VEHICLE PRE-CONDITIONING SYSTEM AND PROCEDURES USING SUCH

Abstract

A vehicle preconditioning system (110) is disclosed. The vehicle preconditioning system (110) is capable of automatically preconditioning engine coolant in a work vehicle, the vehicle preconditioning system comprising: a coolant heating device (52) coupled to an engine (16) of the work vehicle via a supply line (50) and a return line (54), wherein engine coolant circulates between the coolant heating device (52) and the engine (16) via the lines (50, 54);and a coolant heater start control device (350), comprising a start module (360) in operational communication with the coolant heater (52), a processor device (352), a persistent storage device (354) in operational communication with the processor device (352), and vehicle preconditioning logic stored in the persistent storage device (354), wherein the processor device (352) is capable of executing the vehicle preconditioning logic to automatically control the coolant heater (52) to initiate the heating of the engine coolant. A method with such a vehicle preconditioning system (110) is further disclosed.

Description

STATE OF THE ART

[0001] In the construction, agriculture, mining, and forestry industries, many different types of work vehicles are used to perform a variety of tasks at work sites. These sites are often located in remote areas and under harsh climatic conditions. In some cold weather conditions, delaying the start of a work vehicle until the beginning of a work shift—for example, to allow the vehicle to warm up properly before commencing productive operation—can lead to delays and inefficiencies. To address this issue, some current solutions involve time-controlled start techniques, where work vehicles start automatically and can idle in response to a preset timer or clock signal. Examples include in-vehicle control devices that can be programmed by an operator to start the vehicle at a selected time before the shift begins.Additionally, remote starters can be used to automatically start a vehicle before the start of a shift, based on a setting in a control device that communicates wirelessly with appropriate equipment in the vehicle.

[0002] However, if the work vehicle is started too early before the shift begins to ensure it is adequately prepared, this can lead to unnecessary fuel consumption while idling, as well as additional wear and tear on vehicle components or other systems that support operational readiness. Conversely, starting the work vehicle too late, shortly before the shift begins, can lead to delays and additional labor costs, as the crews have to wait until the vehicle has reached a suitable operating temperature.

[0003] Diesel-powered coolant heaters (DFCH) were used to automatically heat and circulate the coolant of a work vehicle, thus preparing the vehicle for operation. Although these systems reduce fuel waste by using an additional heating device alongside the vehicle's main engine, they too have so far been activated based solely on simple clock or timer settings, resulting in fuel waste, delays, and additional labor costs.

[0004] It would be advantageous to provide systems and procedures that precondition a vehicle so that it is ready for use at the start of a shift or at other specified times without the delays, unnecessary fuel and labor costs, and additional wear and tear on vehicle components described above. SUMMARY

[0005] This summary is provided to present a selection of concepts in simplified form, which are described in more detail below. This summary is not intended to identify key factors or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of protection of the claimed subject matter.

[0006] This document describes systems and procedures for preconditioning a work vehicle for operation at a specified time.

[0007] In one implementation, the systems and procedures automatically precondition one or more liquids in a work vehicle to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0008] In one implementation, the systems and procedures automatically precondition a variety of liquids in a work vehicle in a predetermined preconditioning sequence to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0009] In one implementation, the systems and procedures automatically precondition one or more liquids in a work vehicle by heating the liquid to a desired temperature in order to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0010] In one implementation, the systems and procedures automatically precondition one or more liquids in a work vehicle by cooling the liquid to a desired temperature in order to prepare the vehicle for operation at a specified readiness time, for example at the start of a work shift.

[0011] In one implementation, the systems and procedures automatically precondition engine coolant in a work vehicle by heating the coolant to a desired temperature in order to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0012] In one implementation, the systems and procedures automatically precondition engine coolant in a work vehicle by heating the coolant to a desired temperature to make the vehicle's engine ready to start, so that in turn the transmission oil and / or other fluids of the vehicle can be heated or otherwise preconditioned to prepare the vehicle for operation at a specified readiness time, for example at the start of a work shift.

[0013] In one implementation, the systems and procedures automatically precondition engine coolant and oil in a work vehicle by heating the coolant and oil to a desired temperature in order to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0014] In one implementation, the systems and procedures automatically precondition the air in an operator cabin of a work vehicle, which may include a seat and various controls, user interfaces, user inputs and outputs, and the like for operating the vehicle, by cooling the air in the cabin to a desired temperature in order to prepare the vehicle for operation at a specified readiness time, for example, at the start of a work shift.

[0015] According to one aspect, a vehicle preconditioning system is provided that is operational and automatically preconditions engine coolant in a work vehicle, wherein the vehicle preconditioning system includes a coolant heater and a coolant heater start control device. The coolant heater is coupled to an engine of the work vehicle via a supply line and a return line, with engine coolant circulating between the coolant heater and the engine via the lines.The coolant heater start control device includes a start module in operational communication with the coolant heater, a processor device, a persistent storage device in operational communication with the processor device, and vehicle preconditioning logic stored in the persistent storage device, wherein the processor device is operational to execute the vehicle preconditioning logic to automatically control the coolant heater to initiate the heating of the engine coolant.

[0016] According to one aspect, a vehicle preconditioning system is provided that is operational and automatically preconditions the engine coolant in a work vehicle for operation at a predetermined desired readiness time. The vehicle preconditioning system includes a coolant heater, a coolant temperature sensor, and a coolant heater start control device. The coolant heater is connected to the engine of the work vehicle via a supply line and a return line, with engine coolant circulating between the coolant heater and the engine through these lines. The coolant temperature sensor is operational and determines the temperature of the engine coolant in the work vehicle.The coolant heater start control device includes a start module in operational communication with the coolant heater, a processor device, a persistent storage device in operational communication with the processor device, and vehicle preconditioning logic stored in the persistent storage device.According to the implementation, the processor device is capable of executing the vehicle preconditioning logic to determine a minimum required lead time to change the engine coolant temperature in the work vehicle from an initial engine coolant temperature to a desired minimum temperature, and to automatically control the coolant heating device to initiate heating the engine coolant at a heating start time prior to the desired readiness time, maintaining the required minimum lead time sufficient to heat the engine coolant to the desired minimum temperature so that the work vehicle is available for operation at the predetermined desired readiness time.

[0017] According to one implementation, the vehicle preconditioning system also includes standby time data and desired minimum temperature data, which are stored in the persistent storage device that is operationally coupled to the processor device of the vehicle preconditioning system. The standby time data is representative of the predetermined standby time for the operation of the work vehicle, and the desired minimum temperature data is representative of the desired minimum temperature.

[0018] According to one of the implementations, the vehicle preconditioning system further includes a vehicle communication component designed to receive one or more of the ready time data and / or the desired minimum temperature data from an associated source, which includes one or more from an operator of the work vehicle, a remote control device in operational communication with the vehicle preconditioning system and / or a remote control center in operational communication with the vehicle preconditioning system.

[0019] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to determine the minimum required pre-heating time by determining the initial temperature of the engine coolant during a pre-heating time period by means of one or more coolant temperature sensors and / or ambient air temperature sensors that are operationally coupled to the processor device of the vehicle preconditioning system.

[0020] According to one of the implementations, the processor device of the vehicle preconditioning system is operational to execute vehicle preconditioning logic in order to postpone the automatic control of the coolant heating device during the lead time period in order to initiate the heating of the engine coolant at the heating start time.

[0021] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to determine the minimum required preconditioning time by determining the minimum required preconditioning time based on a difference between the desired minimum temperature and the initial temperature, as well as a power transfer relationship between the engine coolant in the work vehicle and the coolant heater, where the power transfer relationship is representative of a time rate of energy transfer from the coolant heater to the engine coolant in the work vehicle during the operation of the coolant heater.

[0022] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to determine, at the desired readiness time, that the engine coolant in the work vehicle has reached the desired minimum temperature, and, based on the determination that the engine coolant in the work vehicle has reached the desired minimum temperature, to control the coolant heating device to operate at a controlled heating level in order to nominally maintain the engine coolant in the work vehicle at the desired minimum temperature.

[0023] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to select a heating operating level of the coolant heating device based on one or more of a current time, the predetermined standby time, the initial temperature of the engine coolant and / or the desired minimum temperature of the engine coolant.According to one of the implementations, determining the minimum required lead time involves determining the minimum required lead time based on a difference between the desired minimum temperature of the engine coolant in the work vehicle and the initial temperature of the engine coolant in the work vehicle, as well as a power transfer relationship between the engine coolant in the work vehicle and the coolant heater at the selected heating operating level, wherein the power transfer relationship is representative of a time rate of energy transfer from the coolant heater to the engine coolant in the work vehicle when the coolant heater is operated at the selected heating operating level.

[0024] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to determine, at the desired readiness time, that the engine coolant in the work vehicle has reached the desired minimum temperature, and, based on the determination that the engine coolant in the work vehicle has reached the desired minimum temperature, to control the coolant heating device to operate at a controlled heating level in order to nominally maintain the engine coolant in the work vehicle at the desired minimum temperature.

[0025] According to one of the implementations, the processor device of the vehicle preconditioning system is capable of executing vehicle preconditioning logic to automatically control the coolant heater by automatically controlling the coolant heater to circulate the engine coolant at the heating start time between the coolant heater and an engine of the work vehicle via a plurality of engine coolant lines that couple the coolant heater operationally to the engine of the work vehicle.

[0026] According to one aspect, a method for automatically preconditioning engine coolant in a work vehicle for the operation of the work vehicle at a predetermined readiness time is provided, wherein a coolant heating device is automatically controlled to initiate the heating of the engine coolant.

[0027] According to one aspect, a method for automatically preconditioning engine coolant in a work vehicle is provided for the operation of the work vehicle at a predetermined readiness time.According to one aspect, the method involves determining, by a processor device of a vehicle preconditioning system, a minimum required lead time to change the temperature of the engine coolant in the work vehicle from an initial engine coolant temperature to a desired minimum temperature, and automatically controlling, by the processor device of the vehicle preconditioning system, a coolant heater to initiate the heating of the engine coolant at a heating start time prior to the desired readiness time, while maintaining the required minimum lead time sufficient to heat the engine coolant to the desired minimum temperature so that the work vehicle is available for operation at the predetermined readiness time.

[0028] According to one of the implementations, the method further includes storing standby time data in a persistent storage device that is operationally coupled to the processor device of the vehicle preconditioning system, wherein the standby time data are representative of the predetermined standby time for the operation of the work vehicle, and storing desired minimum temperature data in the persistent storage device of the vehicle preconditioning system, wherein the desired minimum temperature data are representative of the desired minimum temperature.

[0029] According to one of the implementations, the procedure further includes receiving, by the processor device of the vehicle preconditioning system, one or more of the ready time data and / or the desired minimum temperature data from an associated source, which includes one or more from an operator of the work vehicle, a remote control device in operational communication with the vehicle preconditioning system and / or a remote control center in operational communication with the vehicle preconditioning system.

[0030] According to one of the implementations, determining the minimum required lead time of the procedure involves determining, during a lead time period before the heating start time, the initial temperature of the engine coolant by one or more coolant temperature sensors and / or ambient air temperature sensors that are operationally coupled to the processor device of the vehicle preconditioning system.

[0031] According to one of the implementations, the procedure also involves postponing the automatic control of the coolant heating device during the lead time period in order to initiate the heating of the engine coolant at the time of heating start.

[0032] According to one of the implementations, determining the minimum required lead time of the method further involves determining the minimum required lead time based on a difference between the desired minimum temperature and the initial temperature, as well as a power transfer relationship between the engine coolant in the work vehicle and the coolant heating device, wherein the power transfer relationship is representative of a time rate of energy transfer from the coolant heating device to the engine coolant in the work vehicle during the operation of the coolant heating device.

[0033] According to one of the implementations, the procedure further includes determining, at the desired readiness time, that the engine coolant in the work vehicle has reached the desired minimum temperature, and, based on the determination that the engine coolant in the work vehicle has reached the desired minimum temperature, controlling the coolant heating device to operate at a controlled heating level in order to nominally maintain the engine coolant in the work vehicle at the desired minimum temperature.

[0034] According to one of the implementations, the procedure further includes selecting a heating operating level of the coolant heating device based on one or more of a current time, the predetermined standby time, the initial temperature of the engine coolant and / or the desired minimum temperature of the engine coolant.According to one of the implementations, determining the minimum required lead time involves determining the minimum required lead time based on a difference between the desired minimum temperature of the engine coolant in the work vehicle and the initial temperature of the engine coolant in the work vehicle, as well as a power transfer relationship between the engine coolant in the work vehicle and the coolant heater at the selected heating operating level, wherein the power transfer relationship is representative of a time rate of energy transfer from the coolant heater to the engine coolant in the work vehicle when the coolant heater is operated at the selected heating operating level.

[0035] According to one of the implementations, the procedure further includes determining, at the desired readiness time, that the engine coolant in the work vehicle has reached the desired minimum temperature, and, based on the determination that the engine coolant in the work vehicle has reached the desired minimum temperature, controlling the coolant heating device to operate at a controlled heating level in order to nominally maintain the engine coolant in the work vehicle at the desired minimum temperature.

[0036] According to one implementation, the automatic control of the coolant heater of the procedure involves the automatic control, by the processor device of the vehicle preconditioning system, of the coolant heater to circulate the engine coolant at the heating start time between the coolant heater and an engine of the work vehicle via a variety of engine coolant lines that couple the coolant heater operationally to the engine of the work vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above-mentioned and other features and advantages of this disclosure, as well as the manner in which they are achieved, will become clearer and the implementations themselves will be better understood by reference to the following description of embodiments of the implementations in conjunction with the accompanying drawings. Fig. Figure 1 is a schematic view of an environment in which the disclosed vehicle preconditioning system and method may be located according to an exemplary embodiment. Fig. Figure 2 is a side view of an exemplary work vehicle of the present disclosure according to an exemplary embodiment. Fig. Figure 3 is a schematic view of an engine, an engine lubrication system, and an engine cooling system for the work vehicle. Fig. 2 according to an exemplary embodiment. Fig. Figure 4 is a schematic block diagram illustrating an exemplary vehicle preconditioning system according to an exemplary embodiment. Fig. Figure 5 is a flowchart illustrating a method for automatically preconditioning engine coolant in a work vehicle according to an exemplary embodiment. Fig. Figure 6 is a graphic illustrating the operation of a vehicle preconditioning system for automatically preconditioning engine coolant in a work vehicle according to an exemplary embodiment.

[0038] Similar reference symbols in the different drawings indicate similar elements. DETAILED DESCRIPTION

[0039] The claimed subject matter is now described with reference to the drawings, in which the same reference numerals are consistently used to refer to the same elements. For explanatory purposes, numerous specific details are set forth in the following description to provide a thorough understanding of the claimed subject matter. However, it may be apparent that the claimed subject matter can be realized without these specific details. In other cases, structures and devices are shown in block diagram form to simplify the description of the claimed subject matter.

[0040] The following describes one or more exemplary implementations of the disclosed automatic vehicle preconditioning systems and methods for preparing a work vehicle so that it is ready for operation at a specified readiness time, for example, at the start of a work shift, as illustrated in the accompanying figures of the drawings briefly described above. In general, the disclosed systems and methods (and work vehicles in which they can be implemented) offer improved efficiency, improved operation, and increased safety compared to conventional systems. Various modifications of the exemplary embodiments are conceivable for a person skilled in the art.

[0041] Fig. 1 is an exemplary vehicle preconditioning environment or framework 100 in which a vehicle preconditioning system and procedures can be implemented. In particular, in Fig. 1. A vehicle preconditioning system 110 for preparing a work vehicle so that it is ready for operation at a specified readiness time is represented as being assigned to a work vehicle 120, although one or more functions of the vehicle preconditioning system 110 may also be performed by other elements of the framework 100 or may otherwise cooperate with them. In some examples, the vehicle preconditioning system (or “preconditioning system” or “conditioning system”) 110 may be considered a remote vehicle preconditioning system, since some or all aspects of the preconditioning process may occur when the vehicle operator is not in the vehicle 120.Furthermore, in some examples, the vehicle preconditioning system 110 can be considered an automated vehicle preconditioning system, since some or all aspects of the preconditioning process can occur automatically when the vehicle operator is not in the vehicle 120.

[0042] As described in more detail below, the vehicle preconditioning system 110 can interact with one or more additional work vehicles 122, 124. Additionally, and as described in more detail below, the vehicle preconditioning system 110 can interact with one or more remote control devices 130 and / or remote control centers 140 to facilitate operation. Although shown in the work vehicle 120, the vehicle preconditioning system 110 can, in various embodiments, also be integrated into the other work vehicles 122, 124, the remote control device 130, and / or the remote control center 140. In various embodiments, the vehicle preconditioning system 110 can also be integrated into more than one of the work vehicles 120, 122, 124, the remote control device 130, and / or the remote control center 140 (e.g.,as a distributed system) or as a standalone system integrated into one or more of the work vehicles 120, 122, 124, the remote control device 130, and / or the remote control center 140. In various embodiments, the vehicle preconditioning system 110 can include one or more of the functionalities and / or devices or systems of the preconditioning framework 100 in general, including, for example, the remote control device 130 and / or the remote control center 140. That is to say, in one embodiment, the vehicle preconditioning system 110 includes one or more of the remote control devices 130 and / or the remote control center 140.

[0043] In general, the other work vehicles 122, 124 can be considered, within the context of the vehicle preconditioning system 110, as cooperating work vehicles 122, 124 or as part of a fleet of work vehicles operating together with work vehicle 120 at a work site. The remote control device 130 can be used by a future operator of work vehicle 120 to remotely precondition work vehicle 120 and / or to verify remote preconditioning. The remote control unit 140 can be used by an operator of the fleet of work vehicles 120, 122, 124 to remotely set up vehicle preconditioning and / or to verify remote preconditioning of work vehicle 120 on behalf of a future operator.As such, the remote control device 130 is subsequently discussed in relation to an operator and the remote control center 140 in relation to an operator, although in all embodiments an operator can use the remote control device 130 and an operator can use the remote control center 140.

[0044] The elements of the vehicle preconditioning framework 100 can communicate wirelessly with each other in any suitable manner, including directly (e.g., via Bluetooth, radio frequency signals, or the like) or via a network 102. For example, the communication network 102 can utilize one or more of the various communication technologies or mechanisms, including radio frequency, Wi-Fi, cellular, or the like. Further details regarding communication standards are provided below. The network 102 can include or otherwise work in conjunction with the JDLink™ system commercially available from Deere & Company of Moline, Illinois.

[0045] The work vehicle 120 can be any type of work vehicle, including any type of construction vehicle such as an articulated dump truck, which is described below in relation to Fig. 2 is described in more detail. Other configurations are also possible in other applications. For example, in some embodiments, work vehicles can be designed as transport vehicles or loaders, graders, or similar vehicles. Furthermore, work vehicles can be designed as machines other than construction equipment, including vehicles from the agricultural, forestry, and mining industries, such as tractors, combine harvesters, harvesting vehicles, cable cranes, cable cars, felling crawlers, and so on.

[0046] As described above, the work vehicle 120 can be part of a fleet with other vehicles 122, 124, two of which are in Fig. Figure 1 is shown as an example. Work vehicles 122 and 124 may have separate vehicle preconditioning systems similar to preconditioning system 110 described below and / or interact with preconditioning system 110 assigned to work vehicle 120. The fleet of work vehicles 120, 122, and 124 may consist of any type of work vehicle, including work vehicles of the same or different types. Further details are provided below.

[0047] The vehicle preconditioning system 110 can interact with the remote control device 130. Typically, the remote control device 130 is assigned to a future operator of the work vehicle 120 at a location remote from the work vehicle 120. Although not shown in detail, the remote control device 130 can be any type of electronic device that communicates with the vehicle preconditioning system 110, such as a tablet computer, a mobile or smartphone, a personal digital assistant, a laptop computer, etc. In some cases, the remote control device 130 may be a stationary device, such as a terminal. In other examples, the remote control device 130 may be integrated into or otherwise located within the remote control center 140 discussed below.

[0048] In one example, the remote control device 130 includes a device control device 132, a device user interface 134, and a device communication component 136. The device control device 132 can be designed as a computer device with associated processor devices and memory architectures, as a hard-wired computing circuit (or circuits), as a programmable circuit, or otherwise. In some examples, the device control device 132 can be implemented on a mobile application executed by a mobile device. The device control device 132 communicates with the device user interface 134 and the device communication component 136 via a suitable interconnect architecture or arrangement that enables the transmission of data, commands, power, etc.In some examples, the device control device 132 can store a unique identifier that is assigned to the remote control device 130 and thus to the operator.

[0049] The device user interface 134 enables the operator or other users to interact with the remote control device 130 (e.g., to input commands and data) and thus interact with other aspects of the vehicle preconditioning framework 100. In an example, the device user interface 134 includes an input device and a display. The input device is any device capable of receiving user input, including, but not limited to, a keyboard, microphone, touchscreen layer associated with the display, or any other suitable device for receiving data and / or commands from the user. Multiple input devices may also be used. The display includes any suitable technology for displaying information, including, but not limited to, liquid crystal displays (LCDs), light-emitting diodes (LEDs), organic light-emitting diodes (OLEDs), plasma displays, or cathode ray tubes (CRTs).In some embodiments, the device user interface 134 may include output devices, including speakers and haptic actuators, in addition to the display.

[0050] The device communication component 136 comprises any suitable system for receiving data from and transmitting data to the work vehicle 120, the remote control unit 140, and / or the vehicle preconditioning system 110. For example, the device communication component 136 may include a radio or suitable receiver designed to receive data transmitted by modulating a radio frequency (RF) signal over a cellular network in accordance with the Long-Term Evolution (LTE) standard, although other techniques may also be used. For example, the device communication component 136 may provide bidirectional wireless communication with the work vehicle 120, the remote control unit 140, and / or the vehicle preconditioning system 110 via Bluetooth® or by using a Wi-Fi standard, i.e., one or more of the 802.The device communication component 136 meets the 11 standards as defined by the Institute of Electrical and Electronics Engineers (“IEEE”), as is well known to professionals. Thus, the device communication component 136 can include a Bluetooth® transceiver, a radio transceiver, a cellular transceiver, an LTE transceiver, and / or a Wi-Fi transceiver. The device communication component 136 can employ various security protocols and techniques to ensure appropriately secure communication between the remote control device 130 and the work vehicle 120, the remote control center 140, and / or the vehicle preconditioning system 110.

[0051] As described below, the remote control device 130 is generally designed to allow the operator to set up, schedule, or activate an automatic preconditioning function of the vehicle preconditioning start system 110. The remote control device 130 is also designed to allow the operator to disable the automatic preconditioning function of the vehicle preconditioning start system 110. In some examples, the remote control device 130 further allows the operator to initiate remote preconditioning and / or to verify whether automated remote preconditioning is appropriate, and thus to approve or reject initiated remote preconditioning and / or to verify whether an automated remote preconditioning process has been properly initiated.In some examples, the remote control device 130 further enables the operator to monitor a previously initiated remote preconditioning and / or to monitor or verify whether automated remote preconditioning is being carried out as planned and with nominal performance parameters or is otherwise being carried out without malfunctions, alarms or the like.

[0052] As described above, the vehicle preconditioning system 110 can also cooperate with the remote control unit 140 or, in some embodiments, be implemented in the remote control unit 140. Alternatively, the remote control unit 140 can be omitted.

[0053] In general, the remote control unit 140 includes a remote communication component 142, a remote control unit control device 144, and one or more remote data storage devices 146. The remote communication component 142 includes any suitable system for receiving data from and transmitting data to the work vehicles 120, 122, 124, the remote control device 130, and / or the vehicle preconditioning system 110, including those described above with reference to the device communication component 136. For example, the remote communication component 142 can achieve bidirectional communication with the work vehicles 120, 122, 124, the remote control device 130, and / or the vehicle preconditioning system 110 via Bluetooth®, satellite, or by using a Wi-Fi standard, i.e., one or more of the 802.11 standards.The remote communication component 142 can employ various security protocols and techniques to ensure that adequately secure communication takes place between the remote control center 140 and the work vehicles 120, 122, 124, the remote control device 130 and / or the vehicle preconditioning system 110.

[0054] The remote central control device 144 is connected to the remote communication component 142 and the one or more remote data storage devices 146 via a suitable connection architecture or arrangement that enables the transmission of data, commands, power, etc. The remote central control device 144 can also be connected to one or more remote users via a portal, such as a web-based portal. The remote central control device 144 can be configured as a computer device with associated processor devices and memory architectures, as a hard-wired computing circuit (or circuits), as a programmable circuit, or otherwise.

[0055] As mentioned above, in one embodiment, the remote control unit 140 can implement one or more aspects of the vehicle preconditioning system 110 described below, including providing requested or desired data to perform the associated functions. In other embodiments, the remote control unit 140 receives and stores data from the work vehicles 120, 122, 124, the remote control device 130, and / or the vehicle preconditioning system 110, as well as from similar machines, devices, and systems from an entire fleet or the entire workforce. Additionally, the remote control unit 140 is generally designed to allow the operator to activate and deactivate the automatic preconditioning function of the vehicle preconditioning start system 110.In some examples, remote control 140 also allows the operator to initiate preconditioning and / or to check whether remote preconditioning is appropriate, and thus to approve or reject initiated remote preconditioning.

[0056] Fig. Figure 2 illustrates a work vehicle 120 in the form of an articulated dump truck. Although the vehicle 120 is shown and described herein as an articulated dump truck, it can also be configured as a loader, bulldozer, motor grader, excavator, or other construction, agricultural, or utility vehicle. For example, in some embodiments, work vehicles 120 can be configured as transport vehicles or loaders, graders, or similar vehicles. Furthermore, work vehicles can be configured as machines other than construction equipment, including vehicles from the agricultural, forestry, and mining industries, such as tractors, combine harvesters, harvesting vehicles, cable cranes, cableways, felling machines, and so on.

[0057] The vehicle 120 includes a chassis 150. One or more traction devices 152, figuratively a plurality of wheels, are provided to support the chassis 150 on the ground. Although the traction devices 152 in Fig. Since the traction devices 152 are designed in the form of wheels, it is also within the scope of protection of the present disclosure that the traction devices 152 may, for example, be designed in the form of chains. The vehicle 120 further includes an engine 16 (in Fig. 2 shown in dashed lines), for example a diesel internal combustion engine which is connected via transmission, transfer case and the like to the traction devices 152 to drive the chassis 150 over the ground.

[0058] The vehicle 120 also includes an operator's cabin 154, which is supported by the chassis 150 to accommodate and protect the operator of the vehicle 120. The operator's cabin 154 may include a seat and various controls, user interfaces, user input and output elements, and the like for operating the vehicle 120.

[0059] The vehicle 120 can also include one or more work implements that are movably coupled to the chassis 150. In the Fig. In the embodiment shown in Figure 2, the vehicle 120 includes a skip 156, which is movably coupled to the chassis 150 for receiving, transporting, and tipping soil and other materials. Other suitable working attachments include, for example, shovels, blades, forks, rotary tillers, and mowers. One or more hydraulic actuators or cylinders 158 may be provided to move the skip 156 relative to the chassis 150.

[0060] With reference to Fig. 3. An engine lubrication system 30 and an engine cooling system 40 are provided for a vehicle propulsion source, which is represented as the internal combustion engine 16 of the vehicle 120. A control device 60 with a suitable microprocessor device, which is operatively coupled with a permanent storage device, is provided in Fig. 3 is also provided to control the operation of the engine 16, the engine lubrication system 30, and / or the engine cooling system 40. The control device 60 can, for example, be an electronic control module (ECM) of the work vehicle 120. In the implementation shown, the vehicle preconditioning system 110 is integrated into the vehicle control device 60, as shown in the figure. However, it should be noted that the vehicle preconditioning system 110 can be provided separately from the vehicle control device 60. In all implementations, the vehicle preconditioning system 110 communicates operationally with the vehicle control device 60 to receive temperature signals and the like from the vehicle control device 60. This implementation is shown in Fig. Figure 3 shows the vehicle preconditioning system 110 depicted in dashed line form. As an example, the vehicle preconditioning system 110 can be provided as a retrofit kit for work vehicles that are already in use and are provided separately from the vehicle control device 60 and in operational communication with the vehicle control device 60.

[0061] In any case, the vehicle preconditioning system 110, regardless of whether it is integrated into the vehicle control device 60 or provided separately from the vehicle control device 60, is in operational communication with the vehicle control device 60, whereby the vehicle preconditioning system 110 can also control selected functions of the vehicle control device 60 by delegating the control of these functions to the vehicle preconditioning system 110 for purposes related to the automatic preconditioning of vehicle fluids to prepare the vehicle for operational readiness at a specified readiness time, for example at the beginning of a work shift.

[0062] In an exemplary implementation, the vehicle preconditioning system 110 can be provided as vehicle preconditioning logic stored in a persistent memory device of the vehicle control unit 60. The vehicle preconditioning logic can be provided as a software update for the vehicle control unit 60. This is convenient for vehicle control units 60 equipped with adequate communication, sensor interface, and control capabilities.

[0063] The illustrative engine lubrication system 30 circulates a liquid lubricant (e.g., engine oil) around the engine 16 to lubricate various moving parts (e.g., pistons, cylinders, bearings) of the engine 16. In addition to lubricating the engine 16, the engine oil can also clean the engine 16, inhibit corrosion of the engine 16, and improve the sealing of the engine 16. Fig. Figure 3 includes the engine lubrication system 30, which is illustrated as an oil reservoir, an oil sump, or an oil pan 32 containing the engine oil. The oil pan 32 can be located below the engine 16, as shown in Fig. 3 shown, or located at another suitable location. The engine lubrication system 30 also includes a first line 34 that carries the engine oil from the oil pan 32 to the engine 16, and a second line 36 that returns the engine oil from the engine 16 to the oil pan 32.

[0064] The illustrative engine cooling system 40 circulates a liquid coolant (e.g., glycol, water) around the engine 16 to regulate its temperature. The engine cooling system 40 can also be referred to as an engine temperature control system. The engine cooling system 40 can be selectively operated in a preconditioning or warm-up mode and / or in an operating mode after the engine has started, using the control device 60. The preconditioning or warm-up mode and the operating mode are described in more detail below.

[0065] In Fig. 3. A first temperature sensor 62 measures the temperature of the coolant, a second temperature sensor 63 measures the ambient temperature of the vehicle's surroundings, and a third temperature sensor 64 measures the temperature of the engine oil. The position of each temperature sensor 62, 63, 64 can vary. Additional temperature sensors may also be provided to measure the temperature of other components of the vehicle 10. The vehicle preconditioning system 110, which is operationally coupled to the control device 60, can receive temperature measurements from one or more temperature sensors 62, 63, 64 and control functions of the work vehicle 120, including, for example, the control of the engine 16, the engine cooling system 40, and / or other components of the vehicle such as coolant heaters, engine oil heaters, and other systems, based, for example, on the temperature measurements, as discussed in more detail below.In an exemplary implementation, one or more temperature sensors 62, 63, 64 can be in direct operational communication with the vehicle preconditioning system 110.

[0066] In the operating mode of the work vehicle, the liquid coolant can circulate from the engine 16 through a first line 42, through a cooling device 44 (e.g., a radiator), through a second line 46, and back to the engine 16. As the coolant passes through the engine 16, it absorbs heat from the engine 16 to cool it. As the coolant passes through the cooling device 44, it releases heat to an ambient airflow or other suitable heat exchange medium flowing through the cooling device 44. The coolant can be sufficiently cooled in the cooling device 44 to absorb more heat from the engine 16. In addition to cooling the coolant, the cooling device 44 can have various chambers to cool other fluids of the vehicle 10, such as the lubricant that lubricates the engine 16, brake fluid, and the hydraulic fluid that lubricates the cylinders 158 ( Fig. 2) actuated, hydraulic fluid that operates other working parts of the vehicle, and the like.

[0067] The control device 60 can operate the engine cooling system 40 in operating mode when the coolant is at or above a predetermined operating temperature. The predetermined operating temperature can be approximately 75°C, 80°C, 85°C, 90°C, or higher. The coolant can be at or above the predetermined operating temperature when the engine 16 is running at full speed to power the vehicle 10. As long as the ambient temperature is relatively warm, the coolant can remain at or above the predetermined operating temperature even when the vehicle 10 is switched off. The control device 60 can operate the engine cooling system 40 in operating mode by, for example, opening a valve 48 along the first line 42. The control device 60 can also communicate with a radiator fan (not shown) to control the cooling that takes place in the cooling device 44 during operating mode.

[0068] In preconditioning or vehicle preheating mode, the liquid coolant can be circulated from the engine 16 through a third line 50, through a coolant heater 52, through a fourth line 54, and back to the engine 16. The coolant can be heated in the coolant heater 52 and then returned to the engine 16 to also preheat the engine 16.

[0069] In an exemplary implementation, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode in response to one or more signals from the ambient air and coolant temperature sensors 63, 62, when the coolant temperature falls below a desired minimum and / or when the detected ambient air temperature falls below a predetermined minimum. The coolant temperature can fall below the desired minimum when the vehicle 10 is switched off, particularly when the environment is relatively cold. In extremely cold environments, it is within the scope of this disclosure that the operating temperature, determined, for example, by the ambient temperature sensor 63, can fall to approximately 0 °C, -10 °C, -20 °C, -30 °C, or -40 °C.In such situations, the coolant temperature, as measured by the coolant temperature sensor 62, is normally nominally equal to or equivalent to the measured ambient air temperature. The vehicle preconditioning system 110 and the described methods advantageously provide an automatic preconditioning function for preconditioning a vehicle so that it is ready for operation at the start of a work shift or at another predetermined time. In one implementation, the vehicle preconditioning system 110 and the described methods provide the automatic preconditioning function based in part on temperature signals received from one or more of the ambient air and / or coolant temperature sensors 63, 62 for preconditioning a vehicle.

[0070] The time required to heat the coolant to the desired minimum temperature in preconditioning or warm-up mode can be as short as approximately 50 minutes, 30 minutes, or 10 minutes, and as long as approximately 1 hour, 2 hours, or more. The vehicle preconditioning system 110, in operational communication with the control device 60, can operate or otherwise control the coolant heater 52 in coordination with the engine cooling system 40 in preconditioning or warm-up mode, for example, by initiating the operation of the coolant heater 52 and opening a valve 56 along the third line 50. Controlling the engine cooling system 40 in preconditioning or warm-up mode, for example, by opening valve 56, can involve terminating the other operating mode, for example, by closing valve 48, and vice versa.The vehicle preconditioning system 110 can also communicate with the coolant heating device 52 in response to one or more signals to control the heating that takes place in the coolant heating device 52.

[0071] An exemplary coolant heating device 52 for use in the engine cooling system 40 is a diesel-powered coolant heater (DFCH). Such coolant heaters are described, for example, in US Patent No. 4,099,488 granted to Damon and in US Patent No. 4,381,742 granted to Funk, the disclosures of which are hereby expressly incorporated in their entirety by reference.

[0072] The illustrative coolant heating device 52 from Fig. 3 includes a housing 70 that defines a combustion chamber 72. The coolant heater 52 includes a fuel inlet 74 into the combustion chamber 72, an air inlet 76 into the combustion chamber 72, an ignition source 78 (e.g., a spark plug), and a combustion outlet 80 from the combustion chamber 72. The fuel inlet 74 can be coupled to a fuel source (not shown), such as a diesel fuel source, a gasoline fuel source, an ethyl ether fuel source, or another suitable fuel source. The air inlet 78 can draw in ambient air from the surroundings of the vehicle 10. In operation, the ignition source 78 can supply electrical energy to the coolant heater 52 to initiate an exothermic combustion reaction in the combustion chamber 72 between the fuel from the fuel inlet 74 and the air from the air inlet 76.Together, the fuel from the fuel inlet 74, the air from the air inlet 76, and the electrical energy from the ignition source 78 can serve as a thermal energy source. Inside the combustion chamber 72 of the coolant heating device 52, gaseous combustion products (e.g., carbon dioxide, water vapor) can form to serve as a heat exchange medium. The gaseous combustion products can leave the combustion chamber 72 through the combustion outlet 80 and be discharged through an exhaust duct or line 82.

[0073] The illustrative coolant heating device 52 from Fig. Assembly 3 also includes a coolant heating chamber 84 in thermal connection with the gaseous combustion products inside the combustion chamber 72. The coolant heating chamber 84 communicates with the third line 50 and the fourth line 54 to guide the coolant through the coolant heating device 52. In this arrangement, the third line 50 serves as the coolant inlet to the coolant heating chamber 84, and the fourth line 54 serves as the coolant outlet from the coolant heating chamber 84. During operation, the gaseous combustion products in the combustion chamber 72 exchange heat with the coolant in the coolant heating chamber 84 to heat the coolant. In other words, the heat energy generated by the exothermic combustion reaction in the combustion chamber 72 is transferred to the coolant in the coolant heating chamber 84 to heat the coolant.

[0074] The vehicle preconditioning system 110 can operate the coolant heater 52 in one or more discrete power setting modes, each power setting mode selecting a heating operating level of the coolant heater 52 to deliver heat energy to the coolant at a rate sufficient to change the temperature of the engine coolant in the work vehicle from an initial temperature to a desired minimum temperature in order to be ready for operation at a specified readiness time.In one implementation, the vehicle preconditioning system 110 can control the heat energy delivered to the coolant by operating a coolant heater 52 with a variable or controllable power setting using pulse width modulation (PWM) technology, wherein a signal is delivered to the coolant heater 52 to turn on for a 0-100% portion of a predetermined PWM period, and wherein an opposite signal is delivered to the coolant heater 52 to turn off for the remaining 0-100% portion of a predetermined PWM period.

[0075] In another implementation, the vehicle preconditioning system 110 can control the heat energy delivered to the coolant by operating a coolant heater 52 with multiple power settings using suitable signaling between the vehicle preconditioning system 110 and the coolant heater 52. For example, a DFCH coolant heater 52 may have six (6) power settings, including a POWER heating operating level to deliver about 42,000 BTU to the engine coolant, a HIGH heating operating level to deliver about 32,400 BTU to the engine coolant, a MEDIUM_1 heating operating level to deliver about 17,000 BTU to the engine coolant, a MEDIUM_2 heating operating level to deliver about 12,000 BTU to the engine coolant, a MEDIUM_3 heating operating level to deliver about 5,000 BTU to the engine coolant, and a LOW heating operating level to deliver about 4.000 BTU to the engine coolant.

[0076] In addition to the above, it should also be noted that the temperature of the engine oil in the oil pan 32 of the engine lubrication system 30 may also fall below an acceptable operating temperature, especially if the vehicle 10 is switched off in a cold environment. If the engine oil temperature is too low, the engine oil may not lubricate the engine 16 properly. As a result, the starter motor (not shown) and other components of the engine 16 may be subjected to high friction and high torque loads. Furthermore, the engine 16 may not be able to achieve acceptable oil pressure, which could damage, for example, the turbocharger (not shown) and other components of the engine 16.

[0077] The gaseous combustion products used to heat the coolant in the coolant heater 52 can still be relatively hot, with temperatures ranging from about 200 °C to about 250 °C or higher. Before the hot combustion products are discharged from the vehicle 10 and into the surrounding atmosphere, they can be reused as a heat source to warm other fluids or components of the vehicle 10 during the warm-up phase. Using the hot combustion products from the coolant heater 52 as a heat source a second time utilizes an otherwise wasted energy stream. Furthermore, using the hot combustion products from the coolant heater 52 as a heat source improves the efficiency of the engine cooling system 40 without significantly increasing the cost of manufacturing or operating the engine cooling system 40.

[0078] According to an exemplary embodiment of the present disclosure, the hot combustion products from the exhaust line 82 of the coolant heater 52 can be used to preheat the engine oil in the oil pan 32 of the engine lubrication system 30 during the preconditioning or warm-up mode. Preheating the engine oil in the oil pan 32 can protect the engine 16 and ensure a successful start of the engine 16 by preventing oil loss and promoting the pressure development of the engine oil within an acceptable time period, especially when the vehicle 10 is operated in an extremely cold environment. For example, preheating the engine oil in the oil pan 32 can ensure adequate lubrication of the turbocharger bearings (not shown).In this embodiment, the hot combustion products of the coolant heating device 52 can first heat the coolant (via the coolant heating chamber 84) and then be used to heat the engine oil (via the exhaust line 82) during the preconditioning or warm-up mode. The time required to sufficiently heat the coolant and engine oil in warm-up mode can be, for example, as short as about 10 minutes, 30 minutes, or 50 minutes, and as long as about 1 hour, 2 hours, or more.

[0079] By using hot combustion products as a heat source for the engine oil, the work vehicle 120 can maintain the separation between the liquid engine oil and coolant streams. In other words, the vehicle 120 can avoid any increased risk of cross-contamination or leakage between the liquid engine oil and coolant streams. This allows the integrity of the engine lubrication system 30 and the engine cooling system 40 to be maintained without the need for, for example, additional seals or controls.

[0080] As discussed above, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode based on temperature measurements from one or more temperature sensors 62, 63, 64. Additionally, and according to a further implementation, the vehicle preconditioning system 110 can operate the engine cooling system 40 in preconditioning or warm-up mode based on weather forecast information obtained through communication with the vehicle control device 60 and / or other devices in operational communication with the vehicle preconditioning system 110.

[0081] In an implementation that uses only the coolant temperature sensor 62, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode to prepare the vehicle for operation at a predetermined readiness time, for example, at the start of a shift, based on the coolant temperature from the temperature sensor 62. In this implementation, the vehicle preconditioning system 110 can assume that the engine oil has reached an acceptable temperature, or has also reached it, if the coolant reaches its predetermined temperature at the predetermined readiness time.

[0082] In another implementation using the coolant and oil temperature sensors 62, 64, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode to prepare the vehicle for operation at a predetermined readiness time, for example, at the start of a shift, based on the coolant temperature from temperature sensor 62. In this implementation, the vehicle preconditioning system 110 can determine, at the predetermined readiness time, whether the engine oil has reached an acceptable temperature based on the temperature determined by the third temperature sensor 64.The vehicle preconditioning system can issue a warning to the operator, for example a visual or audible warning, indicating that the vehicle may be started at the predetermined ready time, but that it is not yet ready for heavy work until the oil has reached its normal operating temperature.

[0083] In another implementation using the coolant and oil temperature sensors 62, 64, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode to prepare the vehicle for operation at a predetermined readiness time, for example, at the start of a shift, based on a desired temperature of the vehicle's transmission oil in combination with the coolant temperature from the temperature sensor 62. In this implementation, the vehicle preconditioning system 110 can determine, based on a measurement obtained from the temperature sensors 62, 64, that the engine can be started, so that engine operation can in turn be used to warm the transmission oil to a sufficient temperature so that the vehicle is ready for use at the predetermined readiness time.The vehicle preconditioning system can issue a warning to the operator, for example a visual or audible warning, indicating that although the vehicle is running, it should not be subjected to heavy use until the transmission oil has reached its normal operating temperature.

[0084] In an implementation using the coolant and ambient air temperature sensors 62, 63, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode to prepare the vehicle for operation at a predetermined readiness time, for example, at the start of a shift, based on the coolant temperature from temperature sensor 62 together with the ambient air temperature from temperature sensor 63. In this implementation, the vehicle preconditioning system 110 can assume that the engine oil has reached an acceptable temperature, or has also reached it, if the coolant reaches its predetermined temperature at the predetermined readiness time.

[0085] In another implementation using the coolant, ambient, and oil temperature sensors 62, 63, 64, the vehicle preconditioning system 110, in operational communication with the control device 60, can operate the engine cooling system 40 in preconditioning or warm-up mode to prepare the vehicle for operation at a predetermined readiness time, for example, at the start of a shift, based on the coolant temperature from temperature sensor 62 together with the ambient air temperature from temperature sensor 63. In this implementation, the vehicle preconditioning system 110 can determine, at the predetermined readiness time, whether the engine oil has reached an acceptable temperature based on the temperature determined by the third temperature sensor 64.The vehicle preconditioning system can issue a warning to the operator, for example a visual or audible warning, indicating that the vehicle may be started at the predetermined ready time, but that it is not yet ready for heavy work until the oil has reached its normal operating temperature.

[0086] Fig. Figure 4 is a simplified block diagram of the vehicle preconditioning system 110. In general, the components of the vehicle preconditioning system 110, which are related to... Fig. 4 are discussed, on board the work vehicle 120 and are either integrated into the vehicle control device 60 or are in operational communication with the control device 60. In some embodiments, however, one or more functions can be performed on the remote control device 130 and / or the remote control center 140.

[0087] In one example, the vehicle preconditioning system 110 can be considered to include a coolant heater (DFCH) start control device 350. In general, the coolant heater start control device 350 can control the overall operation of the vehicle preconditioning system 110 to initiate a remote start of the coolant heater 52, either automatically or based on operator commands, and / or to verify whether a remote start of the coolant heater 52, either automatically or based on operator or operator commands, is appropriate. The coolant heater start control device 350 can be embedded within the work vehicle control device 60 discussed above or be a standalone control device.

[0088] In general, the coolant heater start control device 350 can be designed as a computer device with associated processor devices and memory architectures, as a hard-wired computing circuit, as a programmable circuit, as a hydraulic, electrical or electrohydraulic control device, or otherwise, which are generally in Fig. 4 are represented as a processor device 352. As such, the start control device 350 can be designed to perform various computing and control functions with respect to the vehicle preconditioning system 110, e.g. as programs stored in a persistent storage device 354.

[0089] In one embodiment, the vehicle preconditioning system 110 can be considered to comprise or otherwise interact with a human-vehicle interface 210 and a vehicle communication component 216 of the work vehicle 120. In some examples, the user interface and communication unit associated with the vehicle preconditioning system 110 can be independent or dedicated components with comparable functions. The human-vehicle interface 210 generally serves to enable an operator at the work vehicle 120 to interact with the vehicle preconditioning system 110 (e.g., to input and receive commands and data, and / or to activate or deactivate one or more aspects of the vehicle preconditioning system 110).The vehicle communication component 216 generally serves to enable communication between the coolant heater start control device 350 and the work vehicle 120, the remote control device 130 and / or the remote control center 140.

[0090] The vehicle preconditioning system 110 can further be considered to include or otherwise interact with various work vehicle systems 340 and various work vehicle sensors 342. The vehicle systems 340 generally refer to all the work vehicle components and / or work machine components described above, which are generally integrated into such work machines. Examples include the engine 16, a transmission, starter devices, the engine lubrication system 30, the engine cooling system 40, the coolant heating device 52, an exhaust aftertreatment system, a power steering system, the hydraulic systems 158, brake assemblies, a battery assembly, a climate control system, body compartments, a lighting assembly, and the like.Similarly, the vehicle sensors 342 generally refer to all the work machine sensors and / or work vehicle components described above, which are generally integrated into such work vehicles. Examples include transmission sensors, tire pressure sensors, the lubrication system temperature sensor 64, the engine cooling system temperature sensor 62, exhaust aftertreatment system sensors, power steering system sensors, hydraulic system sensors, brake sensors, battery sensors, ambient temperature sensors 63, location or position sensors, frame sensors, a clock, a fuel sensor, image sensors, proximity sensors, and / or other suitable sensors.Communication between the coolant heating system 110 and the vehicle systems 340 and the vehicle sensors 342 can take place directly between the coolant heating system 110 and the vehicle systems 340 and the vehicle sensors 342 or indirectly between the coolant heating system 110 and the vehicle systems 340 and the vehicle sensors 342 via the vehicle control device 60.

[0091] As presented above and described in more detail below, the coolant heater start control device 350 can be configured, in particular, to implement one or more functional units or modules, including a coolant heater start module 360, a coolant heater monitoring module 370, a coolant heater verification module 380, and a data store (or database) 390. As can be seen, the in Fig. The 4 modules shown can be combined and / or further subdivided to work in a similar manner according to the functions described here.

[0092] In general, the coolant heater start module 360 ​​can be provided to control various aspects of the operation of the vehicle preconditioning system 110. The start module 360 ​​can exchange information with the human-vehicle interface 210, the vehicle communication component 216, the vehicle systems 340, and / or the vehicle sensors 342. The start module 360 ​​can also initiate functions assigned to the monitoring module 370 and / or the verification module 380, and one or more of the modules 360, 370, and 380 can retrieve information from or store it in the data store 390.

[0093] In one embodiment, the coolant heater start module 360 ​​can receive signals from the human-vehicle interface 210 and / or the vehicle communication component 216 to enable the operation of the vehicle preconditioning system 110. The operation of the preconditioning system 110 can take a number of forms. In one example, the coolant heater start module 360 ​​initiates a monitoring or auto-start function in the monitoring module 370. The auto-start function can monitor parameters of the work vehicle 120 when the work vehicle 120 is in an "off" state (e.g., when no other components or no main components of the work vehicle are active).In particular, the monitoring module 370 can receive information from the vehicle sensors 342 and / or other data sources, and if the information, in the form of parameter values, fulfills one or more coolant heater start conditions stored in the data memory 390, the monitoring module 370 can initiate a coolant heater start command, which is provided to the start module 360. Upon receipt of the start command, the coolant heater start module 360 ​​can generate the corresponding start actuation command for one or more of the vehicle systems 340, including, for example, generating a corresponding actuation command for the coolant heater device 52.In some embodiments, the monitoring module 370 can continue to monitor the information from the vehicle sensors 342, and if the information meets one or more stop conditions stored in the data memory 390, the monitoring module 370 can initiate a stop command that can be provided to the coolant heater start module 360. Upon receipt of the stop command, the coolant heater start module 360 ​​can generate the corresponding stop command for one or more of the vehicle systems 340, including, for example, the coolant heater 52.

[0094] In some embodiments, the coolant heater start module 360 ​​can receive the start command directly from a remote control device 130 and / or a remote control unit 140 via the vehicle communication component 216. In other embodiments, the coolant heater start module 360 ​​can initiate a verification function in the coolant heater verification module 380 after receiving the start command. The verification module 380 can receive information from the vehicle sensors 342, including, for example, the set of temperature sensors 62, 63, and 64, and if the information meets one or more start conditions stored in the data memory 390, the coolant heater verification module 380 can initiate a verification confirmation, which is provided to the coolant heater start module 360.Upon receipt of the verification confirmation, the coolant heater start module 360 ​​can generate the corresponding start command for one or more of the vehicle systems 340, for example, to generate the corresponding start command for the automatic control of the coolant heater 52 to initiate the heating of the engine coolant in the work vehicle. In some examples, the coolant heater verification module 380 can communicate with the remote control unit 140 and / or the remote control device 130 via the vehicle communication component 216 to evaluate the verification conditions. Further details and more specific implementations of the vehicle preconditioning system 110 are discussed below.

[0095] Fig. Figure 5 is a flowchart illustrating a method 400 for automatically preconditioning engine coolant in a work vehicle according to an exemplary embodiment, and Fig. Figure 6 is a graphic 500 illustrating the operation of a vehicle preconditioning system for automatically preconditioning engine coolant in a work vehicle according to an exemplary embodiment. Fig. Figure 6 shows time on the horizontal axis and temperature on the vertical axis.

[0096] With reference to these figures, the method for automatically preconditioning engine coolant in a work vehicle 120 is provided for operating the work vehicle at a predetermined readiness time 510. A minimum required lead time 520 is determined in the method 410 for changing the temperature of the engine coolant in the work vehicle 120 from an initial engine coolant temperature 540 to a desired minimum temperature 550. In one implementation, the minimum required lead time 520 can be determined by a processor device 352 of the vehicle preconditioning system 110.

[0097] According to one implementation, the minimum required lead time 520 can be determined by a processor device 352 of the vehicle preconditioning system 110 to have a built-in additional lead time or otherwise include it to adjust the system to ensure a desired minimum transmission oil temperature. For example, it may take 30 minutes for the transmission oil to warm up sufficiently after the DFCH has heated the coolant to a level at which the vehicle engine can be started, and after the engine has then warmed up for a specified duration or above a temperature threshold.In this case, the minimum required lead time 520 can be determined by a processor device 352 of the vehicle preconditioning system 110 to include a predetermined or otherwise specified additional lead time component to account for the preconditioning of the desired minimum transmission oil temperature.

[0098] According to one implementation, and similarly, the minimum required lead time 520 can be determined by a processor device 352 of the vehicle preconditioning system 110 to include a built-in additional lead time or to otherwise adapt the system to ensure a desired cabin temperature. For example, it may take 12 minutes for the cabin to be sufficiently cooled / heated after the vehicle engine is started. In this case, the minimum required lead time 520 can be determined by a processor device 352 of the vehicle preconditioning system 110 to include a predetermined or otherwise specified additional lead time component to accommodate the preconditioning of the desired cabin temperature.

[0099] At 420, a coolant heating device 52 is controlled to initiate the heating of the engine coolant at a heating start time 530 before the desired readiness time 510, maintaining the required minimum lead time 520, which is sufficient to heat the engine coolant to the desired minimum temperature 550 so that the work vehicle is available for operation at the predetermined readiness time 510.

[0100] According to one implementation, standby time data can be stored in a persistent storage device 354 ( Fig. 4) are stored, which is operationally coupled to the processor device 352 of the vehicle preconditioning system 110, wherein the readiness time data are representative of the predetermined readiness time 510 for the operation of the work vehicle 120. Similarly, in one implementation, desired minimum temperature data can be stored in the persistent storage device 354 of the vehicle preconditioning system 110, wherein the desired minimum temperature data are representative of the desired minimum temperature 550.

[0101] Information for controlling the coolant heating device 52 can be received by the vehicle preconditioning system 110 via the vehicle communication component 216 from several sources. For example, and according to one implementation, one or more of the standby time data and / or the desired minimum temperature data can be received from an associated source, which may include one or more devices operated by the work vehicle 120 using, for example, the human-vehicle interface 210, the remote control device 130 in operational communication with the vehicle preconditioning system 110 via the vehicle communication component 216, and / or the remote control unit 140 in operational communication with the vehicle preconditioning system 110 via the vehicle communication component 216.

[0102] In one implementation, determining the minimum required lead time involves determining, during a lead time period 560 before the heating start time 530, the initial temperature 542 of the engine coolant by one or more of the coolant temperature sensors 62 and / or the ambient air temperature sensors 63, which are operationally coupled to the processor device 352 of the vehicle preconditioning system 100 via the work vehicle sensor component 342.

[0103] It should be noted that in one implementation the automatic control of the coolant heating device 52 can be postponed during the lead time period 560 in order to initiate the heating of the engine coolant at the heating start time 530.

[0104] As mentioned above, the coolant heater 52 is operational to heat the engine coolant of the work vehicle. In one implementation, thermal energy generated by the exothermic combustion reaction in the combustion chamber 72 of an exemplary coolant heater is transferred to the coolant in the coolant heating chamber 84 to heat the coolant. In this case, an energy transfer relationship 570 exists between the engine coolant in the work vehicle and the coolant heater 52. In general, the energy transfer relationship 570 is representative of a time rate of energy transferred from the coolant heater 52 to the engine coolant in the work vehicle 120 during its operation.

[0105] According to an exemplary implementation of the method 400, the minimum required lead time at 410 can be determined based on a difference between the desired minimum temperature 550 and the initial temperature 540, 542 and an energy transfer relationship 570 between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0106] According to an exemplary implementation of the method 400, the minimum required lead time at 410 can be determined based on a difference between the desired minimum temperature 550 and the initial temperature 540, 542 and a linear energy transfer relationship 570 between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0107] According to an exemplary implementation of the method 400, the minimum required lead time at 410 can be determined based on a difference between the desired minimum temperature 550 and the initial temperature 540, 542 and a non-linear energy transfer relationship (not shown) between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0108] It should be noted that energy transfer relationship data can be stored in the permanent storage device 354, wherein the energy transfer relationship data are representative of the energy transfer relationship 570 between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0109] It should also be noted that linear energy transfer relationship data can be stored in the permanent storage device 354, wherein the linear energy transfer relationship data are representative of the linear energy transfer relationship 570 between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0110] It should also be noted that nonlinear energy transfer relationship data can be stored in the permanent storage device 354, wherein the nonlinear energy transfer relationship data are representative of a nonlinear energy transfer relationship (not shown) between the engine coolant in the work vehicle 120 and the coolant heating device 52.

[0111] As mentioned above, in some implementations the coolant heating device 52 is capable of heating the engine coolant of the work vehicle to various discrete or controllable heating operating levels. In this context, the method 400 may include determining, at the desired readiness time 510, that the engine coolant in the work vehicle has reached the desired minimum temperature 550. Based on the determination that the engine coolant in the work vehicle has reached the desired minimum temperature 550, the coolant heating device 52 can be controlled to operate at a controlled heating operating level to nominally maintain the engine coolant in the work vehicle at the desired minimum temperature 550. This is advantageous if the work crew is not ready to begin a work shift at the established readiness time 510.In this case, the engine coolant is not heated above and / or beyond the predetermined desired minimum temperature of 500, thereby increasing efficiency through energy savings and the like.

[0112] It should be noted that controlling the heating operating level of the coolant heater 52 is not only useful after the engine coolant has reached the desired minimum temperature 500, as described above, but also before the start of a coolant heating cycle. In this context, a heating operating level of the coolant heater 52 can be selected based on one or more of the following: a current time 560, a predetermined ready time 510, the initial temperature of the engine coolant 540, and / or the desired minimum temperature of the engine coolant 550. The selection of the heating operating level of the coolant heater 52 effectively establishes, or otherwise determines, the energy transfer relationship 570 between the engine coolant in the work vehicle and the coolant heater 52.More precisely, the selection of the heating operating level of the coolant heating device 52 determines the slope of the line representation of the in . Fig. 6 energy transfer relationship 570 shown between the engine coolant in the work vehicle and the coolant heating device 52 effectively fixed or otherwise determined.

[0113] In accordance with the above, determining the minimum required lead time in 410 of procedure 400 therefore involves determining the minimum required lead time 520 based on a difference between the desired minimum temperature 550 of the engine coolant in the work vehicle and the initial temperature 540, 542 of the engine coolant in the work vehicle and an energy transfer relationship 570 between the engine coolant in the work vehicle and the coolant heater at the selected heating operating level. The energy transfer relationship 570 in this implementation is representative of a time rate of energy transferred from the coolant heater 52 to the engine coolant in the work vehicle while the coolant heater 52 is operating at the selected heating operating level.

[0114] As described above, in preconditioning or warm-up mode, the liquid coolant from engine 16 can circulate through a third line 50, through a coolant heater 52, through a fourth line 54, and back to engine 16. The coolant can be heated in the coolant heater 52 and then returned to engine 16 to also warm the engine 16. In this context, the coolant heater is used in the implementations described herein to automatically heat the coolant of the work vehicle and circulate it through engine 16 via lines 50 and 54 to prepare the vehicle for use.In one implementation, the coolant heating device 52 is automatically controlled by the processor device 352 of the vehicle preconditioning system 110 to circulate the engine coolant at the heating start time 530 between the coolant heating device 52 and the engine 16 of the work vehicle 120 via the plurality of engine coolant lines 50, 54 which couple the coolant heating device 52 operationally to the engine 16 of the work vehicle 120. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 4,099,488

[0071] US 4,381,742

[0071]

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