefit, selectively or simultaneously, the heating-circuit heat-exchanger, the bearing locations, and the ~plash-lubri-cation locations, It is also the purpose of the invention, while still maintaining the above-mentioned adaptability to existing lubricating-oil systems, to make it possib]e to heat up a part of the lubricating oil to an increased extent, the amount of oil thus heated up being self-regulating without a separate control-element.
The first of these purposes is accomplished by providing an apparatus for heating the operating cabin of a machine driven by an internal~combustion engine, more partic-ularly the driver's compartment of a vehicle, the said apparatus comprising a hydraulic pump driven by the said engine and drawing engine-oil from the engine lubricating-and cooling-oil system, a throttle-element for raising the temperature, connected to the said hydraulic pump; an oil/air heat-exchanger in the driver's compartment connected to the engine lubricating- and cooling-oil system downstream of the throttle-element, as seen in the direction of flow; and an adjustable flow-divider controlli.ng a bypass-line running to the said oil/air heat-exchanger, characterized in that the return from the oil/air heat-exchanger is connected, at a discharge-location-junction , arranged before the oil-supply points to the engine, to the engine lubricating-and cooling-oil system.
The second of these purposes is accomplished by providing an apparatus as mentioned directly above wherein the suc-tion-side of the hydraulic pump is connected at a branch point arranged downstream of the lubricatiny-oil supply pump to the lubricating- and cooling-oil sys-tem.
The conversion of existing internal-combusti.on engines to the arrangement in accordance with the invention is greatly facilitated through the aspects of: (a) providing a lubricating-oil radiator in the lubricating- and cooling-oil system, upstream of the loop-line, or lines for the hydrlulic pump, the throttle-elemenk the flow-divider, and the oil/air heat-exchanger, and in that the branch-point and/or the discharge-location-junction, and/or the hot-oil return and/or the hot-oi' branch, are located in connecting parts between the internal-combustion engine and the lubricating-oil radiator, and (b) providing the flow-controller as a thermostat-valve-In one aspect of the present invention there is providedan arrangement for heating the operator's cabin of a machine driven by an internal combustion engine, comprising a lubricat-ing - and cooling - oil distribution system of the engine having oil distribution points, the system including a first hydraulic pump for pumping oil fr~n the engine oil sump through pre-ssurized lines of the system, a heating system connected in series with the distribution system and including a second h~draulic pump driven by the engine for withdrawing engine oil from the distribution system and pumping the engine oil through the heating system, an intake line leading into the second pump and being connected into the distribution system at a ta]~e-off point downstream of the first pump, a throttling element in the heating system downstream of the second pump for reducing the pressure and elevating the temperature of the engine oil passing therethrough7 a space neat exchanger in the heating system downstream of the throttling element for supplying heat to the operator's cabin, a by-pass line in the heating system by-passing the heat exchanger, an adjustable control element ~ - 3 -~35~4.3 for selectively controlling the ~low o~ heated oil down~treamfrom the throttling element to the hea-t exchange~ or through the by-pass line depending on the heating requirements of the heating system, a return line leading frorn the heat exchanger and connected into the distribution system at a junction point upstream of the oil distributing points an~ upstream o~ the take-off point, whereby the oil fed components o~ the engine are imrnediately heated through the oil distributing poin-ts.
Figures 1-4 are diagrammatic outlines of apparatus in accordance with the invention and showing design variations-Regardless of the suction-location of the hydraulic pump, it is particularly desirable, in view of the wear arising in internal-combustion engines, to connect the return from the heat-exchanger, to the lubricating- and cooling-oil system, before or upstream of the oil-feed locations, since in this way when the heat-exchanger is in operation ? but especially when it is being by-passed, heated lubricating-oil imrnediately reaches the bearing locations through the bypass, and components which are splash-lubricated through nozzles, more particularly pistons, are, as usual, cooled only slightly and thus reach their operating temperature more rapidly.
Further advantages according to the invention may be obtained by connecting the suction-side of the hydraulic pump to the lubricating-oil and cooling-oil system. In this connection it is largely irrelevant whether the junction to the hydraulic -3a-~859~3 pump is located before i.e. upstream of or after i. e. down-stream of the discharge location-junction from -the heating-circuit heat-exchanger in the main oil-sys-tem. Even in the ease of the loops according to Figs 1 and 2, runniny parallel with the main direction of flow, a return~flow takes plaee in the section of main line located between the junc-tion-points, if it is assumed that the displacemen-t of the internal-eombustion engine is less than the output from the hydral~lic pump. It is thus elearly recognizable, especially in ~'lgs.
3 and 4, that in all of the design~variants shown, there oceurs a short-eircuit flow, the volume of which controls itself automatically and which assists in accelerating the increase in temperature, both in the heating-eircuit heat-exchanger and at the engine oil-supply locations.
Adaptation of the heating apparatus aceording to the invention to existing internal-combustion-engine design is greatly facilitated in that the loops pertaining to the heating-circuit are connected at pcints where portions of the lubrieating-oil and cooling-oil system emerge from the engine housing to be conneeted to external assemblies, on the one hand, at the junetion between the engine and the lubrieating-oil cooler and, on the other hand, at the junction between the engine and the lubricating-oil filter. The conneetion may be in aecordanee with the various arrangements shown. Partic-ularly advantageous are arrangements whereby the lubricating-oil passing to the heat-exchanger is also filtered before entering it,the said oil also being filtered repeatedly as it eirculates repeatedly in the loop.
The flow-divider aeeording to the invention may be located, as desired, at the flow-division, as shown, or at the confluence in the heat-exchanger bypass. Adjustment of the ~35~3 flow divider may be effected thermostaticall~ in accordance with the heating requirements, using lubricating-oil ternpera-ture or a room-tempera-ture as the control factor. It is also conceivable to provide additional con-trol-means, e.g. for shutting the heat off permanently regardless of the temperature.
In order to assure lubrication of the engine, activation of the heat-exchanger may also be eliminated, below a minimal lubricating-oil pressure, by over-riding the temperature-control at the flow-controller, On the other hand, the heat-ing-circuit heat-exchanger may also serve as a replacement for a lubricating-oil radiator, if the flow of air to be processed is also taken from outside the driver's cabin.
The hydraulic pump is usually coupled permanently to the engine, for example, to an auxiliary take-off. A
variable drive is also conceivable, but is usually too complex and thus costly for practical application. Furthermore, arrangements of this kind have already been described.
When the maximal permissible lubricating-oil tempera-ture is reached, if the hydraulic pump is in constant operation, and especially at high amhient temperatures, throttling should be eliminated, this being accomplished by control-means, not shown, at the throttle. The designs shown are intended to mean that either the throttle cross-section is controllable or the throttle-element has an internal bypass.
Control of the throttle cross-section, or bypass, may be effected by the previously described, precontrolled, temperature- and viscosity-sensitive pressure-maintaining valves. If control is to be effected as a function of other operating parameters, e.g. component-temperature or engine-loading, a solenoid-valve may be used for the purpose, and this will preferably influence a precontrol device.
Various de~igns of the ~ppa~atus accordiny to the invention appear in the four drawings attached hereto in which differently arranged elements bear the same reference numerals.
The only differences are in the branch-points and discharge locations. Each figure shows a lubricating- and cooling-oil system in which lubricating-oil is -taken :rom an oil-tank 1 by a lubricating-oil pump 2 and is delivered through a lubricating oil radiator 3, and a lubricating-oil filter 4, to supply points 5 of the internal-combustion engine. Provided i.n the lubricating- and cooling-oil system is a branch-point 6, to which a hydraulic pump 7 is connected, followed by a throttle-element ~.
Running in parallel with a heat--exchanger 12 is a bypass 13 controlled by a flow-divider 14. It is possible to arrange hydraulic pump 7 and throttle-element 8 in a first loop 10, and heat-exchanger 12 and flow-divider 14 in a second loop 15 (Figs 2, 4) or to arrange alL of these compo-nents in series in a common loop 20 (Figs 1,3). The lubricating-oil emerging from heat-exchanger 12 and bypass 13 may be filtered entirely, or additionally, through an auxiliary filter 17 (Fig. 1) within this loop 15,20, A non-return valve 18 may be provided in the line running to heat-exchanger 12, for the purpose of avoiding leakage when bypass 13 is open. Heat-exchanger 12 may also be protected from overpressure by a short-circuit valve 19 (Fig. 3). The return-flow from the said heat exchanger to the lubricating- and cool-ing-oil system is effected at a discharge-location-junction 160 There is usually a return-flow between discharge-location-junction 16 and branch-point 6. If the heating 30 system consists, as in Figs 2 and 4, of two loops 10 and 15, loop 10, which contains hydraulic pump 7 and throttle-element ~E35~43 8, terminates at a hot-oil return 9. In this case, loop 15, containing heat-exchanger 12, starts at a hot-oil junction ll which is usually arranged in the lubricating- and cooling-oil system after hot-oil return 9. I~he li.ne cross-sections are to be designed in such a manner as to ensure an adequate flow through the said heat-exchanger, especially when the apparatus is divided into two loops 10,15. In this latter design it is possible, uncler certain circumstances, to ornlt the direct connection between hot-oil branch ll and discharge-location-junction 16 in the lubricating- ancd cooling-oil system, but hi.s should not be done if the installation is to be adapted to an existing internal-cornbustion engine. Modifi-cation of the designs shown, with respect to the arrangement of the flow-divider and the design of the throttle-element, have already been described.
The invention relates to an apparatus for heating the operating cabin of a machine drlven by an internal-combustion en~ine, more particularly -the driver's compartrnent of a vehicle, the said apparatus comprisiny a hydraulic pump driven by the said enyine and drawiny engine-oil from the engine lubricating- and cooling-oil sys-tern, a throttle-element for r~ising the ternperature, connected to the sai~
hydraulic pump' an oil/air heat-exchanger in the driver's compartment connected to the engine lubricating- and cooling-oil system downstream of the throttle-element, as seen in the direction of flow, and an adjustable flow-divider controlling a bypass-line running to the said oil/air heat-exchanger. Heating apparatuses of this kind are of partic-ular advantage in the case of air-cooled internal-combustion engines.
German OS 29 32 448 discloses a heating apparatus in which the lubricating-oil-, cooling-oil- and heating-circuits are completely separate, at least from the suction-side of the hydraulic pump. Although in this case slightly heated engine-oil is available to the heating-circuit heat-exchanger as soon as the engine is started, the desired high temperature at the engine-bearing locations arises only as the total supply of lubricating-oil gradually heats up.
P 29 32 448.9 describes a heating apparatus in which only a part of the lubricating-oil supply is repeatedly throttled in order to accelerate the rise in temperature in the heating-circuit heat-exchanger, but the total volume of oil again heats up only gradually and this is detrimental to the bearing locations. Moreover, a separate flow-divider is needed to control this repeatedly throttled part-volume of oil -1- g~
~359~3 It is the purpose of the pre~ent invention to propose a heating apparatus which not only adapts well to ex.istiny lubrication oil systems, but also allows the increase in temperature obtained by throttling to be used in full to benefit, selectively or simultaneously, the heating-circuit heat-exchanger, the bearing locations, and the ~plash-lubri-cation locations, It is also the purpose of the invention, while still maintaining the above-mentioned adaptability to existing lubricating-oil systems, to make it possib]e to heat up a part of the lubricating oil to an increased extent, the amount of oil thus heated up being self-regulating without a separate control-element.
The first of these purposes is accomplished by providing an apparatus for heating the operating cabin of a machine driven by an internal~combustion engine, more partic-ularly the driver's compartment of a vehicle, the said apparatus comprising a hydraulic pump driven by the said engine and drawing engine-oil from the engine lubricating-and cooling-oil system, a throttle-element for raising the temperature, connected to the said hydraulic pump; an oil/air heat-exchanger in the driver's compartment connected to the engine lubricating- and cooling-oil system downstream of the throttle-element, as seen in the direction of flow; and an adjustable flow-divider controlli.ng a bypass-line running to the said oil/air heat-exchanger, characterized in that the return from the oil/air heat-exchanger is connected, at a discharge-location-junction , arranged before the oil-supply points to the engine, to the engine lubricating-and cooling-oil system.
The second of these purposes is accomplished by providing an apparatus as mentioned directly above wherein the suc-tion-side of the hydraulic pump is connected at a branch point arranged downstream of the lubricatiny-oil supply pump to the lubricating- and cooling-oil sys-tem.
The conversion of existing internal-combusti.on engines to the arrangement in accordance with the invention is greatly facilitated through the aspects of: (a) providing a lubricating-oil radiator in the lubricating- and cooling-oil system, upstream of the loop-line, or lines for the hydrlulic pump, the throttle-elemenk the flow-divider, and the oil/air heat-exchanger, and in that the branch-point and/or the discharge-location-junction, and/or the hot-oil return and/or the hot-oi' branch, are located in connecting parts between the internal-combustion engine and the lubricating-oil radiator, and (b) providing the flow-controller as a thermostat-valve-In one aspect of the present invention there is providedan arrangement for heating the operator's cabin of a machine driven by an internal combustion engine, comprising a lubricat-ing - and cooling - oil distribution system of the engine having oil distribution points, the system including a first hydraulic pump for pumping oil fr~n the engine oil sump through pre-ssurized lines of the system, a heating system connected in series with the distribution system and including a second h~draulic pump driven by the engine for withdrawing engine oil from the distribution system and pumping the engine oil through the heating system, an intake line leading into the second pump and being connected into the distribution system at a ta]~e-off point downstream of the first pump, a throttling element in the heating system downstream of the second pump for reducing the pressure and elevating the temperature of the engine oil passing therethrough7 a space neat exchanger in the heating system downstream of the throttling element for supplying heat to the operator's cabin, a by-pass line in the heating system by-passing the heat exchanger, an adjustable control element ~ - 3 -~35~4.3 for selectively controlling the ~low o~ heated oil down~treamfrom the throttling element to the hea-t exchange~ or through the by-pass line depending on the heating requirements of the heating system, a return line leading frorn the heat exchanger and connected into the distribution system at a junction point upstream of the oil distributing points an~ upstream o~ the take-off point, whereby the oil fed components o~ the engine are imrnediately heated through the oil distributing poin-ts.
Figures 1-4 are diagrammatic outlines of apparatus in accordance with the invention and showing design variations-Regardless of the suction-location of the hydraulic pump, it is particularly desirable, in view of the wear arising in internal-combustion engines, to connect the return from the heat-exchanger, to the lubricating- and cooling-oil system, before or upstream of the oil-feed locations, since in this way when the heat-exchanger is in operation ? but especially when it is being by-passed, heated lubricating-oil imrnediately reaches the bearing locations through the bypass, and components which are splash-lubricated through nozzles, more particularly pistons, are, as usual, cooled only slightly and thus reach their operating temperature more rapidly.
Further advantages according to the invention may be obtained by connecting the suction-side of the hydraulic pump to the lubricating-oil and cooling-oil system. In this connection it is largely irrelevant whether the junction to the hydraulic -3a-~859~3 pump is located before i.e. upstream of or after i. e. down-stream of the discharge location-junction from -the heating-circuit heat-exchanger in the main oil-sys-tem. Even in the ease of the loops according to Figs 1 and 2, runniny parallel with the main direction of flow, a return~flow takes plaee in the section of main line located between the junc-tion-points, if it is assumed that the displacemen-t of the internal-eombustion engine is less than the output from the hydral~lic pump. It is thus elearly recognizable, especially in ~'lgs.
3 and 4, that in all of the design~variants shown, there oceurs a short-eircuit flow, the volume of which controls itself automatically and which assists in accelerating the increase in temperature, both in the heating-eircuit heat-exchanger and at the engine oil-supply locations.
Adaptation of the heating apparatus aceording to the invention to existing internal-combustion-engine design is greatly facilitated in that the loops pertaining to the heating-circuit are connected at pcints where portions of the lubrieating-oil and cooling-oil system emerge from the engine housing to be conneeted to external assemblies, on the one hand, at the junetion between the engine and the lubrieating-oil cooler and, on the other hand, at the junction between the engine and the lubricating-oil filter. The conneetion may be in aecordanee with the various arrangements shown. Partic-ularly advantageous are arrangements whereby the lubricating-oil passing to the heat-exchanger is also filtered before entering it,the said oil also being filtered repeatedly as it eirculates repeatedly in the loop.
The flow-divider aeeording to the invention may be located, as desired, at the flow-division, as shown, or at the confluence in the heat-exchanger bypass. Adjustment of the ~35~3 flow divider may be effected thermostaticall~ in accordance with the heating requirements, using lubricating-oil ternpera-ture or a room-tempera-ture as the control factor. It is also conceivable to provide additional con-trol-means, e.g. for shutting the heat off permanently regardless of the temperature.
In order to assure lubrication of the engine, activation of the heat-exchanger may also be eliminated, below a minimal lubricating-oil pressure, by over-riding the temperature-control at the flow-controller, On the other hand, the heat-ing-circuit heat-exchanger may also serve as a replacement for a lubricating-oil radiator, if the flow of air to be processed is also taken from outside the driver's cabin.
The hydraulic pump is usually coupled permanently to the engine, for example, to an auxiliary take-off. A
variable drive is also conceivable, but is usually too complex and thus costly for practical application. Furthermore, arrangements of this kind have already been described.
When the maximal permissible lubricating-oil tempera-ture is reached, if the hydraulic pump is in constant operation, and especially at high amhient temperatures, throttling should be eliminated, this being accomplished by control-means, not shown, at the throttle. The designs shown are intended to mean that either the throttle cross-section is controllable or the throttle-element has an internal bypass.
Control of the throttle cross-section, or bypass, may be effected by the previously described, precontrolled, temperature- and viscosity-sensitive pressure-maintaining valves. If control is to be effected as a function of other operating parameters, e.g. component-temperature or engine-loading, a solenoid-valve may be used for the purpose, and this will preferably influence a precontrol device.
Various de~igns of the ~ppa~atus accordiny to the invention appear in the four drawings attached hereto in which differently arranged elements bear the same reference numerals.
The only differences are in the branch-points and discharge locations. Each figure shows a lubricating- and cooling-oil system in which lubricating-oil is -taken :rom an oil-tank 1 by a lubricating-oil pump 2 and is delivered through a lubricating oil radiator 3, and a lubricating-oil filter 4, to supply points 5 of the internal-combustion engine. Provided i.n the lubricating- and cooling-oil system is a branch-point 6, to which a hydraulic pump 7 is connected, followed by a throttle-element ~.
Running in parallel with a heat--exchanger 12 is a bypass 13 controlled by a flow-divider 14. It is possible to arrange hydraulic pump 7 and throttle-element 8 in a first loop 10, and heat-exchanger 12 and flow-divider 14 in a second loop 15 (Figs 2, 4) or to arrange alL of these compo-nents in series in a common loop 20 (Figs 1,3). The lubricating-oil emerging from heat-exchanger 12 and bypass 13 may be filtered entirely, or additionally, through an auxiliary filter 17 (Fig. 1) within this loop 15,20, A non-return valve 18 may be provided in the line running to heat-exchanger 12, for the purpose of avoiding leakage when bypass 13 is open. Heat-exchanger 12 may also be protected from overpressure by a short-circuit valve 19 (Fig. 3). The return-flow from the said heat exchanger to the lubricating- and cool-ing-oil system is effected at a discharge-location-junction 160 There is usually a return-flow between discharge-location-junction 16 and branch-point 6. If the heating 30 system consists, as in Figs 2 and 4, of two loops 10 and 15, loop 10, which contains hydraulic pump 7 and throttle-element ~E35~43 8, terminates at a hot-oil return 9. In this case, loop 15, containing heat-exchanger 12, starts at a hot-oil junction ll which is usually arranged in the lubricating- and cooling-oil system after hot-oil return 9. I~he li.ne cross-sections are to be designed in such a manner as to ensure an adequate flow through the said heat-exchanger, especially when the apparatus is divided into two loops 10,15. In this latter design it is possible, uncler certain circumstances, to ornlt the direct connection between hot-oil branch ll and discharge-location-junction 16 in the lubricating- ancd cooling-oil system, but hi.s should not be done if the installation is to be adapted to an existing internal-cornbustion engine. Modifi-cation of the designs shown, with respect to the arrangement of the flow-divider and the design of the throttle-element, have already been described.
Claims (21)
1. An arrangement for heating the operator's cabin of a machine driven by an internal combustion engine, comprising a lubricating - and cooling - oil distribution system of the engine having oil distribution points, said system including a first hydraulic pump for pumping oil from the engine oil sump through pressurized lines of said system, a heating system connected in series with said distribution system and including a second hydraulic pump driven by the engine for withdrawing engine oil from said distribution system and pumping the engine oil through said heating system, an intake line leading into said second pump and being connected into said distribution system at a take-off point downstream of said first pump, a throttling element in said heating system downstream of said second pump for reducing the pressure and elevating the temperature of the engine oil passing therethrough, a space heat exchanger in said heating system downstream of said throttling element for supplying heat to the operator's cabin, a by-pass line in said heating system by-passing said heat exchanger, an adjustable control element for selectively controlling the flow of heated oil downstream from said throttling element to said heat exchanger or through said by-pass line depending on the heating requirements of said heating system, a return line leading from said heat exchanger and connected into said distribution system at a junction point upstream of said oil distributing points and upstream of said take-off point, whereby the oil fed components of the engine are immediately heated through said oil distributing points.
2. The arrangement according to claim 1, wherein said take-off point lies upstream, in the direction of flow through said distribution system, of said junction point.
3. The arrangement according to claim 1, wherein said take-off point lies downstream, in the direction of flow through said distribution system, of said junction point.
4. The arrangement according to claim 1, wherein said heating system includes a first, looped pressure line extending between said take-off and junction points, said second pump, said throttling element and said heat exchanger being series-connected into said first looped line.
5. The arrangement according to claim 1, wherein said heating system includes a second, looped pressure line, said second pump and said throttling element being coupled into said second looped line, a return line leading from said throttling element and being connected into said distribution system at a hot-oil return junction upstream of said junction point, said heating system further including a third, looped pressure line having a take-off point at said distribution system, said heat exchanger and said control element being coupled into said third looped line, said take-off point of said third looped line lying upstream of said junction point.
6. The arrangement according to claim 1, wherein said distribution system includes a lubricating-oil filter disposed directly upstream of said take-off point, and said take-off point being located between said filter and said oil distributing points.
7. The arrangement according to claim 6, wherein said filter is disposed directly downstream of said junction point.
8. The arrangement according to claim 1, wherein said distribution system includes a lubricating-oil filter disposed directly downstream of said junction point.
9. The arrangement according to claim 8, wherein said take-off point is located between said filter and said oil distributing points.
10. The arrangement according to claim 4, wherein said distribution system includes a lubricating-oil cooler located upstream of said first looped line, said take-off and junction points being located between said cooler and said oil dis-tributing points.
11. The arrangement according to claim 5, wherein said distribution system includes a lubricating-oil cooler located upstream of said second and third looped lines, said take-off points as well as said return junction and said junction point being located between said cooler and said oil distributing points.
12. The arrangement according to claim 1, wherein said control element comprises a thermostatic valve for controlling the flow of the engine oil to said heat exchanger or through said by-pass line depending on the heating requirements of said heating system.
13. The arrangement according to claim 1, wherein said control element comprises a switching arrangement for switching the flow on and off to said heat exchanger.
14. The arrangement according to claim 1, wherein said control element comprises a pressure valve for switching the flow through said by-pass line when the oil pressure upstream of said valve falls below a predetermined minimum.
15. The arrangement according to claim 1, wherein said throttling element comprises an adjustable valve.
16. The arrangement according to claim 1, wherein said throttling element includes an internal controllable by-pass.
17. The arrangement according to claim 1, wherein said throttling element comprises a pilot-operated pressure upkeep valve capable of being controlled as a function of one of the engine temperature, the engine oil viscosity, the load of the engine and the operating condition of the vehicle.
18. The arrangement according to claim 1, wherein said heating system includes a check valve located between said control element and said heat exchanger to prevent any leakage of oil flow to said heat exchanger when said by-pass line is open.
19. The arrangement according to claim 18, wherein said heating system includes a pressure-relief valve upstream of said heat exchanger to protect said heat exchanger against over-pressure when said by-pass line is closed.
20. The arrangement according to claim 1, wherein a common housing is provided for said second pump, said throttling element and said control element.
21. The arrangement according to claim 19, wherein common housing is provided for said second pump, said throttling element, said control element, said check valve and said pressure-relief valve.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813151472 DE3151472A1 (en) | 1981-12-24 | 1981-12-24 | DEVICE FOR HEATING A CONTROL CAB |
| DEP3151472.3 | 1981-12-24 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1185943A true CA1185943A (en) | 1985-04-23 |
Family
ID=6149785
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000418486A Expired CA1185943A (en) | 1981-12-24 | 1982-12-23 | Apparatus for heating an operating cabin |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0082946B1 (en) |
| AT (1) | ATE30543T1 (en) |
| CA (1) | CA1185943A (en) |
| DE (2) | DE3151472A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4708095A (en) * | 1986-06-16 | 1987-11-24 | Deere & Company | Combined engine cooling and lube system |
| DE4344602A1 (en) * | 1993-12-24 | 1995-06-29 | Motoren Werke Mannheim Ag | Internal combustion engine with a coolant circuit |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2764147A (en) * | 1951-02-23 | 1956-09-25 | Northrop Aircraft Inc | Frictional heater for hydraulic system |
| US3259317A (en) * | 1961-12-26 | 1966-07-05 | Worthington Corp | Loading and drive systems for heat pumps |
| DE2351472C2 (en) * | 1973-10-13 | 1991-05-08 | Fa. J. Eberspächer, 7300 Esslingen | Heating device for vehicles with an engine coolant circuit and an interior heating circuit |
| FR2315666A1 (en) * | 1975-06-27 | 1977-01-21 | Ppm Sa | HEATING DEVICE USING THE HEAT RESULTING FROM THE ROLLING OF A PRESSURIZED FLUID |
| DE2623621C2 (en) * | 1976-05-26 | 1978-04-20 | Kloeckner-Humboldt-Deutz Ag, 5000 Koeln | Device for heating the operator's cabin of a machine |
| US4192456A (en) * | 1978-08-21 | 1980-03-11 | Harnischfeger Corporation | Heating system for machine operator's cab |
| DE2928999A1 (en) * | 1979-07-18 | 1981-02-12 | Kloeckner Humboldt Deutz Ag | DEVICE FOR USING THE WARMED PRESSURE FLUID OF THE WORKING HYDRAULICS OF A MOTOR VEHICLE |
| DE2932448A1 (en) * | 1979-08-10 | 1981-02-26 | Kloeckner Humboldt Deutz Ag | DEVICE FOR HEATING THE OPERATING CABIN OF A MACHINE DRIVEN BY AN INTERNAL COMBUSTION ENGINE |
| US4245593A (en) * | 1979-09-04 | 1981-01-20 | Kim Hotstart Manufacturing Co., Inc. | Liquid heating and circulating system |
| DE3001564A1 (en) * | 1980-01-17 | 1981-07-23 | Klöckner-Humboldt-Deutz AG, 5000 Köln | DEVICE FOR HEATING A CONTROL CAB |
| DE3005966A1 (en) * | 1980-02-16 | 1981-09-03 | Klöckner-Humboldt-Deutz AG, 5000 Köln | DEVICE FOR HEATING INDOOR AIR |
| DE3126534A1 (en) * | 1980-10-18 | 1982-05-27 | Klöckner-Humboldt-Deutz AG, 5000 Köln | Heating device |
| FR2492327A1 (en) * | 1980-10-18 | 1982-04-23 | Kloeckner Humboldt Deutz Ag | HEATING INSTALLATION, IN PARTICULAR FOR A SERVICE CAB, A VEHICLE CAB OR THE LIKE |
-
1981
- 1981-12-24 DE DE19813151472 patent/DE3151472A1/en not_active Withdrawn
-
1982
- 1982-11-15 DE DE8282110513T patent/DE3277574D1/en not_active Expired
- 1982-11-15 EP EP82110513A patent/EP0082946B1/en not_active Expired
- 1982-11-15 AT AT82110513T patent/ATE30543T1/en not_active IP Right Cessation
- 1982-12-23 CA CA000418486A patent/CA1185943A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| EP0082946A2 (en) | 1983-07-06 |
| DE3277574D1 (en) | 1987-12-10 |
| EP0082946A3 (en) | 1986-02-19 |
| ATE30543T1 (en) | 1987-11-15 |
| DE3151472A1 (en) | 1983-07-21 |
| EP0082946B1 (en) | 1987-11-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |