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US20030234296A1 - Heating system - Google Patents

Heating system Download PDF

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Publication number
US20030234296A1
US20030234296A1 US10/438,791 US43879103A US2003234296A1 US 20030234296 A1 US20030234296 A1 US 20030234296A1 US 43879103 A US43879103 A US 43879103A US 2003234296 A1 US2003234296 A1 US 2003234296A1
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US
United States
Prior art keywords
sensor
air
signal information
controller
atmospheric pressure
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.)
Abandoned
Application number
US10/438,791
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English (en)
Inventor
James Rixen
Cristian Murgu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NW RESEARCH and DEVELOPMENT Inc
Original Assignee
NW RESEARCH and DEVELOPMENT Inc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US10/421,365 external-priority patent/US7284710B2/en
Application filed by NW RESEARCH and DEVELOPMENT Inc filed Critical NW RESEARCH and DEVELOPMENT Inc
Priority to US10/438,791 priority Critical patent/US20030234296A1/en
Assigned to NW RESEARCH & DEVELOPMENT, INC. reassignment NW RESEARCH & DEVELOPMENT, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MURGU, CRISTIAN, RIXEN, JAMES M.
Publication of US20030234296A1 publication Critical patent/US20030234296A1/en
Priority to US11/478,518 priority patent/US20070034702A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N3/00—Regulating air supply or draught
    • F23N3/08—Regulating air supply or draught by power-assisted systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N2225/00—Measuring
    • F23N2225/04—Measuring pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N2233/00—Ventilators
    • F23N2233/06—Ventilators at the air intake
    • F23N2233/08—Ventilators at the air intake with variable speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N2237/00—Controlling
    • F23N2237/24—Controlling height of burner

Definitions

  • the present invention relates generally to heating systems, and more specifically, to a hydronic heating system and method for recreational-vehicle (RV), marine and home heating applications that includes a system for altitude compensation for diesel-fire heaters, and an automatic air bleeder for removing unwanted air bubbles from heater fuel.
  • RV recreational-vehicle
  • Heating systems for campers and recreational vehicles are widely known.
  • Conventional water heating systems for recreational vehicles generally fall into two classes.
  • the first class includes systems that have a heating element(s) that extends into a cavity that holds several gallons of water. The heating element ultimately heats the entire volume of water in the cavity.
  • Drawbacks to this first class include a lack of continuous hot water.
  • the first class of systems takes a relatively long period of time to heat water.
  • the second class involves systems that heat a relatively small volume of water with a gas or electric heating device.
  • Conventional systems of the second class include propane, or other open flame “flash furnace” heating systems that directly heat domestic water supplied to the system. Open-flame systems like these are relatively expensive and relatively unsafe when used in a recreation vehicle.
  • a propane system is ineffective to provide a constant supply of hot water.
  • the heater for applications where the heater is used in different atmospheric pressure conditions, there is a need for the heater to be constructed to adjust combustion parameters based upon changes in atmospheric pressure to maintain low exhaust emissions (e.g. RV) and household applications), maintain optimal performance, and reduce the risk of heater damage or need for maintenance.
  • RV Remote Vehicle
  • conventional diesel-fired heaters can characterized as high-pressure and low-pressure, where the pressure (high or low) refers to the pressure between the fuel pump and the fuel-atomizing device associated with the heater.
  • the pressure high or low
  • the pressure refers to the pressure between the fuel pump and the fuel-atomizing device associated with the heater.
  • RV low-pressure diesel-fired heaters for RV
  • a so-called zero-pressure regulator and a Venturi fuel-atomizing system to reduce the amount of fuel which is burned in the combustion process at higher altitude.
  • One drawback to this method is that heat output/efficiency drops with each incremental increase in altitude at an approximate rate of 5% for every 3000 ft.
  • Objects of the invention include solving the problems associated with changes in atmospheric conditions, and those associated with air bubbles in the heater fuel.
  • the present invention overcomes the drawbacks of conventional systems by providing a water heating system that uses a heated fluid storage tank to deliver a continuous supply of water heated to a desired temperature, such as between 100-130° F.
  • the system also may combine a heated fluid storage tank with an altitude sensitive burner type furnace to provide multiple sources of heat for the heating system.
  • the system includes a controller (preferably a micro-controller) that adjusts certain system components in response to changes in atmospheric pressure conditions that are measured by an atmospheric-pressure sensor component of the invention.
  • a controller preferably a micro-controller
  • the invention is constructed to increase the amount of combustion air in response to a sensed increase in altitude.
  • the altitude-compensation controller (or circuit) of the invention will adjust the amount of the combustion air by controlling the sped of the combustion fan or the surface (size) of the combustion-air-intake opening. This controller and method maintains a constant heat output regardless of changes in atmospheric pressure such as changes in altitude or weather.
  • the automatic air bleeder of the invention includes a suitable sensor (such as an optical or ultrasonic one) mounted adjacent a suitable air accumulator (for optical sensors, substantially transparent or clear glass, or a plastic tube are suitable; for ultrasonic sensors, plastic or rubber tubes are suitable). Also included is an air-release solenoid and a fuel return line.
  • a suitable sensor such as an optical or ultrasonic one
  • a suitable air accumulator for optical sensors, substantially transparent or clear glass, or a plastic tube are suitable; for ultrasonic sensors, plastic or rubber tubes are suitable.
  • an air-release solenoid and a fuel return line are also included.
  • FIGS. 1 is a schematic diagram of a heating system according to one embodiment of the present invention.
  • FIG. 2 is a schematic diagram of an altimeter connected to the motor of a fan usable in the heating system of the invention.
  • FIG. 3 is a schematic diagram of an altimeter with a flash micro-controller of the invention.
  • FIG. 4 is a schematic diagram of an automatic air-bleeder feature of the invention.
  • FIG. 5 is a schematic diagram showing a heater feature of the invention for use in applications for low-pressure-type heaters and that shows altitude compensation via fan-speed control.
  • FIG. 6 is a schematic diagram showing a heater feature of the invention for use in applications for low-pressure-type heaters and that shows altitude compensation via control of the combustion-air-intake surface.
  • FIG. 7 is a schematic diagram showing a heater feature of the invention for use in applications for high-pressure-type heaters and that shows altitude compensation via controlling the flow of fuel from the fuel pump.
  • FIG. 8 is a schematic diagram showing a heater feature of the invention for use in applications for high-pressure-type heaters and that shows altitude compensation via control of the combustion-air-intake surface.
  • FIG. 9 is a schematic diagram showing a heater feature of the invention for use in applications for high-pressure-type heaters and that shows altitude compensation via fan-speed control.
  • a heating system according to one embodiment of the present invention is shown at 10 in FIG. 1.
  • the heating system may be used to provide a continuous supply potable hot water, and to provide heat to a coach or recreational vehicle. Additionally, the heating system may be used to warm the engine block of a coach in cold weather climates to make the engine easier to start.
  • Heating system 10 uses a main heating fluid circuit 12 to provide heat for the potable hot water system, the coach heater system, and to warm the coach engine block in cold climates.
  • a main circuit pump 13 circulates heating fluid through circuit 12 .
  • the main heating fluid circuit 12 includes a heater/boiler 14 configured to heat a volume of heating fluid.
  • the heater/boiler is configured to heat a heating fluid such as glycol; however, a mixture of glycol and water or other suitable high-heat-capacity liquid may be used as a heating fluid.
  • a diesel-fired burner 15 may heat heater boiler 14 .
  • a variable speed fan may provide burner 15 with air for combustion of diesel fuel.
  • the variable speed fan may be connected to an atmospheric pressure sensor, as shown at 16 in FIG. 2.
  • Atmospheric sensor 16 produces an electronic signal based on the external atmospheric pressure.
  • the electronic signal is amplified at amplifier 18 and the signal is then processed in a signal-conditioning circuit 20 .
  • Additional signal conditioning may be applied at 22 in the form of a PWM, DC-DC converter, voltage regulator, or frequency inverter.
  • the signal is sent to a variable-speed motor 24 .
  • Variable-speed motor 24 drives a fan, as shown in FIGS. 5 - 9 , that supplies air for combustion to diesel-fired burner 15 .
  • variable-speed motor 24 As the atmospheric pressure sensor senses lower ambient air pressure it may increase the speed of variable-speed motor 24 . Increasing the speed of the motor increases the amount of air blown in to the combustion chamber of the burner. The atmospheric pressure sensor may continuously vary the speed of the fan in response to changes in the atmospheric pressure.
  • the atmospheric pressure sensor may speed up the fan to increase the flow of air to the burner at discrete altitudes where ambient air pressure drops below specific thresholds. For example, from sea level to 2000 ft. the fan speed may be low. Above 2000 ft. up to around 6000 ft. the fan speed may be medium or higher than the low setting. Above 6000 ft. the fan speed may be high to compensate for the lower density of air at that altitude.
  • main heating fluid circuit 12 further includes a heated expansion tank 26 .
  • Tank 26 may be heated by electric heating elements 28 .
  • a suitable heated expansion tank 26 is available commercially under the trade name COMFORTHOTTM Typically, heating elements 16 are 2-kilowatt electric heating elements; however, any suitable heating element may be used.
  • Heating elements 28 are inserted into tank 26 in a manner similar to a conventional residential electric hot water heater. Heat energy is stored in the tank 26 , so in a sense tank 26 acts as a heat battery for the heating system capable of providing instant heat energy to any system that requires it.
  • the electric elements maintain the heating fluid at an elevated temperature without a large energy demand, while there is little or no demand for heat from the system. As demand for heat increases burner 15 of tank 26 is activated and thus provides additional heat energy for heating water ultimately for use as shower water or as heating fluid that is used to heat the vehicle cabin or engine block.
  • Main heating fluid circuit 12 also includes a domestic water heat exchanger 32 .
  • Heating fluid in the main heating circuit flows through domestic water heat exchanger 32 to heat water.
  • Water in the domestic water system is heated by transferring heat from the heating fluid to domestic water in heat exchanger 32 .
  • Domestic water system 34 supplies cold water to heat exchanger 32 for heating.
  • the heated water exits heat exchanger 32 and flows to a mixing valve 36 that prevents hot water from exceeding a certain temperature by mixing hot water from heat exchanger 32 with cold water from the domestic water system.
  • heating system 10 includes an engine-hookup loop 38 , an engine-hookup-loop pump 40 and an engine-heat exchanger 42 .
  • Main heating fluid circuit 12 flows through one side of engine-heat exchanger 42 .
  • the engine-hookup loop and engine-heat exchanger may be used to extract excess heat from the engine of the coach while it is operating. Opening engine-hookup loop 38 supplies engine coolant to one side of heat exchanger 42 .
  • Heat exchanger 42 transfers engine heat to the heating fluid in main heating fluid circuit 12 . Extracting heat energy from the coach's engine reduces the energy demands of the heating system.
  • engine-hookup loop 38 Another benefit of engine-hookup loop 38 is that the heating system may be used to warm the engine block of the coach prior to starting the engine in cold climates. By pumping engine coolant through engine-heat exchanger 42 at the same time the heating fluid is circulating in circuit 12 , heat is provided to the engine of the recreational vehicle. Preheating an engine block in cold climates makes it easier to start and reduces wear and tear on the engine.
  • a cabin-heating loop 44 may by attached to main-heating-fluid circuit 12 that supplies heating fluid to heating fans (not shown) in the cabin of the vehicle to provide the cabin of the vehicle with heat.
  • a cabin-loop solenoid 46 opens and closes the cabin loop to selectively provide the cabin with heat.
  • Fluid pump 13 provides the pressure to circulate heating fluid through the cabin-heating loop when the cabin loop solenoid is open. Each heating fan acts as a heat exchanger to warm air in the cabin.
  • an air bleeder subsystem is shown that is connectable within the fuel line that draws fuel for the diesel-fired heater (burner)(see FIGS. 5 - 9 below the fuel regulator and between the fuel pump and the fuel atomizing system).
  • the air bleeder subsystem includes any suitable sensor, such as an optical air/air-bubble detector or ultrasonic sensor configured to detect a bubble in the fuel line. When a bubble is detected an air release solenoid opens the return line to bleed air back to the tank or out a vent. The bubble detector then detects that the bubble is no longer present and the solenoid closes the return line.
  • the air bleeder enables the burner to run safely. Large air bubbles can extinguish the burner flame causing clouds of white smoke, exhaust emissions, carbon built-up and increase the cost of maintenance. In addition, re-igniting the burner flame repeatedly can damage the burner and cause premature wear.
  • the heating system of the invention is shown including the micro-controller (FIG. 3).
  • the heating system may be thought of as a heat-management system designed to optimize three sources of heat.
  • Heat may be generated from a vehicle engine, a diesel furnace associated with a vehicle, or an electric-heating element. Heat is stored in heating fluid and used either to heat water (to be used by vehicle users for showering/washing) or to heat desired areas of the vehicle by directing the heating fluid through associated pipes.
  • a control board is used to control delivery of heat and other decisions about the heat-management system. For example, the system may activate various heat sources to respond to desired heat demands, such as a requirement for hot shower water.
  • control board may be configured to select one of several heat sources (for example, electricity via a suitable AC outlet, a burner, or from the vehicle engine itself). While the vehicle is operating, the vehicle's engine may be the best most efficient source of heat for the demands of the system.
  • the burner (which may be diesel powered) provides a heat source where electricity is unavailable.
  • the system may monitor a variety of sensors for determining the level and temperature of heating fluid (e.g. glycol) in the heating system.
  • FIGS. 5 - 9 the heating system of the invention is shown for use with either low-pressure or high-pressure diesel-fired heaters (FIGS. 5 - 6 for low-pressure ones and FIGS. 7 - 9 for high-pressure ones).
  • an electronic atmospheric pressure sensor is connected to a micro-controller via an amplifier and suitable auxiliary conditioning circuitry.
  • the controller is programmed to control the speed of a combustion fan (which provides a quantity of combustion air) or to control the surface/size of an air-intake opening while maintaining the speed of the combustion fan constant.
  • the micro-controller is suitably programmed automatically to: (i) increase the speed of the combustion fan or the surface of the air-intake opening (also referred to as an orifice) upon receiving signal information from the altimeter/atmospheric-change sensor that the atmospheric pressure is lower (higher altitude or cold weather); or (ii) decrease the speed of the combustion fan or the surface of the air-intake opening if the altimeter sends signal information that atmospheric pressure is higher (lower altitude/warmer weather).
  • the micro-controller is constructed automatically to change the speed of the combustion fan or the surface of the air intake orifice (increase for higher altitude/colder weather or decrease for lower altitude/warmer weather).
  • the adjustment to the combustion air (speed of the combustion fan or surface of the air intake) is experimentally determined for each application and then suitably stored in the memory of the micro-controller via suitable data-entry components such as a keypad.
  • suitable data-entry components such as a keypad.
  • a micro-controller and preferably a flash micro-controller
  • the same hardware can be used for all the possible applications of low- or high- pressure heaters.
  • the fuel delivered to the fuel-atomizing subsystem is maintained substantially constant relative to atmospheric-pressure changes (altitude or weather changes).
  • atmospheric-pressure changes altitude or weather changes.
  • the same system and method as described for low-pressure heaters is utilized.
  • the system and method of the invention is constructed to control the amount of fuel delivered using the same hardware as described above and shown in FIGS. 5 - 9 (atmospheric pressure sensor, amplifier, conditioning circuitry and micro-controller) in conjunction with a fuel metering device such as a fuel-metering pump or a fuel-metering valve.
  • the automatic air bleeder of the invention includes a suitable sensor (such as an optical or ultrasonic one) mounted adjacent a suitable air accumulator (for optical sensors, substantially transparent or clear glass, or a plastic tube are suitable; for ultrasonic sensors, plastic or rubber tubes are suitable). Also included is an air-release solenoid and a fuel return line.
  • a suitable sensor such as an optical or ultrasonic one
  • a suitable air accumulator for optical sensors, substantially transparent or clear glass, or a plastic tube are suitable; for ultrasonic sensors, plastic or rubber tubes are suitable.
  • an air-release solenoid and a fuel return line is also included.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Air Supply (AREA)
US10/438,791 2002-05-14 2003-05-14 Heating system Abandoned US20030234296A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US10/438,791 US20030234296A1 (en) 2002-05-14 2003-05-14 Heating system
US11/478,518 US20070034702A1 (en) 2002-05-14 2006-06-28 Heating system

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US38058602P 2002-05-14 2002-05-14
US10/421,365 US7284710B2 (en) 2002-04-22 2003-04-22 Heating system
US10/438,791 US20030234296A1 (en) 2002-05-14 2003-05-14 Heating system

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US10/421,365 Continuation-In-Part US7284710B2 (en) 2002-04-22 2003-04-22 Heating system

Related Child Applications (1)

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US28445105A Continuation 2002-05-14 2005-11-21

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US20030234296A1 true US20030234296A1 (en) 2003-12-25

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AU (1) AU2003237885A1 (fr)
CA (1) CA2525633A1 (fr)
WO (1) WO2003098123A2 (fr)

Cited By (9)

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US20050019162A1 (en) * 2003-07-25 2005-01-27 Delano Andrew D. Utilizing an altitude sensor to control fan speed
US20090266100A1 (en) * 2008-04-28 2009-10-29 Thermo King Corporation Closed and open loop cryogenic refrigeration system
US20100296946A1 (en) * 2009-05-25 2010-11-25 Ming-Chih Chen Pressure sensing device for electronic device and pressure sensing method and thermal dissipation device thereof
US20110203788A1 (en) * 2010-02-24 2011-08-25 Takagi Industrial Co., Ltd. Hot water supply apparatus and heat medium control method
WO2012101469A1 (fr) * 2011-01-27 2012-08-02 Industrias Haceb S.A. Chauffe-eau atténuant l'effet de l'altitude
US20180266704A1 (en) * 2013-12-06 2018-09-20 Richard C. Markow Heating system, kit and method of using
EP3896339A1 (fr) * 2020-04-17 2021-10-20 Vaillant GmbH Procédé d'ajustement d'une commande d'un appareil de chauffage
US20220097484A1 (en) * 2020-09-25 2022-03-31 Jim Rixens Fluid Heating System
US20220227200A1 (en) * 2021-01-20 2022-07-21 Dometic Sweden Ab Heating Arrangement and Heat Distribution Unit for Such a Heating Arrangement

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Publication number Priority date Publication date Assignee Title
US7802984B2 (en) 2006-04-07 2010-09-28 Thomas & Betts International, Inc. System and method for combustion-air modulation of a gas-fired heating system
CN109297195A (zh) * 2017-07-25 2019-02-01 青岛经济技术开发区海尔热水器有限公司 燃气热水器的控制方法及燃气热水器
EP3913285B1 (fr) 2020-05-22 2025-12-03 Pittway Sarl Procédé et appareil de commande pour faire fonctionner un appareil à brûleur à gaz
CN112781070B (zh) * 2020-09-23 2023-05-12 重庆海尔热水器有限公司 燃气设备参数的调节方法及移动终端
DE102021203548B4 (de) 2021-04-09 2025-07-31 Viessmann Holding International GmbH Verfahren, Computerprogramm und Steuerung zum Steuern einer Heizvorrichtung und Heizvorrichtung zum Erzeugen von Wärme

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US11175051B2 (en) * 2013-12-06 2021-11-16 Richard C. Markow Heating system, kit and method of using
EP3896339A1 (fr) * 2020-04-17 2021-10-20 Vaillant GmbH Procédé d'ajustement d'une commande d'un appareil de chauffage
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WO2003098123A2 (fr) 2003-11-27
AU2003237885A8 (en) 2003-12-02
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WO2003098123A8 (fr) 2005-05-12
AU2003237885A1 (en) 2003-12-02

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