SYSTEMS AND METHODS FOR POWERING ACCESSORIES IN ENGINE DRIVEN VEHICLES USING AUXILIARY ENGINE POWER UNITS

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to motorized or engine driven vehicles, and more particularly, to systems and methods for powering accessories on all types of engines using auxiliary engine power units. 2. Description of Related Art Typical engine driven vehicles, such as automobiles and trucks, include numerous auxiliary systems in addition to the drive train that require power. These auxiliary systems include, for example, cooling fans, coolant pumps, air conditioners, power steering systems, power brakes, air compressors, heaters, hydraulic systems, fans, refrigeration equipment, etc. The auxiliary systems of an engine driven vehicle are usually coupled mechanically through belts, gears, or chains to take power from the main engine. For example, the liquid cooling system in most engines requires a pump to power the flow of cooling fluid through the main engine. The water pump is often driven by a belt connected to the main engine. As a result of being powered by the main engine, in order to run the heat and air conditioner, hydraulic systems, or other auxiliary systems, the main engine must be running even if the vehicle itself is not in motion. In many engine driven vehicles, such as commercial semi-trailer trucks, even idling the main engine provides power far in excess of the minimum necessary power to run the auxiliary systems.

Idling the main engine for the sole purpose of powering auxiliary systems leads to significant waste. For example, where a driver sleeps in a cab or sleeper of a parked semi-trailer truck it may be desirable or necessary to keep auxiliary systems such as an air conditioner,

STM 274542.1 ' Docket No. 82318WO(49360) heater, trailer refrigeration, and/or other specialized systems operational by idling the main engine. Considerable power is wasted since the engine of a semi-trailer truck produces more power, creates more emissions, and consumes more fuel than actually required to operate the auxiliary systems. By way of further example, and as described in U.S. Patent Application Publication No.

2007/0263478 (which is incorporated by reference herein in its entirety), ready-mix concrete trucks include a rotatable mixing drum for holding a quantity of ready-mix concrete. In conventional transit trucks, the engine also provides the power to an auxiliary system that rotates the mixing drum, typically by way of a mechanical or hydraulic linkage. In use, such transit tracks are operated for approximately ten hours per day, if not more. While much of the time is spent traveling between a concrete mixing plant and a jobsite, a large percentage of the that time is spent waiting at a jobsite to pour the concrete, and in time actually pouring the concrete. In either of these cases, i.e., waiting or pouring, or in the process of mixing the concrete, which occurs during and immediately following loading of the truck, the transit truck does not typically need to move. However, the rotatable dram must continually turn to keep aggregate suspended in the concrete mixture. Conventional transit trucks are configured such that the engine must run, at least at an idle, to power the mixing drum. Running auxiliary systems by idling the relatively large, powerful engine for many hours per day is costly, both in terms of fuel consumption and emissions. Some auxiliary systems, such as cooling fans, are mechanically coupled to the main engine of an engine driven vehicle to operate and consume power at all times when the main engine is running, even if they are not needed. For example, in the case of cooling fans it may not be necessary to drive a given cooling fan when the vehicle is traveling at freeway speeds since the airflow through the engine is often adequate for cooling purposes without the fan

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STM 274542.1 Docket No. 82318 WO(49360) blowing. Nonetheless, in some conventional engines the cooling fans continue to run even when they are not needed, robbing power from the main engine and adding to the cost of fuel and to the amount of emissions.

Such conventional methods and systems generally have been considered satisfactory for their intended purpose. However, there still remains a continued need in the art for improved methods, systems, and devices for powering auxiliary systems of engine driven vehicles more efficiently. There also remains a need in the art for such methods, systems, and devices that are easy to make and use. The present invention provides a solution to these problems.

STM 274542.1 Docket No. 82318WO(49360) SUMMARY OF THE INVENTION

The subject invention is directed to a new and useful auxiliary power system for providing power to auxiliary systems of an engine driven vehicle independent of whether a main engine thereof is running. The system includes an auxiliary engine configured and adapted to be operatively connected an engine driven vehicle. An alternator is operatively connected to the auxiliary engine to convert mechanical power from the auxiliary engine into electrical power. A battery is electrically connected to the alternator for receiving and storing electrical power from the alternator. An electric motor is connected electrically to the battery for powering at least one auxiliary system of the engine driven vehicle independent of whether a main engine of the engine driven vehicle is running.

The at least one auxiliary system can include at least one of the following: a power steering system, a power brake system, an air compressor, a cooling fan, a water coolant pump, an air conditioner, a hydraulic system, a Pelletier cooler, an oil pump, a refrigeration unit, and/or any other suitable auxiliary system. The auxiliary engine is configured and adapted to run on fuels including gasoline, diesel, E85, Propane, Butane, and/or Jet A. The auxiliary engine can be a rotary engine, or any other suitable type of engine.

In another aspect of the invention, the main engine and an auxiliary engine share a common liquid cooling circuit. The common liquid cooling circuit can include a bypass for heating a cabin of the engine driven vehicle. The auxiliary engine can be connected through a heat exchanger to maintain at least a minimum temperature in the main engine with the main engine shut down, provide heat for driver comfort, and/or to preheat fuel for the main engine.

It is envisioned that one or more auxiliary systems can be configured to run intermittently on demand. Moreover, at least one of the auxiliary systems can be configured to run at a variable speed depending on demand. The auxiliary engine can be configured to run on demand

A STM 274542.1 ^ Docket No. 82318WO(49360) as needed to maintain a charge in the battery. The main engine can include a redundant alternator in addition to the alternator of the auxiliary engine. The main alternator can be connected to the battery as a back up in case the auxiliary engine (or its alternator) fails.

The battery can be a lithium type battery, or any other suitable type of high performance battery or other means of storing electrical energy. At least one auxiliary system can include a concentric variable displacement pump. At least one of the auxiliary systems can advantageously be provided in the form of a quick change module configured to be changed out for repair/replacement independent of other systems of the engine driven vehicle.

The invention also includes a method of retrofitting an engine driven vehicle to provide for powering its auxiliary systems independent of whether the main engine is running. The method includes disconnecting a belt, gear, chain, or otherwise mechanically driven portion of an auxiliary system from a main engine of an engine driven vehicle. The method further includes installing an auxiliary engine and electrical system for powering auxiliary systems independent of whether the main engine is running. The method also includes connecting at least one electric motor to drive a mechanically driven portion of at least one auxiliary system.

It is envisioned that the step of disconnecting at least one auxiliary system from the main engine can include removing an auxiliary system from the main engine entirely, and the step of connecting at least one electric motor can include installing a replacement auxiliary system to take the place of the removed auxiliary system, wherein the replacement auxiliary system is connected to be driven by the corresponding electric motor. It is also envisioned that an existing auxiliary system can be disconnected from the main engine without removing the existing auxiliary system altogether, in which case, an electric motor can be connected to drive the existing auxiliary system.

STM 274542.1 Docket No. 82318WO(49360)

The step of installing an auxiliary engine and electrical system can include augmenting or replacing an existing battery system connected to the main engine. The step of installing an auxiliary engine and electrical system can include installing at least one auxiliary system having a quick change module. The method can also include joining water cooling systems of the main and auxiliary engines into a single common water cooling system.

The invention also provides a method of powering an auxiliary system of an engine driven vehicle. The method includes driving an alternator to generate electrical power. A battery is charged with at least a portion of the electrical power. An electric motor is powered with the battery to drive an auxiliary system of an engine driven vehicle. These and other features of the systems and methods of the subject invention will become more readily apparent to those skilled in the art from the following detailed description of the preferred embodiments taken in conjunction with the drawings.

STM 274542.1 Docket No. 82318WO(49360) BRIEF DESCRIPTION OF THE DRAWINGS

So that those skilled in the art to which the subject invention appertains will readily understand how to make and use the devices and methods of the subject invention without undue experimentation, preferred embodiments thereof will be described in detail herein below with reference to certain figures, wherein:

Fig. 1 is a schematic view of a portion of a conventional engine driven vehicle, showing the main engine connected to power the drive train as well as multiple auxiliary systems; and

Fig. 2 is a schematic view of an exemplary embodiment of a system constructed in accordance with the present invention, showing an auxiliary engine, alternator, battery, and electric motors connected to drive auxiliary systems independent of whether the main engine is running.

STM 274542.1 Docket No. ^■ 82318 WO(49360) DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Reference will now be made to the drawings wherein like reference numerals identify similar structural features or aspects of the subject invention. For purposes of explanation and illustration, and not limitation, a partial view of an exemplary embodiment of a system in accordance with the invention is shown in Fig. 2 and is designated generally by reference character 100. The systems, devices, and methods of the invention can be used to provide power to auxiliary systems of engine driven vehicles independent of whether the main engine is running.

Referring now to Fig. 1 , a conventional engine driven vehicle system 10 is shown schematically. An engine 12 connects to wheels 16 through a drive train 14. Engine 12 and drive train 14 are generally fixed in place within a chassis. In this manner, Engine 12 can provide power to wheels 16 to drive the vehicle. Engine 12 also includes means such as belts, chains, gears, etc., connecting engine 12 to a plurality of auxiliary systems 18-28. Examples of typical auxiliary systems include water pumps for use in cooling engine 12, power steering and/or brake systems, air compressors, hydraulic systems, air conditioners and/or other climate control systems, refrigeration systems, cooling fans, etc. Auxiliary systems 18-28 are exemplary and those skilled in the art will readily appreciate that any number of auxiliary systems can be included, and that a wide variety of different kinds of auxiliary systems can be used beyond to the examples specifically pointed out above. Since engine 12 powers auxiliary systems 18-28, if a driver needs to use even just one of auxiliary systems 18-28 when the vehicle is stopped, the driver must keep engine 12 running. This leads to the disadvantages and inefficiencies described above. Moreover, when the vehicle is moving, some of the auxiliary systems 18-28 may only be needed intermittently, or may only be needed at partial power, but they nonetheless ran continuously at full power because of the

STM 274542.1 ° Docket No. 82318 WO(49360) way they are mechanically coupled to engine 12. For example, belt driven cooling fans may be needed to keep engine 12 cool when the vehicle is moving at slow speeds, but the same fans may not be needed at all when the vehicle is moving at freeway speeds, due to the large amount of air flow available to cool engine 12. Nonetheless, in conventional vehicles, the cooling fans will run even at freeway speeds, pulling power out of engine 12 and adding to the inefficiency of the vehicle.

Fig. 2 shows a schematic of a portion of a vehicle 100 having an exemplary embodiment of an auxiliary power system 132 constructed in accordance with the present invention for providing power to auxiliary systems 118-128 of vehicle 100 independent of whether main engine 102 of vehicle 100 is running, and independent of how hard main engine 102 is running. Main engine 102 drives wheels 106 through drive drain 104, much as described above, however main engine 102 does not need to drive any auxiliary systems. System 132 includes an auxiliary engine 108 operatively connected to vehicle 100. An alternator 110 is connected to auxiliary engine 108 so as to convert mechanical power from auxiliary engine 108 into electrical power. A battery 112 is electrically connected to alternator 110. Battery 112 receives and stores electrical power from alternator 110. Electric motors 116a- 116f are connected electrically to battery 112 for powering auxiliary systems 118-128, respectively. Auxiliary systems 118-128 can therefore operate independent of main engine 102.

System 132 makes it possible to use any or all of auxiliary systems 118-128 even when main engine 102 is shut down. This also means that any one of auxiliary systems 118-128 can be run intermittently as needed independent of the other auxiliary systems. System 132 also allows for running any or all of auxiliary systems 118- 128 at variable power levels, depending on demand, rather than always running at full power when in use.

STM 274542.1 Docket No. 82318WO(49360)

Auxiliary systems 118-128 can include a power steering system, a power brake system, an air compressor, a cooling fan, a water coolant pump (denoted as 128 in Fig. 2, as will be described below in greater detail), an air conditioner, a hydraulic system, a Pelletier cooler, a hydraulic pump, a refrigeration unit, and/or any other suitable auxiliary system. While shown in Fig. 2 as having six auxiliary systems, those skilled in the art will readily appreciate that system 132 can be used in conjunction with as few as one auxiliary system, or with any number greater or less than six auxiliary systems without departing from the spirit and scope of the invention.

Auxiliary engine 108 can be advantageously configured to run on fuels including gasoline, diesel, E85, Propane, Butane, and/or Jet A. Auxiliary engine 108 can be a rotary engine, which gives the advantage of light weight given the available power that can be produced. Suitable rotary engines for this purpose include the engines in the RotaMax 650, 1300, and 1300 Turbo line available from RotaMax Inc. of Arlington, Ohio. 60 hp is a reasonable amount of power for typical operation of auxiliary systems, however depending on the specific loads involved for a given system, more or less power may be needed. Those skilled in the art will recognize that any suitable type of engine can be used, and that any fuel type can be used without departing from the spirit and scope of the invention. Since auxiliary engine 108 is used to charge battery 112, it is contemplated that auxiliary engine 108 can advantageously operate under a substantially constant load, allowing for efficiency and low emissions. It is also contemplated that a fuel cell can be used instead of auxiliary engine 108 and alternator 110 to charge battery 112.

Main engine 102 and auxiliary engine 108 share a common liquid cooling circuit 130 driven by water pump 128. Water pump 128 can therefore circulate coolant through both engines. This sharing of a cooling circuit is optional but can be advantageous in the winter, for example. When main engine 102 shuts down, e.g., while the driver is sleeping, auxiliary engine

STM 274542.1 1 ' 0 ^u Docket No. 82318WO(49360)

108 and water pump 128 can continue to run as needed, circulating coolant through cooling circuit 130. In this situation, cooling circuit 130 functions as a heat exchanger to keep main engine 102 warm. System 132 can also be readily adapted to circulate other fluids, including exhaust from auxiliary engine 108, through one or more heat exchangers to warm engine 102 above a minimum temperature and/or preheat fuel for engine 102. Cooling circuit 130 can include a bypass (not shown in Fig. 2 for sake of clarity) for heating a cabin of vehicle 100. Battery 112 can be a lithium type battery, any other suitable type of battery or high performance battery, or other means of storing electrical energy. Moreover, while described in the singular, battery 112 can also include a plurality of batteries. Auxiliary engine 108 need not run continuously, but can run on demand as much as needed to maintain a minimum charge in battery 112.

Main engine 102 includes a main alternator 114 in addition to alternator 110 of auxiliary engine 108. Main alternator 114 is connected to battery 112. Those skilled in the art will recognize that main alternator 114 is an optional redundancy that can be included advantageously as a back up in case auxiliary engine 108 and/or alternator 110 fails. It is also possible to include a redundant battery connected to alternator 110 and or main alternator 114 for powering auxiliary systems 118-128 in case battery 112 fails. Other means of charging battery 112 are also contemplated. For example, battery 112 could get a full charge from the main engine's alternator, and/or from regenerative braking , etc., during transit. Auxiliary engine 108 would then only be needed if the main engine stops long enough for the battery to drain below a certain level. Also, in cases where auxiliary systems are only needed when the main engine is running, it is contemplated that the auxiliary systems can be run electrically off of a battery charged by the main engine, without the need for an auxiliary engine.

STM 274542.1 1 ' 1 ' Docket No. 82318 WO(49360)

At least one of auxiliary systems 118-128 can advantageously be provided in the form of a quick change module configured to be changed out for repair/replacement independent of other systems of vehicle 100. This advantage is a result of the fact that auxiliary systems 118- 128 do not need to be connected to be mechanically driven by main engine 102. As a result, it is not even necessary for the auxiliary systems to be located in close proximity to engine 102. For example, any part of system 132 or auxiliary systems 118-128 could be located at the rear of vehicle 100 even if main engine 102 is in the front. Auxiliary systems 118-128 can thus be located virtually anywhere on vehicle 100 for convenient access. Moreover, as mentioned above, auxiliary systems 118-128 can also be provided as quick change modules that can be removed/installed with little or no need to involve or remove others systems(s) or components of vehicle 100.

As described above, use of system 132 includes driving alternator 110 to generate electrical power. Battery 112 is charged with at least a portion of the electrical power generated by alternator 110. One or more electric motors 116a- 116f are powered by battery 112 to drive their respective auxiliary systems 118-128 of engine driven vehicle 100. It is possible for alternator 110 to directly power one or more electric motors 116a-l 16f, for example, when battery 112 is fully charged. It is also contemplated that a single electric motor (e.g. 116a) can be connected to drive more than one auxiliary system. It is further contemplated that accessories/auxiliary systems previously powered by hydraulics can be powered electrically instead of by hydraulics, eliminating the need for carrying hydraulic fluids.

The systems and methods described above can be used in conjunction with newly manufactured engine driven vehicles. It is also envisioned that existing engine driven vehicles can be retrofitted to provide for powering auxiliary systems independent of whether the main engine is running. Referring to Figs. 1 and 2 in general, retrofitting includes disconnecting a

STM 274542.1 ' ^ Docket No. 82318WO(49360) belt, gear, chain, or otherwise mechanically driven portion of an auxiliary system (e.g. auxiliary systems 18-28) from a main engine (e.g. engine 12/102) of an engine driven vehicle. Retrofitting further includes installing an auxiliary engine (e.g. auxiliary engine 108) and electrical system (e.g. alternator 110, and/or battery 112) for powering auxiliary systems independent of whether the main engine is running. The method also includes connecting at least one electric motor (e.g. electric motors 116a-l 16f) to drive a mechanically driven portion of at least one auxiliary system (e.g. auxiliary systems 118-128 and/or 18-28).

It is envisioned that one or more auxiliary systems can be completely removed from the main engine. If any auxiliary systems are completely removed, they can be replaced with new systems, in the form of replacement systems, quick change modules, and/or upgrades, for example, which are in turn connected to corresponding electric motors. It is also envisioned that a driver (e.g., belt drive, gear drive, chain drive, etc.) of an existing auxiliary system can be disconnected from the main engine without necessarily removing the existing auxiliary system altogether. In such a case, an electric motor can simply be connected to drive the existing auxiliary system. The existing battery of the main engine (if any) can be augmented with one or more additional batteries or can be replaced entirely with a battery system connected to store energy provided by the alternator of the auxiliary engine. A retrofit can also include joining water cooling systems of the main and auxiliary engines into a single common water cooling system, to provide the benefits described above. By application of the systems, devices, and methods described above, it is possible to make engine driven vehicles more fuel efficient while also reducing emissions. These benefits can be achieved in a wide variety of engine driven vehicles including semi-trailer trucks, ready- mix trucks, earth movers, excavation, other types of construction and agricultural as well stationary and/or industrial engines driving accessories off of the main engine.

STM 274542.1 ' ° Docket No. 82318WO(49360)

The methods, systems, and devices of the present invention, as described above and shown in the drawings, provide for driving auxiliary systems of engine driven vehicles independent of whether the main engine is running, or at what rate the main engine is running. This allows for improved fuel efficiency and emissions. While the apparatus and methods of the subject invention have been shown and described with reference to preferred embodiments, those skilled in the art will readily appreciate that changes and/or modifications may be made thereto without departing from the spirit and scope of the subject invention.

STM 274542.1 ' ^