EPA-AA-TEB-511-85-1
EPA Evaluation of the AUTOTHERM Energy Conservation
System Under Section 511 of the
Motor Vehicle Information
and Cost Savings Act
by
William M. Pidgeon
January 1985
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the AUTOTHERM Energy Conservation System
Under Section 511 of the Motor Vehicle Information and Cost
Savings Act
The Mobox Vehicle Information and Cost Savings Act requires
that EPA evaluate fuel economy retrofit devices and publish a
summary of each evaluation in the Federal Register.
EPA evaluations are originated upon the application of any
manufacturer of a retrofit device, upon the request of the
Federal Trade Commission, or upon the motion of the EPA
Administrator. These studies are designed to determine whether
the retrofit device increases fuel economy and to determine
whether the representations made with respect to the device are
accurate. The results of sxich studies are set forth in a
series of reports, of which this is one.
The evaluation of the "AUTOTHERM Energy Conservation System"
was conducted upon the application of the manufacturer. The
device allows using the vehicle's heater while parked with the
engine off. Using the device is claimed to; 1) conserve fuel,
2) eliminate the exhaust pollutants that are generated when
vehicle warmth is maintained by idling the engine, and, 3)
lower maintenance costs. The device is also claimed to improve
safety by eliminating the need to leave an unattended vehicle
with its engine idling to maintain warmth. Carbon monoxide
poisoning risks are also alleviated. The device consists of a
circulator that pumps engine coolant through the vehicle's
heater core to utilize the residual heat in the engine, and
electrical circuitry to control the operation of the device.
1. Title:
"Application for Evaluation of AUTOTHERM Energy
Conservation System Under Section 511 of the Motor Vehicle
Information and Cost Savings Act"
The information contained in sections two through five which
followt was supplied by the applicant.
•* •
2. Identification Information;
a. Marketing Identification of the Product:
AUTOTHERM Energy Conservation System model numbers
2100, 2100T and 2100TT.
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b. Inventor and Patent Protection:
(1) Inventor
Frank J. Perhats
314 E. Main Street
Harrington, IL 60010
(2) Patent
No. 4,308,994 (See Attachment A)
c. Applicant:
(1) Frank J. Perhats
Autotherm Sales Corp.
314 E. Main Street
Harrington, IL 60010
(2) Principals
Frank J. Perhats
James V. Enright
Helen L. Tierney
Position titles were not provided
(3) Robert 0. Jaeger is authorized to represent
Autotherm Sales Corp. in communication with EPA
d. Manufacturer of the Product:
(1) Autotherm Sales Corp.
314 E. Main Street
Harrington, IL 60010
(2) Frank J. Perhats
James V. Enright
Helen L. Tierney
. Position titles were not provided
Description of Product:
a. Purpose:
"To conserve automotive fuel, save on maintenance costs
and eliminate vehicular exhaust gas pollution during
the period that many vehicles would be kept idling to
provide interior warmth during the winter season.
These include law enforcement cars on stationary
patrol, traffic control or surveillance, utility
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service and repair vehicles, public works vehicles,
commercial/industrial delivery or service vehicles,
over the road trucks, etc., all of which can be seen
parked with the engine idling during cold weather.
-Note: In those cases where the idling vehicle is
unattended, the law is being broken in all but four
states."
b. Applicability:
(1) Vehicles
"The AUTOTHERM Energy Conservation [System] is
applicable to any vehicle with a water cooled
engine. Note: We do not as yet have control
equipment available for Mercedes Benz vehicles due
to their use of vacuum heater controls."
(2) Environmental
"The AUTOTHERM Energy Conservation System is most
effective in the colder climates. The enclosed
brochure (Form No. TC101) [Attachment B] , shows
temperature zones on the map of the contiguous
United States with some cities having the average
number of annual heating days listed. On the
reverse side of the brochure additional cities
are listed and a chart developed in the controlled
environment of the Cadillac Motor Company and
Ford Motor Company wind tunnels, indicates heating
time of the AUTOTHERM System for various engiae
sizes and outdoor temperatures."
c. Theory of Operation;
"The AUTOTHERM System uses the heat remaining in the
coolant, engine block, etc., when the engine is turned
off and circulates the coolant through the vehicle
heater and restarts the heater fan. A thermostat turns
off the system when coolant temperature reaches
f approximately 95°F to prevent unnecessary battery
drain."
** m
d. Construction and Operation;
"The AUTOTHERM kit consists of:
(1) "A magnetically driven circulator pump which
eliminates shaft seals leading to leakage. The
pump is guaranteed against leakage for the life of
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the original installation. The circulator pump
draws approximately 0.5 amps, will circulate over
75% of coolant flow as compared to flow by the
engine water pump at idle and has no appreciable
restriction to normal heater operation."
(2) A thermostat to turn off the AUTOTHERM System when
the coolant temperature reaches 95°F.
(3) A complete wiring harness, relays, master switch
and indicator light.
(4) A complete hardware package."
e. Specific Claims for the Product:
"Brochure AMFSB-36-1 [Attachment C] indicates savings
of $750.00 to $1500.00 in fuel and maintenance costs
per year. These figures are based primarily on law
enforcement figures wherein patrol cars average 2-1/2
to 3 hours parked during an eight hour shift, average
engine size of 350 CID in moderate to cold zones.
Utility, public works, delivery and service vehicles
and taxis often spend an even larger percentage of
stationary time. Enclosed is a copy of a fleet fuel
survey prepared with the Chicago Police Dept.
[Attachment D] using their figures. The savings per
car in this case is over $2000.00 annually. A reprint
from Law and Order magazine by Deputy Chief Ralph R.
Evans also gives savings figures and Report No. 004641
by the Office of Energy Related Inventions of the
National Bureau of Standards [Attachment E] supports
claims for the AUTOTHERM System on a theoretical
basis. The fleet fuel survey portion of forms TC101
[Attachment B] and AM-SB-EV-F-9-001 [Attachment F] make
it convenient for each user to determine his or her
savings. Use of the AUTOTHERM System eliminates
emissions and the effect of excessive idling on engine
performance thereby reducing maintenance costs and down
. time."
F.'- Cost And Marketing Information;
"Retail price sheet form L-l-005 [Attachment G] is
enclosed. The AUTOTHERM System has been marketed for
over five years through manufacturer's agents, by
direct mail, media advertising and exhibiting at law
enforcement, fleet and energy conservation conventions."
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Product Installation, Operation, Safety and Maintenance:
a. Installation - Instructions, Equipment, and Skills
Required:
"A thorough, explicit AUTOTHERM installation and owners
manual [Attachment H] is enclosed with each AUTOTHERM
kit. A copy is enclosed. No special skills or tools
are needed for installation."
b. Operation:
"A dash or visor stick-on instruction label, form
AM-D-6-2M [Attachment I] is included in each AUTOTHERM
kit."
c. Effects on Vehicle Safety:
"Since the purpose and function of the AUTOTHERM System
is to eliminate idling there is no contribution to an
unsafe condition. The system could contribute to
safety in snow country where a stalled vehicle could be
kept warm on a minimum amount of fuel and minimize the
risk of CO poisoning."
d. Maintenance:
"No routine maintenance is required."
Effects on Emissions and Fuel-Economy:
a. Unregulated Emissions:
"Since the engine is not running where the AUTOTHERM
System is being used there are no exhaust emissions."
b. Regulated Emissions and Fuel Economy:
"For emissions see 5a, above. Fuel savings will be
100% of amount of expended idling the engine to keep
f the interior warm."
The follow-ing Sections are EPA's analysis and conclusions for
the device.
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6. Testing by EPA:
EPA-did not test this device. A detailed report of the
testing performed by the Department of the Air Force is given
in the Air Force "Project Completion Report No. HP-81-16,
Autotherm Heater Car Comfort System (AFR 77-5)," provided as
Attachment J. A brief description of this testing effort is
given in Section 7e.
7. Analysis
a. Identification Information;
Marketing Identification: EPA knows of no problems
with respect to the identification information.
b. Description:
(1) The primary purposes of the device are to
eliminate fuel consumption and exhaust emissions during periods
when vehicle operators idle their engines to maintain heater
operation. The device allows vehicle interior warmth to be
maintained without idling the engine. The device is generally
marketed for fleet operators such as police departments,
utility service and repair vehicles, taxicabs and over the road
trucks, etc., which are commonly parked with their engines
idling to maintain interior warmth'during cold weather.
(2) In determining the applicability of the device,
EPA requested additional information (Attachment K) concerning
the applicant's claim that the device could not be used with
"Mercedes Benz vehicles due to their use of vacuum heater
controls." In their letter of August 10, 1984 (Attachment L)
the applicant clarified the statement and said that the device
can be used in any vehicle except those "whose vacuum
controlled air mix door switches to the air conditioning mode
on engine shutdown. The 1974 Chrysler was the last American
car made with that system. We have not checked Mercedes beyond
the 19J79 model year since practically none of the fleets using
the AUTOTHERM system have Mercedes vehicles."
* V
After receiving this letter, EPA noted a statement in the Fleet
Fuel Survey - Form Number AM-SB-EV-F-001 11/81-5M (Attachment
F) that said the Model 2100 Energy Conservation System would
not work on vehicles with an automatic temperature control
heater, but a new model "especially designed for such
installation will shortly be available."
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8
In summary, the AUTOTHERM Energy Conservation System is
applicable to any water cooled vehicle that does not have: a) a
vacuum controlled air mix door that switches to the air
conditioning mode on engine shutdown, or b) an automatic
temperature control heater.
(3) The theory of operation given in the application
was sound but rather brief and did not incorporate the
supplementary information that was sent with Autotherm Sales
Corporation's application. This additional information
included: a) brochure AMFSB-36-1-82-25M (Attachment C), and b)
"Fleet Fuel Survey" - Form Number AM-SB-EV-F-001 11/81-5M.
(Attachment F)
EPA informed Autotherm Sales Corporation (Attachment K) that
EPA would assume that the applicant wished to reference this
information "to meet the requirements of Section 3c of the
Application Format." Autotherm Sales Corporation's response
(Attachment L) did not explicitly state that EPA's assumption
was correct, but did imply that they approved it and further
suggested that:
"If you believe it applicable, "report 004641, Office of
Energy Related Inventions, National Bureau of
Standards, might also afford additional information to
Section 3c."
This report is provided as Attachment E.
(4) The cost of the device is $172.70 each, in
quantities of four or less. Attachment G includes a price list
with information on parts prices and quantity discounts.
Installation costs were indirectly addressed in one of
Autotherm's sales brochures (Attachment C) which claimed; "The
system is complete and can be easily installed in less than one
hour." EPA judges that most installations will take more than
one hour mainly due to the numerous electrical wiring
connections. The Air Force experience corroborates EPA's
judgment. Their professional mechanics' labor time on four
vehicles ranged from 2-1/2 hours to 7 hours with an average of
5-3/4 Jiours. [Attachment J] Repeated installations, such as
on fleets comprised of one vehicle model, should result in more
rapid"'installation times.
c. Installation, Operation, Safety and Maintenance:
(1) Installation - Instructions, Equipment and Skills
Required;
EPA's review did not detect any problems with the
installation instructions (Attachment H), but EPA did not put
the instructions to the test by installing a device. However,
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the installation instructions seemed to provide good
explanations of the procedures and included pictorials and a
schematic-. The Air Force commented that the "installation
instructions appear to be adequate and easily read by the
mechanics." (Attachment J)
The applicant stated in Section 4a that no special skills were
required for installation, but the installation manual gives
the following advice:
"A V.O.M. (volt-ohm-milliamp meter) will be very
useful in locating key points in the vehicle
electrical circuit as well as in trouble shooting."
(Attachment H)
This statement implies that electrical wiring experience would
be helpful. EPA's judgment, based on its review of the
installation manual, is that the installer should have some
experience with automotive wiring before attempting this
installation.
The circulator inlet and outlet fittings are stepped to
facilitate installation in heater hose diameters of 1/2", 5/8",
or 3/4". The 1/2" diameter circulator fittings will probably
restrict coolant flow in 5/8" and 3/4" diameter hoses. The
c-irculator impeller will also restrict the flow in any of these
hose sizes, so a minor loss in vehicle heater performance
should be expected in most installations.
EPA expects the operating instructions label (Attachment I) to
be easily followed.
(2) Effects on Vehicle Safety:
The applicant's comments on safety in Section 4c
are reasonable and substantiated by the following Air Force
comment:
^ "The safety aspects of using the Autotherm
f unit in lieu of engine idling for periods of
time will surely deter possible carbon monoxide
poisoning. The best safety aspect is maintaining
a warm vehicle while not leaving a vehicle engine
idling and vehicle unattended. Although this is
against AF policy, it still happens on inclement
days." (Attachment J)
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10
(3) Maintenance:
EPA agrees with the applicant's claim that no maintenance is
needed.
d. Effects on Emissions and Fuel Economy;
(1) Emissions:
The applicant did not submit test data in
accordance with the Federal Test Procedure and the Highway Fuel
Economy Test. These two test procedures are the primary ones
recognized by EPA for evaluation of fuel economy and emissions
for light-duty vehicles.* Although the applicant did not
submit test data, EPA agrees with the applicant's following
statement in their application regarding regulated and
unregulated emissions: "Since the engine is not running where
the AUTOTHERM System is being used there are no emissions."
However, there are other considerations.
A vehicle may emit more emissions upon starting after using the
AUTOTHERM System than if the system had not been used. Using
the device cools the engine faster than not using it, and it is
generally accepted that hydrocarbon (HC) and carbon monoxide
(CO) emissions tend to increase as engine temperature decreases
from its normal operating temperature. Therefore, engine
startup after use of the device is expected to result in higher
HC and CO emissions until normal operating temperature is
reached. But if the device is used to eliminate engine idling,
the increased emissions upon startup is expected to be
insignificant compared to the idle emissions that would
otherwise occur. Considering these points, EPA's judgment is
that the Autotherm system will not adversely affect regulated
or unregulated emissions. EPA did not require testing to
verify this judgment.
The requirement for test data following these procedures is
seated in the policy documents that EPA sends to each
p'blfential applicant. EPA requires duplicate test sequences
before and after installation of the device on a minimum of
two vehicles. A test sequence consists of a cold start FTP
plus a HFET or, as .a simplified alternative, a hot start
LA-4 plus a HFET. Other data which have been collected in
accordance with other standardized procedures are
acceptable as supplemental data in EPA's preliminary
evaluation of a device.
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11
(2) Fuel Economy:
-— EPA normally predicts fuel savings for devices on
a miles per gallon basis. The Autotherm System is not used
while the vehicle is being driven so miles per gallon is not an
appropriate measure to predict fuel savings. Instead, EPA has
chosen to predict fuel savings in gallons per year for two
scenarios. The first scenario is for a small car owner who
would use the device three times a week for a half hour each
time through the winter months. The second scenario is for a
police department with a large light-duty vehicle that is used
seven days a week, 24 hours a day, with two hours of device use
per eight hour shift. Because there are many variables that
determine the actual fuel savings, these scenarios were
designed to give the upper and lower limits for applications
that might be considered reasonable applications for the
device. The assumptions for each case are:
Minimal Usage Maximal Usage
Heading Season (weeks) 12 24
Device Usage (hours/week) 1.5 42
Engine Displacement (in.3/L) 85/1.4 400/6.6
Idle Fuel Consumption (gal/hr) 0.15 1.0
Fuel Savings (gal/year)* 2.7 1,008
The results indicate that owners' of small vehicles with short
winters who infrequently use the device might only save three
gallons of fuel per year, whereas a police department with
large' vehicles, long winters and frequent device usage could
save a thousand gallons of fuel per year on one car.
e. Test Results Obtained by EPA;
The device was independently evaluated by the National
Bureau of Standards and the Air Force prior to the applicant's
request for an EPA evaluation. EPA deemed that the information
and da-fea from these reports combined with engineering judgment
would,,* ^enable EPA to derive conclusions without additional
testing. EPA therefore did not test the device.
*Fuel Savings (Gallons)=Weeks Use X Hours Use X Idle Fuel Gals
Year Year Week Hour
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12
The Bureau of Standards did a theoretical analysis, but did not
test the device. Their report concluded: "Autotherm is
technically sound in concept and design, and should perform
basically as claimed." (Attachment E)
The Air Force reported the following results:
"Comfortable vehicle interior warmth was maintained
as follows:
Time in Minutes Outside Ambient
40 12°F Snowing/no wind
35 12°F Snowing/no wind
31 28°F Slight wind
45 38°F No appreciable wind
Potential safety hazards related to carbon monoxide
poisoning and vehicle runaway are considerably reduced
when employing Autotherm units. Gallons of gasoline
saved varied from 0.76 gallons/hour to 2.3
gallons/hour* for six cylinder vehicles. Cost analysis
provided showed bases with a winter season of mean
temperatures below 40°F, employing car comfort systems
in 10 vehicles will realize savings of approximately
EPA assumed that idle fuel consumption would range between
0.15 gallons per hour and -1.0 gallons per hour in its
calculations for potential fuel savings. This 1.0 maximum
is significantly less than the 2.3 gallon per hour maximum
that the Air Force found. They listed idle fuel
consumption data for five six cylinder vehicles that ranged
from 0.7 to 0.9 gallons per hour. The cubic inch
displacements (CIDs) were not given, but they probably
ranged f rom ' 225 to 300 CID, based on EPA's knowledge of
these vehicles. Their report does not discuss which
vehicle was found to consume 2.3 gallons per hour at idle,
but this consumption rate is considerably higher than EPA
woyld expect to see on a light-duty vehicle. EPA
regulations define a light-duty vehicle to mean a passenger
dar or passenger car derivative capable of seating twelve
passengers or less. The engines in the five known vehicles
are old designs that are no longer being sold in light-duty
vehicles, so the fuel consumption range of 0.7 to 0.9 is
reasonable for older less efficient designs. EPA data on
two 1977 vehicles include 0.90 gallons per hour for a 460
CID engine and 0.99 gallons per hour on a 400 CID engine.
EPA's judgment is that 0.15 to 1.0 gallons per hour is
representative of the range in idle fuel consumption for
most light-duty vehicles manufactured between 1975 and 1985.
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13
$2600 and 2000 gallons of gasoline over the winter season.**
Tangible savings of over $1000 per vehicle equipped with
Autotherm units during 5 year life expectance is probable. AF
wide saving's for 100 bases with 10 vehicles/base equipped with
these units would approximate $1,000,000 over a 5 year period."
(Attachment J)
The time that vehicle warmth is maintained is dependent on
weather conditions, vehicle interior volume, and the vehicle's
engine size. The Air Force data indicated that 2.3 litre - 4
cylinder engine maintained vehicle warmth for 35 minutes
whereas a 225 cubic inch (3.7 litre) engine maintained vehicle
warmth for 40 minutes under the same weather conditions. A
truck or police vehicle with a 400 cubic inch engine could be
expected to maintain warmth for significantly longer periods of
time, all else being equal. The Air Force results clearly show
that the device will maintain comfortable vehicle temperatures
for significant durations with the engine turned off.
Therefore, if used, the device will fulfill the applicant's
claims for improved fuel economy, vehicle comfort, and safety,
while decreasing maintenance costs and exhaust emissions.
The degree to which these advantages 'are realized will vary
with the amount of time that drivers will forego idling and use
the device. EPA asked the applicant if they had any
information on the utilization rates for the device (Attachment
K). Their response was as follows:
"We have no quantitative data on percentage use of the
Autotherm system and we •have had fleet administrators
-- primarily law enforcement -- decline to purchase
AUTOTHERM kits based on the fact that they did not
believe all of their drivers would use them. Those who
purchased the AUTOTHERM system usually ran a test and
determined that they could control usage and a savings
would result before ordering large quantities. A
number of fleet operators have told us the AUTOTHERM
system was so well received, they would probably have
the system installed for the comfort and morale of
their drivers even without a savings. We would not
j: expect 100% usage, but habits can be broken since it is
certainly more comfortable to sit in a parked vehicle
" without the noise, vibration and possible exhaust
** The Air Force estimates assume 200 hours of device use per
year for each vehicle. This would amount to 1.7 hours per
day for 120 days (4 months), which is significantly less
than EPA's assumed maximum usage. The Air Force also
assumed 0.76 gallons per hour at idle, whereas EPA assumed
a maximum idle fuel consumption of 1.0 gallons per hour.
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14
blowback of an idling engine. Another point regarding
those who leave the engine idling while they are not in
the vehicle is that they are breaking the law in all
but" four states by leaving the vehicle unattended with
.the engine running." (Attachment L)
One possible disadvantage of using the device is the potential
for draining the vehicle's battery and the attendant risk of
insufficient energy for starting. The Air Force report
included data on the device's current draw on two vehicles. It
ranged from 2 amps to 11 amps, but the highest draw with the
heater fan on low speed was 4 amps. The applicant's operating
instructions (Attachment I) specifically say "DO NOT operate
fan on high or medium high speeds while using AUTOTHERM." The
Air Force did not report any problems with insufficient battery
capacity and EPA's- judgment is that it will not cause a problem
on vehicles with properly maintained batteries and charging
systems.
Comments from vehicle operators in the Bureau of Standards
report and the Air Force report support the applicant's
statements. The author of the National Bureau of Standards
report said:
"I also discussed the invention with two members of the
Michigan State Highway Patrol and examined the
installation of their vehicle during a trip to Detroit
on February 26, 1980; their reaction to the device was
favorable and confirmed the performance claims of
approximately 1 hour's heat..." (Attachment E)
This vehicle had a large displacement V-8 engine.
The Air Force report included the following:
"The users were contacted for their comments on the use
of installed Autotherm unit. In all cases the
operators were very impressed with the comfort provided
by the unit without engine running. The taxi driver on
the day shift was very impressed with the unit since he
^ would sometimes park awaiting dispatch. With the unit
4 operating during these times his vehicle was always
' comfortably warm. The same comments were noted by
Security Police operators during the day-time and also
night operations." (Attachment J).
Because there are no significant disadvantages associated with
using the device on vehicles with properly maintained batteries
and charging systems, EPA's judgment is that the advantages of
using the system will motivate vehicle operators to use the
device.
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15
8. Conclusions
EPA fully considered all of the information submitted by
the applicant. The evaluation of the AUTOTHERM Energy
Conservation System was based on that information and the
results of an Air Force test project. Based on engineering
judgment, the National Bureau of Standards evaluation, and the
Air Force data, EPA concludes that, when used, the Autotherm
Energy Conservation System will conserve fuel and lower exhaust
emissions. In most cases, fuel savings should fall between
0.15 and 1.0 gallons of fuel per hour of device use. Engine
size and efficiency are the primary determinants of the actual
gallons saved per hour of device usage.
FOR FURTHER INFORMATION CONTACT: Merrill W. Korth, Emission
Control Technology Division, Office of Mobile Sources,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor,
MI 48105, (313) 668-4299.
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16
List of Attachments
Attachment A Patent Application (provided with 511 Application)
Attachment B "Fleet Fuel Survey," Form Number TC-101-9/83.
Attachment C Brochure AMFSB-36-1/82-25M, a sales brochure
without a title.
Attachment D "Engine Idle - Fuel Consumption Analysis,"
Example Study - Chicago Police Department.
Attachment E "Final Technical Review - Autotherm Car Comfort
System," OERI No. 004641, Office of Energy
Related Inventions, National Bureau of Standards.
Attachment F "Fleet Fuel Survey," Form No. AM-SB-EV-F-9-001
11/81-5M.
Attachment G Price List and Warranty, Form No. L-l-005-9/83.
Attachment H "Installation and Owner's Manual," P/N 01078
11/82.
Attachment I "Operating Instructions Label," Form No.
AM-D-6-2-4/83
Attachment J Recommendations Resulting from MEEP Project
Number H81-16C, Autotherm Heater, Car Comfort
System (AFR 77-5), September 22, 1982. Attached
to these recommendations is Project Completion
Report No. HP 81-16 on the Autotherm Heater.
Attachment K Letter of July 26, 1984 from EPA to Robert Jaeger
of AUTOTHERM Sales Corporation requesting
clarification of information in the application
and additional information.
Attachment L Letter of August 10, 1984 from Robert O. Jaeger
- of Autotherm Sales Corporation to EPA responding
,., to EPA request.
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17
ATTACHMENT A
^ t M H lire™
TQ> AjM^TQl WjQMf HIKES.E'. BRjESEMCgi SHAftH.
:BIlf J?|TJ?aS, THERE HAS BEEN PRESENTED TO THE
Commissioner of Patents ana T raaemarka
t
A PETITION PRAYING FOR THE GRANT OF LETTERS PATENT FOR AN ALLEGED
NEW AND USEFUL INVENTION THE TITLE AND DESCRIPTION OF WHICH ARE CON-
TAINED IN THE SPECIFICATION OF WHICH A COPY IS HEREUNTO ANNEXED AND
MADE A PART HEREOF. AND THE VARIOUS REQUIREMENTS OF LAW IN SUCH CASES
MADE AND PROVIDED HAVE BEEN COMPLIED WITH. AND THE TITLE THERETO IS.
FROM THE RECORDS OF THE PATENT AND TRADEMARK OFFICE IN THE
CLAIMANT(S) INDICATED IN THE SAID COPY. AND WHEREAS, UPON DUE EXAMI-
NATION MADE, THE SAID CLAIMANT(s) IS (ARE) ADJUDGED TO BE ENTITLED TO
A PATENT UNDER THE LAW.
NOW, THEREFORE. THESE Letters Patent ARE TO GRANT UNTO THE SAID
CLAIMANT(S) AND THE SUCCESSORS. HEIRSOR ASSIGNS OFTHE SAID CLAIMANT(S)
FOR THE TERM OF SEVENTEEN YEARS FROM THE DATE OF THIS GRANT. SUBJECT
THE PAYMENT OF ISSUE FEES AS PROVIDED BY LAW, THE RIGHT TO EXCLUDE
iERS FROM MAKING. USING OR SELLING THE SAID INVENTION THROUGHOUT THE
JTED STATES.
3n testimony toljeuof
Aa/ict ' a/id ' caaiecS Me
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18
United States Patent
[Ml
ENERGY SAVING CIRCULATING SYSTEM
FOR VEHICLE HEATERS-
[73] Inventor: Francis J. Perhati, Harrington, 111.
[73] Assignee: Autothenn, Inc., Harrington, III.
[21] Appl. No.: S9.94S
[22] Filed: JuL 23, 1979
Related VS. Application Data
[63] Continuation-in-part of Scr. No. 911.661. Jun. 1.1971,
abandoned.
Uil
(»]
[581
InLO.»
U.S.CL
[56]
B60H 1/02
237/12.3 B; 318/341;
307/315; 417/420; 417/423 R
Field of Search ...— 237/12.3 B. 12.3 R;
417/420. 423; 307/315; 123/142.3 E; 318/341
References Cited
U.S. PATENT DOCUMENTS
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2.170,032 »/1939
2J30.0SI 1/1941
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2.612.SI5 10/1952
417/420
_237/»R
237/113 B
2)7/11) B
._ 417/420
417/420
123/142.3 E
[11]
[45]
2.801,802 a/1957 Jacluon
2,941.477 6/1960 Dallon
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3.306.221 2/1967 Goodpauure
3,626,148 12/1971 Woytowich .
4,308,994
Jan. 5, 1982
237/12.) B
237/12.3 B
237/12.3 B
.__ 237/11) B
417/420
417/423
237/12.3 B
_ 417/420
T. 123/142.5 E
OTHER PUBLICATIONS
Electronic Design 7, "Switch your High Power Supply
Design". Apr. 1.197S. pp. 116-12Z
Solid State Design "of the Darlington Pair". Jun. 1962.
Primary Examiner—Henry C Yuen
Aaatani Examiner—Henry Bennett
Attorney. Agent, or firm—Alter and Weiss
[571 ABSTRACT
An unproved low power drain circulating system for
vehicle heaters utilizing a magnetic motor power assem-
bly for selectively circulating hot water from the vehi-
cle's engine to the vehicle's heater, even when the en-
gine is shut off, and having self-contained control cir-
cuitry to further the economical power consumption of
the system.
2 Claims, 5 Drawing Figure*
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4,308,994
1 2
heated air is supplied to the vehicle, while the engine is
•rorv HAVING CIRCULATING SYSTEM FOR shut off. Thus, the already existing automobile's hot
E.SERGY yJijcLE HEATERS water system is utilized directly without provision of an
' auxiliary valve control circuit system.
• . . . j in 0^ Of my previous applica- J Improvements to the systems shown in U.S. Pat. No*.
• ^L1* MCI11 «l 1 now abandoned, filed on June I. 2,230,051 and 2.170,032 have been made in such patents
•97» titledI ENERGY SAVING CIRCULATING as that of Jackson. U.S. PaL No. 3,801.802, which
SYSTEM FOR VEHICLE HEATERS. teaches the use of integrated motor pump assemblies
TTiis invention relates generally to vehicular and which are directly inserted into • vehicle's hot water
automotive heaters; and more particularly, to improved 10 circuit. Additionally, automatic on/off switching de-
energy laving auxiliary fluid circulating systems which vices and thermostatic controls have been devised to
can b* selectively used when the vehicle's engine is improve the operation and effectiveness of the type of
turned oft auxiliary heating system as set forth, for example, in
In the area of vehicular heating systems, it is benefi- ij.S. PlL No. 2,230,051.
cial to selectively circulate the engine's "cooling" fluid. 1J There are basic problems inherent in the presently
even while the vehicle's engine is not running. For available auxiliary hot water systems for providing hot
example, the user of the vehicle then utilizes the vehi- wtter (-^^1,^0,, through the automobile heater, even
cle's heater, while the vehicle's engine itself is shut off wni]e ,ne engjne ;, not ^ing operated. The hot water
by circulating heated fluid through its "eater. Many system of most present day vehicles is pressuriied. The
benefits accrue to the user of such a system who does 20 ^ pre$$ures lccentuate the necessity of preventing
not have to run the vehicle's engine to obtain heat from \ea]Ul&e> especially around the shaft of the auxiliary
the vehicle's heater in cooler weather pump ^^ -m Ae tluuliiry circulating systems.
Wiih conventional automotive heater systems, for Solving the leakage problems by increasing, the pack-
example, the user must keep the engine idling to keep . ^^ ^ jhift m lccentuate$ ^o^ M.
the vehicle's heater functional, whether he isdnvmg or 23 |fand ^^ ,em ;ncreaii ,he fricti
noL Thus, vehicles which are parked for eumpfemust ^ mn^aeM fncreasing Jhe system', power drain-
w«te precious energy, pollute he aunosphere and ac- fj^u^ w ^ effete. ^ ^ £ser,y m itl
tually foul present day "«*«?%£»'* en«inei m& usage of thefonited power available.
to obtam heat from the vehicle sheater invention relates to the novel combination of
The ability to circulate, independently of the veni- JO . ....... .
de^enginX already heatedfluid within the vehi- P"* f* controls which minimize power usage; and
de'I circulating apparatus or fluids heated by devices. nonedie ess. provuJe an extremely reliable long lived
^Serslon^eater*. enables extended use of the cuculating system for vehade beaten.
vehicle's heater to transfer w«m air into the vehicle's A magneUcally coupled "flow through" cenUrfugd
pusenger compartments. The need for vehicular heater 35 P""' f6™"* B P""1" m «»^tenl1caP»b!e °f ctT^'
systems that can warm the passengers, even when the **** >>(« water through a vehicle's heater, when the
vehicle engine is turned off. has long been recognized; *»*>"* °rAe velude » shu« off- T"6 comb,nat,on of the
and accordingly, systems have been designed to fill that heater circult *"* » magnetically dnven centrifugal
need pump assembly preferably utilizes the type of pump
Systems utilized to continue the circulation of the <0 """bly described in Zimmerman, U.S. PaL Nos.
vehicle heater system's hot water, even when the engine 3,074,349, 3,117.526 and RE 26,094.
is shut off. have been disclosed in such patents as those The use of a magnetically driven centrifugal pump
of Page. U.S. PaL No. 2,170.032, and of Conklin, U.S. assembly in a vehicle's hot water circuit, which enables
PaL No. 2,230,051. : "** °ftne heater, when the vehicle's motor is off, yields
The system'disclosed by the Page patent basically 45 significant advantages to the user. The lack of bearings
utilizes an independent pump and motor incorporated in tne motor pump assembly, as well as seals, improves
into the vehicle's hot water circuitry. The Page system, '"« longevity of the motor pump device and decreases
because of its reliance upon additional hot water cir- 'he power required by the pump assembly, while secur-
cuitry. requires the utilization of valve means so as to '"g «se '" installation and repair of the system. The
restrict flow to the original vehicle's hot water circuit, SO magnetically driven pump is particularly effective in the
when the engine is temporarily shut off and the battery auxiliary circulating system, because of the intense heat
activated independent motor is used. and corrosiveness of the circulated water. The circu-
The Conklin system discloses a simplified version of lated water contains inherent rust particles and water
the Page apparatus which requires no additional hot additive chemicals which have an extremely detrimen-
water circuitry, but rather uses an electric motor driven 53 tal effect on conventional motor pump assemblies caus-
pump which fits directly into the already existing auto- ing failure in these assemblies. More particularly, the
motive hot water circuit. As opposed to the Page sys- special additives and foreign panicles circulating within
tern, in which a separate spur circuit has to be used, the hot water system decompose and interfere with
Gonklin's use of a pump with a specific construction bearing assemblies and seals on conventionally driven
allows the passage of the engine generated hot water 60 centrifugal pump assemblies.
^hjpugh the pump itself, when its electric motor is not A magnetically driven centrifugal pump assembly is
activated and the engine is still running. relatively impervious to foreign matter and additives.
Alternatively, in the Conklin system, when the en- since no motor shaft orifice is needed in such a pump
gme is temporarily shut off and hot water is available in assembly, so that the contaminated water and chemicals
the vehicle's cooling system, the electric motor driven 65 flow through a totally enclosed portion of the pump and
pump can be activated to provide auxiliary pumping are precluded from ever entering into or interfering
means through which the hot water is circulated with the mechanical portion of the pump shaft. Thus,
through Ihe heater's hot water core. In this manner, leakage problems at (he pump shaft are eliminated.
-------
21
3 *
In the magnetically driven pump used, for example. and interference to the motor pump assembly from hoi
the only parti with which the contaminated water . and corrosive water and additives circulating through
comes into contact are formed of appropriately chosen the vehicle's hot water system, as well as to minimize
thermoplastic resins, such as nylon; thus, minimizing the friction and to eliminate the possibilities of water leak.
corrosive and interfering 'aspects of the contaminated 5 age through a motor shaft pump blade connective ori-
water. It has been found that even though the impeller lice.
magnets are not in the main flow path, there is no ad- Additionally, it is an object of the present invention
verse build up of ferrous panicles at the impeller mag- to: (t) eliminate the need for entrance of the motor shaft
nets. into the actual housing of the pump through which the
Should clogging ever occur due to the flotation of 10 hot water of the vehicle passes; (2) keep the impeller
larger sized panicles and accumulated smaller particles magnets out of the main flow path of the pumped fluid;
within the heater circuitry, such a magnetically driven and (3) utilize non-metallic parts within that portion of
centrifugal pump assembly requires only that the mag- the pump through which the pressurized hot water and
nclically driven impeller blade itself be removed for corrosive additives pass.
cleaning. Additionally, less electrical power is ex- IS It is a further object of the present invention to pro-
panded, when the magnetically driven centrifugal pump vide a compact, easy-to-insull motor pump assembly in
is used, since less usable energy is lost through friction the vehicle's existing hot water circulating system
of seals, bearings, and the like. Further, because of the which is easy to unclog and repair, is not subject to
compactness of the magnetically driven pump assem- corrosion, rusting or leaking and one which requires
bly, the installation is more easily accomplished, less 20 significantly less electrical power drain through » more
space is required and the system is thus more attractive efficient power transmission device. '
to the after-market purchaser. Yet another object of the present invention is to pro*
Utilization of • centrifugal pump in such a system vide auxiliary vehicular heating systems which have
enables flow of water to a vehicle's heater, whert the controls that are virtually independent of the originally
engine is running and pumping the water, while the 25 supplied control circuitry and further reduce the power
centrifugal pump is de-energized, since the physical drain of the original circuitry.. - . ^
characteristics of a centrifugal pump enable the flow of The novel combination of a heater'circulating system
water therethrough in the same direction as originally usable when the engine of I vehicle is off, together with
driven by the main water pump. a magnetically driven centrifugal pump assembly and
Similarly, the use of the present invention with an 30 unique pump and fan control circuitry enables these
immersion heater, which can heat the circulated fluid* advantages and extend use of the auxiliary heating sys-
of • vehicle separately and independently of the vehi- tern; in contrast to prior art systems that are prone to
cle's engine enables more effective utilization of the leakage and excessively drain the batteries.
immersion heater for maintaining engines at tempera- The present invention is a vehicular hot water circu-
tures that will facilitate, starting the engine, even at 35 lating system for circulating the hot .water in a water
extremely low temperatures. cooled vehicle so as to enable use- of-the vehicle's
A, problem common to all auxiliary vehicular, heating heater, when the vehicle's engine is temporarily shut
systems used primarily while the engine is not running is off. An independently driven circulating pump is post-
that of power drainage. The battery life is limited. tioned in the vehicle's engine block to and through said
Therefore, to provide a workable and practical com- 40 vehicle's hot water heater, returning back to the vehi-
mercial system, it is necessary to minimize power loss. cle's engine block. The system comprises a magnetically
The power loss occurs in running the motor driven coupled centrifugal pump assembly integrated with an
pump and in the auxiliary vehicular heating system electric motor, such that the circulating pump passively
control circuitry. Thus, both have to be power efficient allows passage of hot water to the vehicle's heater,
Another problem faced by auxiliary vehicular heat- 45 when the hot water is driven through the hot water
ing systems is that as the original equipment automatic heating circuit by the vehicle's engine. It b additionally
temperature control systems become more complicated, capable, through activation of its electric motor, of
it becomes more difficult to incorporate auxiliary vehic- continuing the circulation of the vehicle's still hot wa-
ular heating systems without adversely affecting the ter, when the vehicle's engine is shut off; thus, enabling
operation of the original equipment 50 effective use of the vehicle's heater. ..
Accordingly, it is an object of the present invention The magnetically.coupled motor pump assembly is
to provide new and unique auxiliary vehicular heating installed into the vehicle's existing hot water heater
systems which are readily installed without upsetting circuitry most easily by simply severing the present
preexisting systems, use a minimum amount of power, circulating conduit, attaching one end of the severed
and nonetheless are long lived and reliable. 55 conduit into the input line of the circulating pump and
It is a related object of the present invention to pro- similarly placing the other line of the severed conduit
vide an integrated motor,pump assembly for installation into the output line of the circulating pump. A control
into a vehicle's original hot water circulating system to box comprising solid state circuitry is used for control-
enable utilization of the vehicle's heater, when the vehi- ling the operation of the auxiliary pump for the hot
cle's engine is turned off. Even more prolonged and 60 water circulating system and vehicle heater fan. The
continuous usage of the heater can be made possible controls of .the control box enhance the auxiliary pump
through utilization pf the invention with a remotely system and electrically isolate the auxiliary system.
operable immersion heater which serves to heat a vehi- Electrically, the control box is attached to the ignition
cle's circulated fluids apart from the fluid heating char- coil primary, for example, and also to' the heater fan,
acteristics of an operating engine. 65 and to the prior power connection of the fan. .
It is a further object of the present invention to re- When the vehicle's engine is shut off, the motor pump
duce the dependence on bearings and seals within such device which has been placed into the hot water cir-
a motor pump assembly, so as to prevent decomposition cuitry of the vehicle can be activated through the con-
-------
22
4,308,994
•* •
r bv thermostatic controls. The
m»nuslly or oy continue* circulation
um vehicle.j healer so *
irol bo* m»nusy continue* circulation
.ctivition of the motor pump .
ef the still hot water
ef the st o w ]e a runctioning heater,
10 allow the user or su . fl^ye shortly
which otherw.se would nonnall y be
.flcr the vehicle * engine
*£ heifer de~« in one embodiment can prolong the
uqn ns«iEi u more, so as to avoid premature
healer s uuge e*5™^ n
-------
23
4.308,994
7 8
segregated and sealed from contact with any portion of The speed of the motor is controlled by varying tht
the motor, the motor shaft 21 or magnetic yoke 20. off time of the transistor Ql: i.e. the low output of the
Upon entry of caustic, hot radiator wster through astable circuit'42. This is accomplished by varying the
input orifice 13, this liquid is segregated within pump discharge time of capacitor Cl rather than by the en-
chamber 24 and cannot drip down into vacant space 25. 5 ergy consumptive use of resistors to vary the current
Thus, no seals, bearings, or the like, have been utilized flow. Capacitor Cl is coupled between the threshold
or are needed to connect motor shaft 21 to rotating input 6 of circuit 42 and ground. It is normally charged
pump impeller blade 16. The lack of shaft packing over a circuit that includes positive battery at the input
lengthens the life of the pump and reduces the power of circuit 41, conductor 62, resistor R3 and diode Dl.
,jram. 10 When transistor Ql conducts responsive to the oscil-
In one preferred embodiment of the invention the later output, then capacitor Cl discharges over a cirruil
impeller magnet base 23 is removed from the main flow that includes diode D2, conductor 66, terminal 2 of
circuit that extends from input orifice 16, chamber 24, circuit 41. conductor 52, armature SIB to either the
around blades 16 and out orifice 12a. The metallic parti- high or the low speed connections of switch SI. For the
cles normally found in the coolant of the cast iron en- ls high speed connection, the circuit continues through
gine, however, do not build up on the magnet 23. contact Sl-4. conductor 44, terminal 3 of circuit 4V
A top elevational view of pump impeller blade 16 and conductor 67, and through resistor R2 to the discharge
impeller blade base 23 is shown in FIO. 4. Blade orifice terminal 7 of circuit 41 which is low at this time,
26 in the center of blade 16 enables the insertion of blade When switch SI is in the low speed position, then
16 over a spindle emanating from the bottom portion of m *rmature Sl-B is coupled to contact Sl-2. conductor 43,
the pump chamber itself, around which blade 16. re- terminal 1 of control circuit 41, conductor 68 and
volves. ' through resistor R2 to the discharge terminal 7 of cir-
Means are provided for automatically operating both «iit «»• Resistor R2 is approximately twice as large a*
the circulation device 7 and the fan of the vehicle heater „ '«««>r R»: «"d therefore, the discharge time is longer
"and for isolating the circulating system controls from a by a factor of approximately two. The output of the
the original temperature control circuits of the vehicle. «ntrol circuit thus vanes the fan speed in an
position or the high fan position of the switch SI. It Cner8v cfficient manner- The pump is also controlled by
should be recognized that other circuits could be used $wrtch S1- Wh"1 the swltch B »' elther the h'8h or the
in place of the astable oscillator. » low Se"in8- the PumP °P«rl"« « does pilot light PI.
The low fan position of the switch is when the dou- However, if the ignition sw.tch is on. relays Kl and KJ
ble-pole. double-throw armature contacts S1A. SIB °Perate »nd the PumP and Pilot ''8ht are disconnected
connect to contacts Sl-1 and Sl-2. respectively. The frora P°wer. whl'e the fan obtains its power over the
high fan position includes contacts SM and Sl-2 con- reSular circuitry. •
nected to armature contacts S1A and SIB. respectively. 55 . In a preferred embodiment, the components have the
The astable circuit 42 provides an output pulse that following values:
effectively operates the fan motor. More particularly,
the output pulse causes the emitter of transistor Ql to HI - 360K Ohmi ci - o I pfd.
-i also pulse. When the output of 42 goes low, the low is RI - tiOK Ohmi C2 - .01 ^rd.
transmitted to the base of transistor Ql over conductor 60 RJ • »IK Ohm CJ - 21 ?rd.
' .61 and biasing, resistor R4. Responsive to the lows on R4 -
-------
24
ind
4,308,994
are operated, closing
10
tcra through the heater. -„„,«,,.
At that time, with the ign.tion on. K2-2 contacu. .
c--o*c, K7-1 contacts open so that the fan motor 9 «
o'-xnied through conductor 54 connected to its normal J(J
control circuitry. When the ignition switch is off. then
contacts KI-1 close to energize circulator device 7 and
contacts JCO-1 close to energize the fan motor through
the current control circuitry 41.
Thus, to connect the improved circulating system for ,}
vehicle heaters, the lead to the fan motor 9 is removed
from the fan motor connection and attached instead to
the terminal connected to the movable contact of
conucts K2-1 A lead 56 is connected to the negative
voltage. A lead 53 is connected to the ignition coil 20
primary or any other ignition on only source.
With the control circuit in place then circulator de-
vice 7 U operated any time the ignition is off until the
coolant cools sufficiently to open thermostat 33. A
twitch may be used in series with thermostat and con- 2J
ductor 34 to enable an operator to manually disconnect
the circulator device 7. Thus, the system with its con-
trol circuitry is isolated from the original temperature
controls in the vehicle and further reduces- the current
drain caused by the operation of fan motor 9.
The foregoing description and drawings merely ex-
plain and illustrate the invention, and the invention is
not limited thereto, except insofar as the appended
claims are so limited, as those skilled in the art who have
the disclosure before them will be able to make modifi-
cations and variations therein without departing from
trie scope of the invention. The utilization of a centrifu-
gal type pump assembly, for example, describes only
one pump embodiment usable in the present invention,
sjnd the circulating s'ystem is not limited as to such. ,
30
1. An energy-saving, pressurized hot liquid circulat-
ing system to circulate hot liquid from a liquid-cooled '
vehicle engine through the vehicle's heater, said vehicle 4j
of Ihe type having an electric storage battery to' ener-
gize certain of the vehicle's accessories, and having a
hot liquid circulating system of the type including *
radiator, engine liquid jacket, and said heater,
said system comprising: ' 50
means to pump said hot liquid through said vehicle
heater when said engine is turned off,
said pump means receiving its driving power solely
from said vehicle battery;
conduit means coupling said vehicle heater to said 55
liquid jacket.
said pump means positioned in series with said con-
duit means intermediate said vehicle heater and
said liquid jacket.
said pump means being of the centrifugal type having
a motivating impeller driven responsive to the
rotation of a drive shaft of an electrical motor,
means for magnetically coupling said motor shaft to
drive said impeller, "' • • • •"
said magnetic coupling means adapted to drive said
impeller without requiring said motor shaft to pass
through said conduit,
said impeller being mounted on an impeller shaft,
said impeller having a base magnet attached thereto,
said impeller being enclosed in a non-metallic casing,
said casing having a protruding portion for receiving
said base magnet of said impeller,
• said impeller shaft extending through said cylindrical
magnet and said impeller; and
means for mounting said impeller shaft entirely
within said casing to enable rotation of said mag-
netic coupling means about the outer periphery of
said protrusion to thereby shorten the lines of flux
between said base magnet and said magnetic cou-
pling means whereby, when said motor shaft ro-
tates, it more effectively causes said base magnet to
rotate; and
means to control the operation of said vehicle fan and
said pump means,
said control means including an electrical relay,
said relay operated responsive to the operating or
non-operating of said engine,
first and second normally closed contacts on said
relay.
said first contacts connected in series between said
battery and said pump means, and
said second contacts connected in series between said
battery and said vehicle fan,
said relay directing electrical current to said fan when
said engine is non-operating,
said control means further including relatively, non-
resistive intennittenly operating switching means
to control the speed of said vehicle fan when said
second contacts are closed, in order to minimize
power drain of said battery,
said first contacts directing electrical current to said
pump means to operate said pump means when said
engine is non-operating.
2. The apparatus as recited in claim 1 including man-
ual switch means to selectively complete a circuit be-
tween said fan means and said pump means to said bat-
tery,
said fan speed control means includes means to con-
trol the current to said fan,
said fan spaced control means positioned intermediate
said relay and said switch means.
-------
AUTOlHERJvY
fuel saving car heating system
FLEET FUEL SURVEY
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Birmingham. Alabama
Anchorage. Alaska
Fairbanks. Alaska
Junaau. Alaska
Flagslall. Acliona
Phoenli. Arizona
Tucson. Ariiona
Little Rock, Arkansas
Bishop. Calllomla
Ftesno. California
Sacramento. California
Oenvef. Colorado
Grand Junction. Colorado
Hartford. Connecticut
Bridgeport. Connecticut
Wilmington. Delaware
Washington. 0. C (Dulles)
Washington. D. C (National)
Pensacola. Florida
Tallahassee. Florida
Atlanta. Georgia
Savannah. Georgia
Boise. Idaho
Lewi lion. Idaho
Pocalello. Idaho
Cairo. Illinois
Chicago. Illinois (O'Hare)
Moline. Illinois
Springfield. Illinois
Indianapolis. Indiana
South Bond. Indiana
Des Moines. Iowa
SHHI> City. Iowa
Goodland. Kansas
Wichita. Kansas
Louisville. Kentucky
Baton Rouge. Louisiana
Snreveporl. Louisiana
Portland. Maine
Baltimore. Maryland
Boston. Massachusetts
Worcester. Massachusetts
Detroit. Michigan
Grand Rapids. Michigan
Marquelle. Michigan
Ouluth. Minnesota
Minneapolis/St. Paul. Minnesota
Jackson. Mississippi
Kansas Cily. Missouri
St Louis. Missouri
Sprmglield. Missouri
Billings. Montana
Great Falls. Montana
Omaha, Nebraska
ScotlsWutl. Nebraska
Las Vegas. Nevada
Reno. Nevada
Mean Number ol
Days Requiring
Vehicle Heater
121
248
282
Me
273
n
80
123
203
M
7T
22Q
198
198
160
162
177
134
77
98
120
98
184
154
231
128
191
196
179
180
184
198
210
218
174
152
86
97
220
159
158
208
199
208
220
245
217
lit
169
168
165
211
217
197
229
98
247
Concord. New Hampshire
Atlantic City. New Jersey
Trenton. New Jersey
Albuquerque, New Maitco
Albany. New York
Buffalo. New York
New York. New York
Syracuse. New York
Ashevtlle. North Carolina
Greensboro. North Carolina
Wilmington. North Carolina
Fargo. North Dakota
Bismarck. North Dakota
Cincinnati. Ohio
Cleveland. Ohio
Dayton. Ohio
Toledo. Ohio
Oklahoma Clly. Oklahoma
Tulsa. Oklahoma
Portland. Oregon
Medlord. Oregon
Pendlelon. Oregon
Allentown. Pennsylvania
Erie. Pennsylvania
Harrlsburg. Pennsylvania
Philadelphia, Pennsylvania
Pittsburgh. Pennsylvania
Providence. Rhode Island
Charleston. South Carolina
Columbia. South Carolina
Sptrtanburg. South Carolina
Aberdeen. South Dakota
Rapid Clly. South Dakota
Stou« Falls. South Dakota
Knonvlile. Tennessee
Memphis. Tennessee
Nashville. Tennessee
Amarlllo. Tanas
Dallas, Tenas
El Paso. Tenas
Wichita Falls. Texas
Salt Lake City. Utah
Burlington, Vermont
Richmond. Virginia
Norfolk. Virginia
Roanoke. Virginia
Seattle. Washington
Spokane, Washington
Yaklma, Washington
Charleston. West Virginia
Parkeraburg, West Virginia
Green Bay. Wisconsin
Milwaukee. Wisconsin
La Crosse, Wisconsin
Cheyenne. Wyoming
Sheridan. Wyoming
Mean Number ol
Days Requiring
Vehicle Heater
236
170
148
182
213
199
140
197
164
145
104
240
246
158
IBS
177
205
142
145
104
151
143
188
194
187
160
170<
182
97
122
128
240
228
229
132
119
137
169
,101
124
130
191
220
146
115
1S2
91
201
209
181
158
223
205
211
232
252
DURATION OF AUTOTHERM HEATING
CYCLE AT VARIOUS TEMPERATURES
-40
30
60
MINUTES
90
120
AUTOmjERM
r •« S&fc*
-------
27
ATTACHMENT C
The AUTOTHERM Energy Conservation System continues
to circulate hot water Irom the engine block, through the
vehicle heater ... with the ENGINE OFF. This eliminates
engine idle, safely maintains interior warmth, and saves $750
to 51.500 in fuel and maintenance costs per vehicle per year.
The AUTOTHERM Energy Conservation System also in-
creases vehicle service intervals and vehicle life and reduces
air pollution and catalytic muffler burnout.
A snail circulator, easily spliced into the heater hose, au-
tomatically continues to circulate engine coolant through the
heater when the engine is turned off. The vehicle may be
safely parked and locked while the interior keeps warm and
windows and door locks stay free of ice and snow. The vehicle
is ready to go on a moment's notice. When water temperature
drops to 95° F., a thermostat automatically shuts off the
AUTOTHERM system. This is beneficial during inclement
weather when operators are absent from the vehicle.
The magnetic coupling eliminates shaft seals which wear
and leak in pressurized cooling systems. The AUTOTHERM
Energy Conservation System is guaranteed against leakage
for the life of the original installation. It also results in low
power drain from the limited supply of the battery, drawing
less than one ampere of current to pump three gallons of
water a minute. The vehicle circulating fan, normally left on
low or medium once the vehicle is warmed, adds 6 to 7
amperes, but this is still not a significant power drain over the
maximum heating time available. Heating time depends on
outdoor temperature and engine size. Four hundred C.I.O.
engines with heavy duty cooling systems keep interiors warm
approximately 2-2V» hours at 32° F. At -15° F. and no wind,
heating time will be about one hour.
Operation of transistorized communications systems, while
the AUTOTHERM Energy Conservation System is in opera-
tion does not add substantially to the power drain. Vehicles
equipped with strobe type emergency lighting can also be
operated with the AUTOTHERM Energy Conservation Sys-
tem without any danger of discharging the battery.
The new "T" or test version of the AUTOTHERM Energy
Conservation System is often installed in test fleets or test
vehicles to determine AUTOTHERM'S effectiveness as a
conservation device. This effectiveness is measured by the
SERVIMETER™ Hour Meter. The SERVIMETER logs the
hours of AUTOTHERM use. This helps management mon-
itor engine use, until the habit of idling while stationary is
discontinued.
Drivers' oarooned In severe cold weather and snow, can
survive for days with a full tank of gas by cycling the engine for
five to ten minutes each time the AUTOTHERM Energy Conser-
vation System shuts off—rebuilding the heat in the cooling
system for another period of vehicle heating with the engine off.
Passenger compartment heater
j-» AUTOTHERM thermostat
Water return to engine
AUTOTHERM circulator
The AUTOTHERM Energy Conservation System fits al-
most all water cooled vehicles except some models equipped
with Automatic Temperature Control Air Conditioning. The
system is complete and can be easily installed in less than
one hour. It operates automatically and has an on-off switch to
turn the system off during the summer months or when the
vehicle is garaged for extended periods of time. A pilot light
indicates system operation.
U.S. a"d Foreign Patents Pending and applied lor
. AUTOTHERM. Inc 1980 ' AMFSB-36-1/82-25M
The AUTOTHERM Energy Conservation System has been
tested and is now used in thousands of federal, state, city,
county and village vehicles throughout the U.S.. Canada and
Europe.
Write or call the factory direct or your local equipment
distributor for further technical information, your own fleet fuel
survey, a free demonstration, or Bulletin AM-HM-23-000.
Be prepared for winter with the AUTOTHERM
Energy Conservation System (model 2100) or the
AUTOTHERM Energy Conservation System with the
SERVIMETER™Hour Meter (model 2100 T).
AUTOTKERM Sales Corp
314 E. Main Street
Barrington, Illinois 60010
312/381-6366
Printed in U.S A.
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28
i<-:"£;g-y~.^i&m]niajt93 Spark. Plug Fquli
'''""' " ''increases Engine Perfbrma
' ' Vehicle Life, and Oil.Rlte
Oil Change .Intervals •••••
, .,;-"'..:-.: . •'Vehicle? are readyto go/on a moment^ h6tice\ ' ^Reduces Air Pollution. CaU
> bome'stic'and foreign cars ':;'. "• • A great advantage for: emergency calls, shirt:. -V: ..'. . Muffler Burnout, and.the
• Any vehicle with a water '.- changes, or meal breaks .."y .' . ' ;'; .- '. Danger of Carbon .'•"_.
-•cooled engine -.;' .: -''•',.:'':; ''•' .•'•••••'• '"••'• • •"'-J. - -r,.;:- ••''•"' ': : '.•;.:•:•:• -..':.i Monoxide Poisoning ..
-------
29
ATTACHMENT D
ENGINL IDU - FUEL CONSUMPTION ANALYSIS
Organization: Example Study - C.P.D. Date: Mav. 1981,
Went worth _,— .
Address:
219
Chi
IL 60609
GALLONS CONSUMED PER HOUR e IDLE:
Multiplied by
NUMBER OF HOURS g IDLE PER DAY:
(Total all shifts) - Based on winter test:
1980-1981
Mill tip! ird l>y
10
AVtRAGU NUMULR Of PLLLT IN DAILY itHVICL
(Total all shifts)
Multiplied by
DAYS OF HEATER OPERATION PER WINTER SEASON:
Multiplied by
AVERAGE COST OF FUEL PER GALLON:
Equals
TOTAL COST OF FUEL CONSUMED BY
FLEET IDLE TIME:
Minus
COST OF AUTOTHERM:
Equals
AVAILABLE FUNDS DUE TO CONSERVATION:
' ***********
FUEL CONSUMPTION RATES
2.520
201
1.20
S6.078.240 or
5,065,200 gallons
S570.528
$5.507.712
( A 965% return on investm<
ENGINE IDLE R.P.M.
300 to 3'jO C.I.D. engines consume approximately
1.2 g.ilions per hour p idle.
350 to A00 C.I.D. engines consume approximately
'•35 gollon* per hour H idle.
'i()0 In 'i',,0 (..I.I). ••niiiiii". t.oir.uiMi' .i|i|imxIni.ilcly
1.7 gollons per hour t "
By:
* Note, this is for the first year, and doesn't indicate the additional
savings available; multiplied by years of vehicle life cycle.
-------
30
ATTACHMENT E
FINAL TECHNICAL REVIEW
Autothertn Car Comfort Systen
OERI No. 004641
Introduction
A for evaluation on
The "Autothenn Car Comfort S*«tMV" "n"^'first- stage reviews
November 21. 1978. It was *"*"** F™*^** feasibility but
receiving favorable reports with regard tc' "«B1C submission was
showing some question with regard « -ergy "V ngs _sCflge l &l
then sent to Chi Associates. Inc. for review at tn potential,
This review was not definitive with r.gu:t« f £« J»£* invjiicor on the
particularly with asaessment of the data furn™d.d;jitionlli review of the
savings by a number of independent police groups. *ddj£°;8.oci.ce.f Inc.
second-stage level was therefore requested of Mueller A
with emphasis on review of these data.
On November 15, 1979, the inventor met ^.^^m^^T^ two
components used in his system. I also discussed «*• «™ inscailation
members of. the Michigan State Highway Patrol •«•£««•* 36, 1980; their
on their vehicle during a ^trip to ^tr°l< "Jj^f* *ormance claims .
reaction to the device was favorable and Confirmed the per
of approximately 1 hours "heat in a Ford vehicle having a W
One of the most critical ^arts 'of this system is^an en„„ .ffieUnt pump.
A magnetically coupled pump has been developed for this p P
: patent has been applied-for this component. . • •
The inventor's company has been awarded a contract, "^nirtMtio?.687 The
period 7^-79 to 3-31-80 by .General Services ^^S^G.25 under
•Ltotherm is. listed in the Federal Supply Service catalog
Manufacturing Code EVK-2000-1.
The inventor seeks funding to improve this P"d«ct£»d ^^.^ overall
chat it would have a larger potential market and afford a greate
savings in actual fuel consumption.
Description
The "AutoChem, Car Comfort System" is designed to provide, he.t inj^vehicle
during oxt^nded periods when the vehicle is not moving .nd the eng
normally be idling. This system allows the engine to be tu««d ^
still supplying heat to the heater The h..< fro. the co.» ^
engine block and the radiator is made available to the' h"eerh/av.ilabiB
-an auxiliary pump, with the necessary controls for •***™™*u™i\ reduced
'heating.time. The system operates until ^"f"* ""^"SIcJ the heat
to "the point where heat transfer becomes inefficient In eftec
from th'e engine in cold weather is therefore transferred to the^ in
'the vehicle instead of allowing it to be «»»P«"d " ^ °^side
environment. Heating for periods up to 1 hour»/^"^ely ob" ned.
temperature, engine, and coolant capacity, can be effectlveYch° i-ht be
This system therefore provides the means for saving the fuel which mightbe
used during an hour of idling to maintain the heater operation in a parKea
vehicle.
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31
1. Police and law enforcement vehicles
2. Taxicabs
3. Limousines
4. School buses
5. Utility vehicles
6. Delivery vehicles
7. Salesmen's vehicles
8. Government vehicles
9. Postal vehicles
10. Ambulances .
11. Funeral, vehicles
12. Recreational vehicles
Technical. Discussion . • . .
j*T understood engineering
The "Autotherm Car-Comfort System-is a r^^ed only by testimonials
design. Howdver, the actual^performance .is confirm ^ abbreviated
from users and claims by the ™™ltot'*°\£*-perfonnance claims.
engineering analysis has been made to verify rte pe
j ~innr svstem radiates-to
The heat contained in the hot engine block and ^U^ / the.Auto-the™
the exterior environment at the ,same £~ '^'J^.. approximately half
System co heat the interior of tte..w^J;tJ^S: of-the vehicle. For-.the
of the heat is available ^or heating the i^eriw P^ ^_
following -calculation, a number •*™X*t£* a£fect the conclusion
• differences in these assumptions -should not .
appreciably.
, = 96 cubic feet
Average passenger car volume
Average passenger-compartment size ^ ^ ^ ^^
Height 41 inches = 5. 5 feet
Length 65 inches • '- 5*0 feet
Width 60 inches
Surface area of windows, walls, roof, and ^°Jrgquare fe^ct
2 x .5 x 5.5 _ . js'o square feet
2 x 3.5 x 5 m 38.5 square feet _
2.x3.5x5.-5 128.5 square feet
Total Surface Area
"'*'•• - -»9°F
Outside temperature - -^o
Inside Vehicle Temperature = 65 f
Temperature Difference - 33 *
Conservatively,2one may assume a heat transfer coefficient on the ord.r of
one Btu/.hr .-.f t F,- so .,tu . _ -'A240 Btu/hr,
Heaf lost fromivehicle - 128.5.x 33 x- 1 - ; 2op
nr "• it *
-2-
-------
. 32
Since Che heat radiated irom u pur MUM iu uppruximulcly 4BU lltu per hour it
cun be seen Chut even wit.li Lwo people in the. cur it IM' nut pOBuible Lo
maintain the inside temperature of the cur under theue conditions.
The heat supply from the engine will depend upon the weight of the engine
and the amount of coolant in the system. If the following assumptions are
made:
Engine Weight - 500 pounds
Cooling System Capacity - 5.5ogallons
Radiator Temperature, Hot - 210 F
Radiator Temperature, Cold, o
at which Autotherra cuts off - 90 F-
Temperature Difference of Coolant - 120 F
Speciiic Hunt ut Coolant ~ 1-0
Specific Heat of Cos f Iron Engine Block - 0.12
then
heat available from coolants =
5.5 gal. x 8.40/gal x 120°F x l — = 5500 Btu
• #°F.
Heat available from engine .block:
500 pounds x 0.12 x 120°F = 7200 Btu
Total heat in engine, and cooling system
5500 + 7200 = 12700 Btu
Since only half will be available to the Autotherra
12700 x \i = 6350 Btu
will be available.
This represents T x 1 nour ~ ^ hours of heat.
These calculations verify the claims of the inventor for time which the
Autotherro can be effective in providing heat in the vehicle. This time
will be affected by the outside temperature, wind, engine size, and coolant
capacity.
»•*.
Idling specific fuel consumption of 1.35 gallons per hour in a 400 CID
engine is considered to be reasonable.
Conclusions
Autotherra is technically sound- in concept and design, and1 should perform
basically as claimed.
-3-
-------
,,,cn in^lled on 0 vc.uclc of eb.-Pjr.pr
savings could be significant on a
The syst-e* is already being sold and I
Widespread use is quite likely,
support to improve market penetration
Recommendation
Government support should include
and consequently improve rate of
in appropriate vehicles representing
which can show the largest fuel
-------
AUTO^Hf
34
ATTACHMENT F
314 E. Main Street
Barrlngton, Illinois 60010
AUTOTHERM
ENERGY CONSERVATION SYSTEM
A MAJOR CONTRIBUTOR TO SIGNIFICANTLY LOWER VEHICLE FLEET OPERATING COSTS
FLEET FUEL SURVEY
Prior to the development of the AUTOTHERM Energy Con-
servation System, vehicles operating in winter had to keep
engines running while standing in order to operate vehicle
heaters. Police vehicles, while on radar patrol, booking
prisoners, shift changes, or on undercover surveillance have to
idle engines in order to operate heaters and keep interiors warm.
In many instances, vehicles are left parked with engines running
in violation of vehicle ordinances or department regulations,
while their occupants are absent performing their extra-vehicular
duties, leaving these vehicles vulnerable to theft or run-away
conditions. Taxi cabs, delivery trucks, utility trucks and
supervisory vehicles, any vehicle driven as part of an occupation
requiring continuous or repetitive vehicle use need to idle to
keep interiors and personnel warm in cold weather.
With today's emphasis on conservation and the need to
reduce rapidly escalating fuel budgets, eliminating idling can
save hundreds and sometimes thousands of dollars per vehicle
per winter season. The installation and USE of the AUTOTHERM
Energy Conservation System eliminates the need to idle while
standing just to keep warm, reducing fuel costs 15 to 50%
depending on vehicle and vehicle use. This Fuel Survey will assist
in the analysis of your fleet, helping you to prove to yourself, as it
has to hundreds of others, that installation and USE of the AUTO-
THERM Energy Conservation System is so cost effective, you can
pay for it out of current fuel budgets without the need for special
appropriations. There are thousands of vehicles and fleets
around the world that have evaluated and are now using the
AUTOTHERM Energy Conservation System because it is the
most cost effective product developed in recent years for
automotive use.
WHAT THE AUTOTHERM Energy Conservation System DOES
The AUTOTHERM Energy Conservation System consists of a
simple low cost, easy to install system to continue circulation of
hot water through the vehicle heater as if the engine were run-
ning but with the engine off. One model fits all 12 volt water
cooled vehicles, new or old. foreign or domestic, car, truck, van.
or recreational vehicle. The heater controls and fan are operated
as normal. No adjustment in temperature setting or fan speed is
•retired. With the AUTOTHERM switch on. operation is auto-
matic. The engine is simply turned off with the ignition key each
time the vehicle is stopped for more than a minute. The heater
continues te operate the same as if the engine were running. It is
again automatically turned off when the engine is restarted.
Vehicles can be left parked and securely locked, with the key
removed, while they are kept warm for extended periods of time.
This is an advantage during shift changes, booking of prisoners,
investigations, lunch breaks, since the vehicle interiors can be
kept warm with windows free of ice and snow ready to go on a
moment's notice.
HOW THE AUTOTHERM
Energy Conservation System WORKS
The AUTOTHERM Energy Conservation System circulator is
a small, magnetically coupled 12 volt pump that is easily installec
on any water cooled vehicle simply by cutting the inlet or outle
hose from the passenger compartment heater and splicing in th<
AUTOTHERM Energy Conservation System circulator. Th<
stepped circulator nipples accommodate to all hose sizes so oni
model fits all vehicles from compacts to trucks.
The magnetic coupling is significant. It means there is nc
motor shaft seal between the motor and the pump impeller. Ir
stead, a magnet on the motor shaft magnetically couples th
motor's torque through a solid wall of plastic to a magnet on th
impeller, turning it at virtually 100% efficiency. This has two majc
benefits. First, it eliminates all possibilities of coolant leakage in
pressurized cooling system. Seals wear and eventually leak. Th
AUTOTHERM Energy Conservation System circulator has n
seals to wear and leak. Secondly, the magnetic coupling with it
high torque transfer efficiency, permits the use of a small electri
motor that draws less than one ampere of current from the HIT
ited source of the car's battery to pump three gallons of hot watc
a minute. This low power consumption allows the AUTOTHERI
Energy Conservation System circulator to operate without th
hazard of running your battery down. A pump with a seal woul
require a motor three times as large to do the same job with
corresponding increase in power drain from the vehicle battery.
The AUTOTHERM Energy Conservation System will not a
an emergency vehicle battery down because the combined cu
rent consumption of 4 to 7 amperes when the heater fan motor i
set at low or medium speeds added to the less than one amp c
the circulator pump and multiplied by the maximum number c
heating hours of. let's say three hours, adds up to only 24 am
hours of power consumption from batteries with ratings of 551
88 amp hours. This leaves plenty of power for restarting, opers
tion of blinker lights and transistor radio communication equip
ment. In many instances, even the lower power consumptic
strobe beacons can be operated with little hazard of reduce
battery power, especially in emergency vehicles that a:
equipped with heavy duty batteries. The colder the outside ter
perature, the shorter the running time, the lower the power co
sumption from the battery leaving more for restarting.
Maintenance free batteries (those requiring no addition
water) have been a problem in general and {ho AUTOTHERM E
ergy Conservation System should not be blamed when these t»
teries fail. All fleet vehicles, especially those used for law enforc
ment work, should be ordered with heavy duty, deep discharc
batteries as a matter of routine. Anything less, is false econorr
-------
Energy Conservation System?
Th. AUTOTHERM
four components: the AyrO ^ thermostat (o,
t.m emulator. control swrtch •"«£« jn,eyrjor warm while the
automatic operat. ion <° **ep tn°|e and. to give fully automatic
driver is ™
n» cSiewcWrial instructions and all necessary
hardware such as screws. wire ties, and hose clamps are also
inC'UTdhese components are packaged as a kit especially
deve oped for emergency vehicles and fleet users, and will keep
the occupant warm with the engine turned off or keep the interior
warm while the driver is absent and the vehicle securely locked.
The thermostat will automatically turn the circulator and car fan
off when water temperature drops to approximately 95°F, thus
eliminating any chance of a run down battery should the driver
not return to the vehicle while heating is still taking place. When
he does return, the vehicle is started and the heater operated the
same as a standard vehicle without the AUTOTHERM Energy
Conservation System.
The two relays make operation fully automatic with no
thought required to turn the AUTOTHERM Energy Conservation
System on and off every time the vehicle is started and stopped.
The driver merely turns the ignition switch off when he stops the
vehicle for longer than a minute and the relays in the system auto-
matically turn on lt\e AUTOTHERM Energy Conservation System.
When the engine is restarted, the relays automatically turn the
system off to conserve circulator motor brush life. This automatic
system allows police and other emergency vehicle operators to
give full attention to the task at hand.
No adjustment in temperature setting or fan speed is re-
quired from that already set in the heater system of the vehicle by
the driver for the comfort level currently required by him.
However, when the vehicle is occupied for long periods of time,
such as in surveillance work, it may be necessary, towards the
end of the heating period, to increase the heater temperature
setting in order to obtain longer comfortable heating periods
prior to automatic turn-off.
WHERE THE AUTOTHERM Energy Conservation System
CAN BE OBTAINED
The system is available to fleet vehicle operators from local
law enforcement equipment dealers, select automotive distribu-
tors, and direct factory representatives trained to give dealers
and customers sales and operational support. Technical support
is also available direct from the factory and can be called on for
consultation or assistance on any matter pertaining to the pur-
chase, installation or use of the AUTOTHERM Energy Conserva-
tion System. Factory training personnel will be sent on request
into the field for training local installers.
Following, we reprint the answers to typically asked ques-
tions regarding the AUTOTHERM Energy Conservation System,
its performance, installation and use.
At the back of this brochure you will find a simple and easy to
use fuel cost survey that will help you and your department to
arrive at an actual dollar figure of what kind of saving in fuel you
can expect when you install the AUTOTHERM Energy Conserva-
tion System on YOUR fleet. These are direct, measurable savings
in fuel dollars.
There are additional savings included in this survey that are
just as" real in dollars and cents and which you may wish to in-
clude,. These are, longer spark plug life, longer oil and filter
chSnge' intervals, longer periods between tune-ups and signifi-
cantly longer vehicle service life — and all this while providing
your men with added comfort, safety and efficiency.
Though we've attempted to make this brochure as compre-
hensive and complete as possible, there may be questions we
have not answered. If our other publications do not contain the
information you are looking for, please feel free to call your local
dealer, our field sales representative, or the factory direct.
HOW LONG WILL THE AUTOTHERM 3 5
Energy Conservation System HEAT A VEHICLE?
This depends mainly on two things, the outdoor temperature
and the size of the engine (cooling system.) Sun. wind, and size
of vehicle interior also have some bearing but less than size of
engine and outdoor temperature. The average American V-8 car
will stay warm for one to one and a quarter hours at 32°F. outdoor
ambient. A small 4 cylinder engined car, such as a VW Rabbit or
Pinto about 30-45 minutes, while a large cubic inch engined car
equipped with a 460 c.i. interceptor engine, will stay warm about
2 to 2V» hours.
At 15°F. below zero, the average American V-8 will stay warm
for about thirty minutes. The four cylinder about ten minutes, the
large interceptor V-8 about one hour. This shows the tremendous
amount of residual heat energy available in the vehicle's engine
cooling system; heat energy that has never been tapped before;
energy that can now save fleet vehicle operators substantial
amounts of fuel and maintenance dollars and help conserve a
dwindling natural resource. The above figures are based on
engine sizes within standard passenger cars. Optional heavy
duty cooling systems with larger coolant capacities will give
proportionally longer heating periods.
Vehicles used for surveillance work can get extremely long
periods of vehicle occupancy with the AUTOTHERM Energy Con-
servation System simply by restarting the engine when the
AUTOTHERM Energy Conservation System shuts off. This
reheats the engine coolant in 5-10 minutes, giving another
extended period of vehicle heater operation.
SOME FREQUENTLY ASKED QUESTIONS REGARDING THE
AUTOTHERM ENERGY Conservation System AND ITS USES
1. Does the fan have to be used to make the AUTOTHERM
Energy Conservation System work?
A. • Yes
2. If the AUTOTHERM Energy Conservation System can
keep vehicles warm for up to three hours, how come It won't
run the battery down? How about real cold weather?
A. The AUTOTHERM Energy Conservation System pump it-
self consumes less than one ampere of current to continue circu-
lation of water. The only other power consumed is in the fan and
on most vehicles, at suggested low or medium speed, it
consumes at most an additional 5 to 7 amperes and in most
vehicles only 3 to 5 amperes. In a relatively small 55 ampere hour
battery, one hour's worth of running would consume only 6-8 am-
pere hours, leaving plenty for restarting the vehicle. The colder
the weather, the shorter the operating time and. therefore, less
power is consumed from the battery.
3. Won't using the AUTOTHERM Energy Conservation Sys-
tem cool my engine down making restarting in cold weather
harder?
A. No. the water temperature is cooled only to about 90°F
after which the water is unable to impart sufficient heat to the in-
terior air to make it comfortable. The engine is never cooled
down to ambient temperatures by use of the AUTOTHERM Ener-
gy Conservation System.
4. With this automatic system, when the thermostat shuts
off, do you mean it shuts off the pump and heater fan? How can
I use the fan for window defrost when I get back into the car?
A. Yes, it shuts the entire system off. When you get back into
the car, the fan, the entire heater works as in a normal, non-
AUTOTHERM equipped car including availability of defrost
and/or heater fan when the engine is restarted.
5. What effect does wind and sun have on the length of
time I can keep warm?
A. Considerable effect. The sun will help to keep the interior
warm even on cold days. If you must occupy your vehicle and
need maximum heating time, we recommend you park in the sun
with the engine facing out of the wind or blocked from the wind
by hedge rows or walls or fences or other parked cars.
-------
36
6. My car is a big deluxe model with the automatic tem-
perature control heater. Will the AUTOTHERM Energy Conser-
vation System work on such a car?
A. No, the 2100 is not designed for Installation or use on
such vehicles without modification of the electrical circuitry in
both the car and the AUTOTHERM Energy Conservation System.
A model especially designed for such installation will shortly be
available.
7. You call tb» AUTOTHERM Energy Conservation System
a proven system. Seems to me to be pretty new?
A. It has been under test and extensive use for four years
throughout the world.
8. How can you claim the AUTOTHERM Energy Conserva-
tion System is a major fuel saver? I've heard of a lot of gas
saving gadgets and very few if any work.
A. The AUTOTHERM Energy Conservation System is a proven
fuel saver since an engine that doesn't run does not burn gas. Id-
ling an engine is a fuel waster since it burns the equivalent of
traveling at a fairly good speed without propelling the vehicle.
When you are idling your mileage is 0.0 MPG.
9. I have a van that's cold In the rear. Will the AUTOTHERM
Energy Conservation System help me warm this area?
A. No. The AUTOTHERM Energy Conservation System in and
of itself does not create heat. If your vehicle's heating system is
, insufficient to keep the interior of the vehicle comfortable, the
' AUTOTHERM Energy Conservation System will not help.
10. I have a Diesel car. Can I use the AUTOTHERM Energy
Conservation System?
A. Absolutely, the AUTOTHERM Energy Conservation System
works on any water cooled internal combustion engine, includ-
ing the rotary Wankel engine.
11. My van has a rear heater. Will the AUTOTHERM Energy
Conservation System work on a rear heater? Oo I need on* for
both heaters?
A. Most two heater equipped vehicles have a common "Teed"
connection into one hose going to and from the engine. If the
AUTOTHERM circulator is installed into this common hose, both
systems will have hot water circulated to them. Fan electrical cir-
cuit supplies must also be commoned into the system for proper
function.
12. My car heater is just not capable of heating my car to a
comfortable level. Will installation of the AUTOTHERM Energy
Conservation System help?
A. Again, no. The AUTOTHERM Energy Conservation System
merely lets you operate your vehicle heater the same as it
operates when engine is running when the car is being driven or
idled.
13. I have a van with a completely carpeted Interior that's
nice and warm while I'm driving. How long a period of heating
time can I expect with the AUTOTHERM Energy Conservation
System Installed?
A. On the average, because of your better insulation,
approximately the same as that of a passenger car equipped with
the same size engine. Even though your interior volume might be
larger, the superior insulation helps retain heat.
14. You say the AUTOTHERM Energy Conservation System
could save my life. How's that?
A. Idling an engine while it is occupied is never a safe thing to
do for any extended period of time. Defects in door and body
seals ana*exhaust systems could cause the entrance of carbon
monoxide into the passenger compartment. Installing the AUTO-
THERM Energy Conservation System circulator and running the
engine for five to ten minutes after the AUTOTHERM Energy Con-
servation System shuts off, a vehicle interior (with a full tank of
gasoline) could be kept warm for several days keeping its occu-
pants from freezing or becoming asphyxiated.
15. I have a small motor home. Of what use is the AUTO-
THERM Energy Conservation System? I've got a propane
furnace and it only takes a couple of minutes to jump out and
light the furnace pilot
A. During many short stops, the AUTOTHERM Energy Con-
servation System can provide the necessary interior warmth. For
fueling and dumping, shopping, setting up camp, or eating at the
roadside, the AUTOTHERM Energy Conservation System can
keep the interior of small motor homes comfortably warm with-
out the need to light the furnace pilot.
16. We're a utility and operate a very large fleet of service
and Installation vehicles. Our rules forbid the drivers to occupy
the vehicles and run the engines to stay warm. We want them
to work so why so should we install the AUTOTHERM Energy
Conservation System and encourage them to break company
rules?
A. Anyone driving a vehicle for work will have occasion to
have to stop and occupy that vehicle for report writing, and other
functions. They also will want to keep this interior warm while the
vehicle is parked at the location where the service is being per-
formed, at coffee and lunch stops. People being people, they will
want to stay warm or want to have a warm vehicle to return to, es-
pecially during extremely cold weather. With the AUTOTHERM
Energy Conservation System they no longer will have to disobey
vehicle codes that forbid idling while the driver is absent.
17. Our police cars are equipped with 2-way radios. Isn't
this a drain on the battery that, along with the AUTOTHERM En-
ergy Conservation System, will run my battery down?
A. Again, no. Modern transistorized two-way radios consume
very little power on stand-by or while in the receiving mode. The
short duration of broadcasting has very little effect on battery
drainage and when added to the power consumption of the
AUTOTHERM Energy Conservation System circulator and heater
fan, the drain on the battery is very little; especially when
compared to the added capacity of the heavy duty battery
systems found on law enforcement vehicles.
18.. Explain how police departments can have special
benefits and major cost savings with the use of the AUTO-
THERM Energy Conservation System.
A. Regular patrol vehicles frequently are required to stop
while on radar patrol, observing traffic, or other patrol situations.
shift changes, while the officer is booking a suspect, investigat-
ing an accident scene or other disturbance. All of these functions
result in long idling hours on patrol engines. Our surveys indicate
that some vehicles idle up to 30 to 40% of the time. These larger
displacement engines consume significant quantities of fuel
while idling. The AUTOTHERM Energy Conservation System can
reduce this fuel consumption, saving police departments sub-
stantial amounts of money previously used for fuel that can now
be allocated to purchasing other law enforcement equipment.
The fleet fuel survey sheet can show you specifically what these
savings would amount to and they turn out to be quite impres-
sive.
The benefits of installing the AUTOTHERM Energy Conservation
System on undercover vehicles is in addition to the above in that
these vehicles can be occupied and kept comfortable for long
periods of time without the necessity of attracting attention to
the undercover vehicle by an idling engine and exhaust vapors.
19. I can see where our mobile intensive care ambulance
could benefit from the use of the AUTOTHERM Energy Conser-
vation System to keep the Interior warm and ready at an acci-
dent or heart attack scene, but we're afraid we might not be
able to restart the vehicle and get the patient to the hospital,
so we keep the engines running.
A. Emergency vehicles that idle a great deal foul the engine
and the spark plugs to the point where restarting becomes diffi-
cult because of the long idle time. With the AUTOTHERM Energy
Conservation System installed, fouled spark plugs and other
engine deterioration between tune ups is eliminated and the
chances of restarting such an engine are much better than on
idled engines.
-------
AUTOTHERM ENERGY CONSERVATION SYSTEM
FUEL SURVEY
37
Nam* of Fleet
Survey Date
Address
Maintenance Garage Address
-1
Telephone
City
Slate
Zip Cade
Position & Title
Individual Contacted
Person Miking Survey
IDLE CONSUMPTION FIGURES'
ENOINE DISPLACEMENT
C.I.D. UtrM
100 1.8
ISO 2.4
200 3.2
290 4.0
FUEL CONSUMPTION PER
HOUR AT IDLE
Oakona
.4
.$
.7
.9
ENGINE DISPLACEMENT
C.I.O. Litre*
300 4.1
3M 18
400 8.S
FUEL CONSUMPTION PEN
HOUR AT IDLE *
Oaten*
1.0
1.2
1.3
• TIM figures given In tJila column are epproilmata average*. The •duel figures wN eleo very beted on lectors such as: year end make ol engine, carbureted or fuel
Inlected engine, type ol Ignition system, type ol sir pollution equipment used on engine. Idle speed, spark plug gap and condition, age end maintenance on vehicle,
sir and engine temperature, humidity end attitude ol operation.
1. Gallons consumed per hour at idle: _
2. MULTIPLIED by number of hours of idle per vehicle.
per day, all shifts EQUALS
Gallons of fuel consumed
per day, per vehicle
3. MULTIPLIED by average number of vehicles
in daily use, all shifts EQUALS
Gallons of fuel consumed
idling per day, by fleet
4. MULTIPLIED by days of heater operation per
winter season in your area EQUALS
Gallons of fuel consumed
idling by fleet each season
5. MULTIPLIED by average cost of fuel
per gallon $ EQUALS S
Cost of fuel consumed by
fleet each season by idling
6. MINUS cost of AUTOTHERM Energy
Conservation System (A) $ (B) EQUALS $
Net saving first year by
eliminating idling.
7. MULTIPLIED by life cycle of fleet :. years EQUALS S
Total savings attributable to
eliminating idling during fleet
life cycle.
8. Divide Line 6 (B) by Line 6 (A) EQUALS
-percent
Percentage of return on
investment — FIRST YEAR
*•'Additional savings attributable to elimination of idling:
Extended oil filter and oil changes S
Extended sparK plug life S
Extended tune up intervals
Extended vehicle life cycle
"Copyright. 1981
Form No. AM-SB-EV-F-9-001 11/81-5M
AUTOTHERM, Sales Cor
314 E. Main St.
Barrington. II. 60010
Printed in U.S.A.
-------
AUTOTHERM.Inc.
ENERGY CONSERVATION SYSTEMS
38
ATTACHMENT G
AUTOTHERM* SALES CORP.
314 E. Main Street
Barrington, Illinois 60010
(312)381-6366
LIST PRICE SHEET
EFFECTIVE Sept 1,1983
COMPLETE KITS
PART
NUMBER
2100
2100-T
2100-TT
DESCRIPTION
AUTOTHERM Energy Conservation System
As Above with One SERVIMETER
As Above with Two SERVIMETERS
QUANTITY
1 - 4
5-24
25-49
50-99
100-249*
1 • 4
. 5-24
25-49
50-99
100-249*
1 - 4
5-24
25-49
50-99
100-249*
U8T
PRICE
$172.70
168.56
163.81
161.00
155.25
198.90
194.75
189.69
186.88
180.88
225.13
220.94
215.63
212.63
206.56
PARTS
1000
1029
1034
1038
1041
1057
1059
1078
1092
AUTOTHERM Circulator Pump
Wire Harness
Toggle Switch
SERVIMETER
Thermostat
Mounting Hardware Kit
Relay
^Installation & Owner's Manual
CED Indicator Light
Each
Each
Each
Each
Each
> Each
Each
Each
Each
$
94.56
34.70
6.44
36.79
15.66
8.49
9.29
.75
5.86
• Quantities of 250 or more will be quoted on request
PRICES: Prices and specifications are subject to change without notice. The possession of this price list by any person in not to be
construed as an offer to sell him or anyone else goods listed therein at the prices stated.
TERMS: Orders accompaniedy by payment in full shall be entitled to a two percent (2%) discount on net invoice and shipping charges
will be prepaid and allowed by factory. Prepayment on blanket orders can be made by sending check for discounted correct amount
for each release. It is not necessary to prepay entire order to qualify for prepayment discount Prepayment means checks or money
order received with order or release. Any other means of payment such at "payment upon receipt of shipment". Letters of Credit, etc.
shall NOT be deemed as prepay and. therefore, are NOT entitled to discount Checks will be returned if orders cannot be delivered
within 10 working days after receipt of order and check. With approved credit terms are Net 30 days. Unpaid invoices over 30 days will
be billed 1 v»% additional per month on the unpaid balance. Users not promptly paying the 1 Vi% late charge fees or whose accounts
go over 90 days will be permanently placed on a cash-with-order basis Those having been placed on a cash-with-order basis will not
be entitled to the 2% discount on subsequent orders where payment is tendered with order.
-------
38a
DELIVERY: Shipping point is F.O.B. Barrington, Illinois. Freight is prepaid and billed to issuer of purchase order. No drop shipments
will be made. No requests for split shipments on quantities of less than 200 will be honored except when initiated by factory due to
back order delivery situations Shipments under 100 Ibs to a single location shipped United Parcel Service. Orders over 100 Ibs
shipped split UPS at factory option or freight cheapest way. Factory reserves the right to make partial shipments on all orders. With
credit approval, orders will be accepted for delivery based on availability at the time of receipt of order. All orders for quantities of 100
pieces or less will be delivered withtng 10 to 15 working days, plus shipping time, after credit approval or you will be immediately
notified of any longer delays. Larger orders subject to production delays Firm delivery dates will be confirmed in writing within 10 to
15 day plus mailing time after receipt of order by factory provided credit has been approved. Otherwise notification of delivery shall
be within 10 to 15 working days after credit approval.
ORDERS: Users of AUTOTHERM Sales Corp. products may place orders for units direct with the factory or through select law
enforcement equipment dealers who stock, service, and sell our products. Direct factory sales representatives are available in many
key areas who have been specifically trained at the factory to assist users in demonstration, fleet analysis, test installation, product
performance, evaluation, sales and service of all of our products Contact factory for your nearest dealer or representative.
BLANKET ORDERS: Blanket orders will be accepted from users, placed direct with factory or through'dealers provided that
t»
V Purchaser's order is written and addressed to AUTOTHERM Sales Corp.
2. Entire order is taken within six months from date of order.
3. Releases number only four and are in multiples of 5 units
4. Order is for at least 200 units
5. Firm releases dates for the entire order accompany the original purchase order. Dates cannot be
changed or order cancelled once accepted by factory.
GOVERNMENTAL CONTRACT AND BID PURCHASES: AUTOTHERM Sales Corp. solicits and encourages federal municipal
county and state governmental bodies to submit bid requests for contract purchases direct with the factory. Such bid requests may
be placed with the factory through its dealers or direct factory representative who will then receive credit as the factory s agents for
such sales Please request factory quotes for quantities above those shown on this price sheet
RETURN GOODS: Materials will not be accepted for credit without written consent regardless of reason for return,
GUARANTEE: New AUTOTHERM Energy Conservation System components and accessories are guaranteed direct to installing
fleets against defects in material and workmanship. Any single unit or component may be returned for repair or replacement without
prior written permission, if properly packaged along with an explanatory note and postpaid to AUTOTHERM Sales Corp. 314 E. Main
Street Barrington, Illinois 60010. The selling dealer is authorized to extend this guarantee for single units or components direct to
fleet user. Claimed defects for more than a single unit or component must have written factory permission before return. Users are
requested to return for replacement or credit only units that are within the warranty as date coded at time of manufacture. We
endeavor to produce only quality products therefore, we will accept for examination purposes only, without incurring any other
obligation therein, and subject to our sole discretion, defective units that are out of warranty, and are returned postpaid. Major
components have serialized production codes identifying production dates. Please give these numbers when calling or
corresponding.
LIMITED PRODUCT WARRANTY
The AUTOTHERM Energy Conservation System is warranted as follows:
To be free of defects in workmanship and material (except fuses and light bulbs) lor a period ot twelve months as determined by date codes
and/or serial numbers stamped on the product at the time of manufacture.
That for the life of the original installation, your AUTOTHERM Energy Conservation System circulator will never leak engine coolant
Defective units or parts returned directly to the factory address on this certificate, properly packaged and prepaid, will be replaced or repaired
at the company's discretion, where examination by its engineers confirms defects in material and workmanship. The company shall be the sole
judge of such defects and its determination shall be final. The guarantee does not cover failures or defects which in the company's opinion are
caused by abuse? accident improper use of or failure to follow use and installation instructions currently published. The extent of the liability of
AUTOTHERM Sales Corp. shall for any reason be limited to twice the original purchase price of the AUTOTHERM Energy Conservation System
circulator unit or part being returned for inspection and service. This document represents the only guarantee and no other guarantee is intended
or implied. The company assumes no responsibility for damages due to interpretation of material in such instructions nor to errors or omissions
which they may contain for time to time. Employees. Representative Agents, or Dealers cannot extend or modify, verbally or in writing, the
guarantee stated herein.
Workmanship and materials supplied by the installer or dealer that are not part of the company's products or its replacement are guaranteed
by the installer or dealer. AUTOTHERM SalesCorp. shall not be liable for. nor guarantees, the labor, workmanship, or materials supplied by others.
There are no warranties, express or Implied, made by the seller or supplier which extend beyond the description on the face hereof.
All warranties herein stated are expressly In lieu of all other warranties, express or Implied, including any Implied warranty of
merchantability or fitness tor a particular purpose. Buyer's sole and exclusive remedy tor breach of all warranties pertaining to the
goods shall be the repair or replacement of any defective parts thereof due to faulty workmanship or construction.
AUTOTHERM Sales Corp. 314 E. Main Street. Barrington. IL 60010
FOBM. i-i-oos-9'83 Copyrighted . 1981 AUTOTHERM Sales Corp. Barrington. IL 60010
Printed in US A.
-------
39
AUTOTHERM
ATTACHMENT H
AAA
AUTOMOTIVE ENERGY
CONSERVATION SYSTEM
INSTALLATION and OWNER'S MANUAL
FOR ALL CURRENT AUTOTHERM
ENERGY CONSERVATION SYSTEMS
-------
40
I PARTS
The Standard AUTOTHERM Energy Conservation System is
suoDlied with the following parts:
AUTOTHERM Circulator
AUTOTHERM Thermostat
(2) 12V SPOT Relays
Toggle Switch and Pilot Light or
Lighted Rocker Switch
Main Wire Harness
Red Wire and Fuseholder Assembly or
Circuit Breaker
Short Red Wire
Long Red Wire
Hardware Bag with the following:
(4) Hose Clamps
(4) #8 x 5/8 Self-tapping Screws
Cable Ties
(2) Tubular Splice Connectors
(1) Eyelet Terminal
(1) Tap Connector for larger wire
(1) Tap Connector for smaller wire
(1) Wiring Grommet
AUTOTHERM identification decal
User Instruction decal or card
Other items included as necessary
II TOOLS
The following tools are recommended for the installation:
Drill motor
1/2" (12.5 mm) drill
9/64" (3.5 mm) drill
5/16" (8 mm) drill
3/8" (9.5 mm) drill
(2) Vise-grip pliers or (2) C-clamps &
1 pair pliers
Sharp Knife
Screwdriver or 5/16" Socket & Rachel
D.C. Voltmeter" or 12 V Test Lamp
Wire Cutter& Stripper
Crimp Tool for Electrical Terminals
Flat File (Rectangular Switch Only)
" A V.O.M. (Volt-Ohm-Milliamp Meter) will be very use-
ful in locating key points in the vehicle electrical cir-
cuit as well as in trouble shooting. For voltage
checks hook negative (common) lead to vehicle
engine or sheet metal and positive lead to point in
question.
Ill INSTALLATION
IF YOU READ NOTHING ELSE, AT LEAST READ THIS —
DON'T install circulator or thermostat near exhaust manifold
or other heat source.
DONT install circulator or thermostat in the way of dip
sticks, spark plugs, and other service items.
DON'T install circulator above coolant level in coolant sys-
tem. Circulator will network.
DON'T install circulator with its arrows pointing against
direction of coolant flow with engine running.
DON'T install thermostat in heater outlet hose; or any further
than necessary from engine block.
DON'T bend terminals of thermostat when making electrical
connections.
DON'T splice into fan circuit at fan motor. Circuit must be
broken on HOT side of heater control unit.
DON'T allow vehicle to'go back into service with fan running
at high speed»qnly (when in AUTOTHERM mode).
DON'T use greater than 70% antifreeze in the vehicle
coolant mixture. It adversely affects the life of the cir-
culator and thermostat.-
DON'T use AUTOTHERM system with heater/air conditioner
control in Max A/C, A/C, or Defrost (demist) modes.
DON'T skip reading instructions.
1. Read instructions through.
2. Feed longest bundle of wire harness (marked #2 with
RED and BROWN wires) from passenger compartment
through firewall into engine compartment.
• a. Remove tape and uncoil main wire harness.
b. Set aside loose BLACK wire.
c. Check relay plug wiring. Orientate relay plugs as
shown below with wires coming out towards you.
Check the number and color of wires into each plug
with the diagram below.
2 WHITE GRAY
RELAY 1
2 BLACK
WHITE
2 BLUE
Fig. 1
YELLOW
RELAY2
BLUE GREEN 4 BROWN
If wiring is wrong, see Trouble Shooting D. 2. to cor-
rect.
d. There is usually an existing cable that feeds through a
rubber grommet in the firewall.
1. From engine side of firewall, use screwdriver to
remove grommet.
2. From passenger compartment, feed RED and
BROWN wires through hole into engine compart-
ment.
3. Cut grommet from outside to wires at center.
-------
41
FIG. 2
4. Spread grommet apart and insert wire bundle.
5. Push grommet back into the firewall.
e If hole must be drilled in firewall, insert grommet
supplied (3/8" hole required) into hole to prevent wires
from scraping against metaL
3. Select circulator and thermostat location according to
these criteria:
a. Circulator may be installed in either heater hose.
Stepped ends of components fit 1/2". 5/8". and 3/4" I.D.
heater hose.
b. Thermostat must be installed in inlet hose to heater as
close to engine as possible.
To determine direction of coolant flow:
... Usually, flow is from engine thermostat to heater to
, engine water pump.
... LARGER heater house is OUTLET from heater to
engine block.
...With engine running and heater on high, hotter
heater hose is heater inlet.
c. Both components must be:.
... AWAY FROM EXHAUST MANIFOLD
... Positioned to avoid vibration against other parts.
... Out of the way of dip sticks, filters and other routine
service items.
d. Circulator must be below coolant level of cooling sys-
tem. Pump is not self-priming.
4. Install circulator in selected location.
a. Clamp off heater hose on each side of selected loca-
tion; or raise hose above coolant level while cutting to
prevent coolant loss.
FIG. 3b
FIG. 3a
c. If necessary, cut off just enough hose to make room
for circulator after determining which steps of circu-
lator fitting fit existing heater hose.
1/r I.D. HOSE
5/8" I.D. HOSE —
3/4" I.D. HOSE —
REMOVE THIS PORTION
OP HOSE ACCOROINO
TO STEPS USED.
FIG. 3C
d. Slip a hose clamp over each end of cut hose.
HOSE CLAMPS
FIG. 3d
e. Install circulator in hose so arrows on circulator point
in direction of coolant flow with engine running.
ARROWS
SELECTED LOCATION
b. Cut hose with sharp knife.
Any orientation is OK. but it is pre-
ferred to install with motor on top
(fittings and screws on bottom).
DIRECTION OF COOLANT PLOW
WITH ENCINE RUNNING
-------
42
f. Bring hose clamps over heater hose and circulator
nipples. Tighten clamps until they bite into hose while
holding circulator in position away from other com-
ponents — especially EXHAUST MANIFOLD.
FIG. 31
CIRCULATOR OR
THERMOSTAT NIPPLE
HOSE CLAMP
HEATER HOSE
5. Install thermostat in selected location. Follow same pro-
cedure as for installing circulator.
REFER TO PICTORIAL 1 — UNDER HOOD WIRING
6. Connect BROWN wire from bundle #2 of harness to CIR-
CULATOR RED WIRE.
7. Connect RED wire from bundle #2 to either terminal of
THERMOSTAT.
• 8. Get loose RED wire with FUSEHOLDER. Connect short
end (no terminal) to BATTERY DIRECT SOURCE. To lo-
cate battery direct source;
a. Choose most convenient point which supplies 11.5 to
14.5 volts with the IGNITION OFF. Circuit will carry
current for fan motor (usually less than 10A at lower
speeds) and AUTOTHERM circulator and pilot light
(less than 1A total).
b. Typical pick-up points:
1. Battery positive (+) terminal.
2. Starter.
3. Alternator/voltage regulator.
c. Use voltmeter or test lamp to check for correct point.
d. Use loose ring terminal or one of tap splice connec-
tors supplied for the connection.
• 9. Connect TERMINAL END of RED FUSEHOLDER WIRE to
other terminal of THERMOSTAT. CAUTION: 00 NOT
BEND THERMOSTAT TERMINALS.
'If your system is supplied with a circuit breaker, there will be
two (2) loose RED wires with 1/4" QC terminals instead of one
loose wire with a fuseholder in it.
a. Mount circuit breaker close to battery direct source
on inner fender under hood with self tapping screws
supplied (requires 9/64" — .140"—hole).
b. Plug terminal of short RED wire onto circuit breaker
terminal marked "SAT."
c. Connect other endjif short RED wire to battery direct
source.
d. Plug one terminal of long RED wire to other terminal
of circuit breaker marked "AUX."
e. Plug other terminal of long RED wire to open terminal
of thermostat. CAUTION: DO NOT BEND THERMO-
STAT TERMINALS.
10. Connect ring terminal end of loose BLACK wire to vehicle
ground. Use an existing screw or self tapping screw sup-
plied (requires 9/64" — .140" — hole).
11. Connect other end of loose BLACK wire to CIRCULATOR
BLACK WIRE.
CAUTION: KEEP CIRCULATOR AND THERMOSTAT
AWAY FROM EXHAUST MANIFOLD
Any orientation is OK. but it is pre-
ferred to install with motor on top
(fittings and screws on bottom).
CIRCULATOR
PICTORIAL 1 — UNDER HOOD WIRING
-------
WIRE TO
THERMOSTAT
SHORT WIRE TO
BATTERY DIRECT SOURCE
TERMINAL MARKED "BAT
CIRCUIT BREAKER
LOOSE RED WIRE WITH FUSEHOLDER
TAP SPLICE CONNECTOR
BATTERY
©SECURE ALL WIRING OUT OF THE WAY WITH CABLE TIE
SUPPLIED. ROLL EXCESS WIRE INTO LOOPS AND A
TACH TO EXISTING CABLES OR HOSES.
-------
44
REFER TO PICTORIAL 2 - UNDER DASH INSTALLATION
12. Connect WHITE wire to IGNITION ON SOURCE. To lo-
cate ignition on source:
a Choose most convenient point which supplies 11.5
to 14.5 volts only with the IGNITION ON. Circuit will
carry current for the two (2) AUTOTHERM relay coils
only (less than 0.5 A.).
b. Suggested pick-up point:
Fuse block "IGN" terminal or other terminal which
supplies power only with the ignition on. 00 NOT use
terminal marked "ACC" as this will not allow use of
AUTOTHERM system witrvkey in ACC" position.
c. Use voltmeter or test lamp to check for correct point
and to see if source turns on and off with turn of igni-
tion key.
NOTICE: AUTOTHERM system will run in "ACC" as
well as "Off" key positions if point where WHITE
wire is connected does NOT have power with key in
these positons. Use voltmeter or test lamp to check.
d. Use terminal supplied on wire or one of the tap splice
connectors supplied for connection.
• 13. Locate heater control supply wire.
a. Choose the most convenient point to break the circuit
that supplies power to the fan motor. Circuit must be
broken on HOT side of fan speed switch — NOT at the
fan motor (but OK on most Fords). There should be no
loads other than the fan in the circuit.
b. Suggested break point:
Wire leading from fuse panel to heater control unit.
Table 1 gives probable color of this wire for various
vehicles. See note at right for Fords.
c. Test for proper wire:
1. Push probe of test lamp or voltmeter through insu-
lation to conductor of selected wire.
2. Turn ignition key on.
3. The wire should have voltage.
4. Remove the heater (A/C) fuse.
5. The wire should NOT have voltage.
6. Turn ignition off.
d. If your vehicle is not listed and no wiring diagram for
vehicle is available.
1. Gain access to heater control unit.
2. Unplug the function selector switch (Heat, A/C,
Vent, Def. etc.) or fan speed switch if there is no
function switch.
3. With the ignition key on, carefully use a voltmeter
or test lamp to find which wire in plug has power.
This is the desfred wire. Note color and turn key off.
4. If more than pne wire into plug has power and the
wires are dfffefent colors:
a. Pull out Heater fuse.
b. Again check the yoltage of the wires into the
plug with ignition on.
c. Replace fuse.
d. The wire that had power with the fuse in, but did
not with the fuse out. is the desired wire.
14. Connect YELLOW and GRAY wires to HEATER CONTROL
SUPPLY WIRE:
a. Cut wire found in 13 at convenient spot.
b. Turn ignition key on and fan speed switch to each posi-
tion. Fan should not run. Turn key and fan off.
TUBULAR SPLICE CONNECTORS
HEATER CONTROL
SUPPLV WIRE
SEE TABLE 1
FUSE PANEL
FORD VEHICLES
(INCL. LINCOLN, MERCURY)
(except Fiesta. Courier. C. L and CL-series
trucks) have the fan speed control on the
ground side of the blower motor. If desired,
the splice can be made at the blower motor
(tside) instead on these vehicles. This wire
is usually under the hood and easier to get
at. The wire color is:
all cars w/ A/C
all cars w/o A/C and all
Broncos, F-100, F-350
OK BLU/LT. GRN
BRN/ORG
GRAY wire is connected to power side, YEL-
LOW wire to motor side.
SECU
SUPF
TACH
PICTORIAL 2 — UNDER DASH INSTALLATIO
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45
FUNCTION SELECTOR SWITCH
OLE a meo AND BROWN)
te COMPARTMENT
ALL WIRING OUT OF THE WAY WITH CABLE TIES
0. ROLL EXCESS WIRE INTO LOOPS AND AT-
EXISTING CABLES.
MAIN WIRE HARNESS
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46
TABLE 1
MAKE-MODEL
AMC/JEEP
Pacer. Spirit. AMX. Concord. Eagle
Jeep CJ. Cherokee, Wagoneer. Truck
CHRYSLER
Cars without Air Cond.
Cars with Air Cond.
'On Cordoba. Mirade. and Imperial:
A12 gauge BROWN leads from fuse block
into harness. The 10 gauge BROWN is
spliced in in the middle of this harness
and leads to Heater-A/C control.
Vans and trucks — 150,250.350 series.
Ramcharger
FORO
Fiesta
Courier
Econoline
All other FoMoCo cars and
light duty trucks
C and L series trucks
QM
All QM cars '(including El Camino)
'Blower control is limited on cars with
automatic temperature control.
Light duty trucks (vans, pickups. Blazers
and motor homes)
WIRE
GAUGE
14
14or16
16
10'
14
— See note on Pictorial 2 —
10
10-14
14or16
14
WIRE
COLOR
Ok. Blue
Red
Brown
Brown
Brown
Black/Red
Lt. Blue
Orange
Brn./Org.
Brown
Brown
Brown
15. Connect BLACK wire with ring terminal to metal under
dashboard (ground).
a. Scrape away any paint.
b. Use existing screw or self tapping screw supplied (drill
9/64" hole).
16. Make hole (s) for switch and pilot light in convenient loca-
tion on or under dashboard.
a. Consider these factors when selecting a location:
1. Switch accessible by driver, but won't interfere with
knees or operation of other controls.
2. Pilot light visible by driver, but not blinding him at
night.
3. Adequate space behind panel.
b. Required hole sizes:
• 1/2" DIA.
• 5/16" DIA.
TOGGLE
SWITCH
PILOT
LIGHT
1 1/8"
LIGHTED ROCKER SWITCH
Black/Red means Black wire with Red tracer stripe.
NOTICE This information obtained from manufacturers' service manuals
for 1980 and 1982 vehicles. While manufacturers usually main-
tain their color coding from year to year, it is always advisable to
consult the service manual for your particular vehicle when
available.
c. Cut GRAY and YELLOW wires to length as required.
d. Strip each end of cut wire 1/4".
e. Connect GRAY wire to fuse block (HOT) side of cut
heater supply wire with tubular splice connector sup-
plied.
f. Connect YELLOW wire to heater control side of cut
heater supply wire.
g. Tug gently on wtres to test connections.
CONNECTOR HERE
CRIMP HERE
SPLICE CONNECTOR
CRIMP TOOL PROFILE
FIG. 4
FIG. 5
c. Carefully drill holes. Rectangular hole requires extra
cutting and filing. Remove burrs from holes.
17. Connect wires from bundle #1 (4 wires in bundle) to
switch and pilot light.
a. From behind dash, feed BLACK and GREEN wires
through hole made for pilot light.
b. If lighted rocker switch is used, also feed BLUE and
RED wires through the hole.
c. Separate toggle switch and pilot light:
1. Connect BLACK and GREEN wires to pilot light.
2. Connect BLUE and RED wires to switch. It doesn't
matter which wire goes to which terminal.
d. Lighted rocker switch:
TERMINAL NUMBERS ON
SIDE OF SWITCH
GREEN
ORANGE
SWITCH VIEWED FROM BACK
FIG. 6
e. DO NOT install switch and pilot light to dash at this
time.
18. Connect relays.
a. Plug relays into connectors of wire harness.
b. Fasten relays under dash with self tapping screws
supplied (9/64" holes required) or use cable ties to at-
tach to existing cables.
19. Test operation before mounting switch and pilot light to
dash or dressing wiring.
a. Be sure circulator has water in it (no air lock).
1. Remove radiator cap.
CAUTION: Engine must be cold to do this.
-------
47
2 MaKe sure heater hoses and circulator are below
coolant level.
3. Any air will then rise to the surface and circulator
will have coolant in it.
4. Check coolant level — top off if necessary.
5. Replace radiator cap.
b. Start engine and let it warm up so engine thermostat
opens.
c. While engine is warming up:
1. Check for coolant leaks.
2. Turn AUTOTHERM switch on and off. Pilot light
should NOT come on while engine is running.
3. Check for correct heater fan speed at all fan switch
positions.
4. Turn heater on and check for heat.
d. When warm air is coming from heater, turn engine off.
e. Turn AUTOTHERM switch on.
1. Pilot light should light.
2. Meat should continue to flow from heater.
3. Heater controls should function normally. Check
for correct fan speed at all fan switch positions.
CAUTION: Never let a vehicle go into service with fan run-
ning at high speed only. This wears down the bat-
tery and will cause restarting problems.
SWITCH
BACKING NUT
OASH PANEL
BEZEL NUT
BEZEL NUT HAS STOP.
THEREFORE, BACKING NUT
MUST BE BROUGHT UP TO
PANEL BEFORE TIGHTENING
BEZEL NUT.
FIG. 7
SWITCH MOUNTING
c. Secure all wiring out of the way with cable ties sup-
plied.
d. Clean inside of driver's side window and place AUTO-
THERM identification decal in lower corner just above
lock button.
e. User Instruction decal or card should be attached to
visor or otherwise displayed to user. It is also good
practice to keep this manual with the vehicle's owner's
manual in the glove box for future reference. D
NOTICE: On some vehicles (especially GM), the air condi-
tioner is activated when the controls are set to the
'DEFROST" mode. The extra current draw of the
compressor clutch solenoid with the AUTO-
THERM system in use can exhaust the battery. If
the test light shows power to the solenoid under
these conditions, warn the user not to use the
AUTOTHERM in Defrost. (Once the vehicle inte-
rior is warm, the Defrost setting is usually not
necessary anyway.) The alternative solution is to
install the Clutch Solenoid Cut-out Relay Kit, RN.
1032. available at nominal cost from the factory.
NOTICE: On systems supplied with the automatic reset cir-
cuit breaker instead of a fuse, the fan and pilot
light may cycle on and off at high fan speeds. This
is an intended feature of the circuit breaker which
is meant to prevent the use of high fan speeds
while using the AUTOTHERM system, and thus
limit curre/it drain from the vehicle battery.
4. If you are not sure the AUTOTHERM system is
supplying the heat,' disconnect the circulator by
unplugging the BLACK wire at the circulator. Heat-
er should begin blowing cooler air in a few
minutes. Reconnect circulator and note warmer air
coming from heater.
f. Any problems — see Trouble Shooting Section.
20. Complete installation.
a. Push pilot light (or lighted rocker switch) into dash
from front.
b. Install toggle switch from behind dash.
WIRE CONNECTION SUMMARY CHART
COLOR
Black
Gray
Yellow
White
Red
Brown
Green
Black
Blue
Red
Red
Black
FROM
TO
MAIN WIRE HARNESS
Relay Ground
Relay Fan Supply Wire-Power Side
Relay Fan Supply Wire-Fan Side
Relay Ignition On Source
— Thermostat
Relay Circulator-Red Wire
Relay Pilot Light
Relay Pilot Light
Relay On-Off Swjtch
— On-Off Switch
LOOSE RED WIRE WITH FUSEHOLDER
Battery Thermostat
Direct
Source
LOOSE BLACK WIRE
Ground Circulator-Black Wire
-------
IV TROUBLESHOOTING
48
TROUBLE SHOOTING CHART
ENGINE
1. On
2. On
3. On
4. On
5. Off
6. Off
7. Off
8. Off
9. Off
10. Off
11. On
12. Off
13. Off
14. Off
AUTOTHERM
SWITCH PROBLEM
On Pilot light on
Of for On Relays buzz
Off or On Fan doesn't run
See Right Fan runs only with
AUTOTHERM switch on
On Pilot light off, no heat.
On Fan runs, pilot light
on, but no heat after
couple minutes
On ' Pilot light on, no fan
On Fan runs on one speed only
On Fan works in A/C mode only
On ,«< _ Everything works fine but
short heating time
(longer than 10 minutes
•but shorter than expected)
Off or On Pilot light comes on
at higher engine speeds
On System does not shut
itself off.
On Alternator light is on,
AUTOTHERM works fine
On Engine runs on after
key turned off.
POSSIBLE CAUSE
a. No voltage at ignition on source
b. Relay plug wired incorrectly
c. Defective relay 2
a. Low voltage at ignition on source
Usually white wire to wrong
terminal of ignition coil.
b. Bad diode in alternator
a. Bad connections especially
splice of YELLOW and GRAY wires.
b, Relay plug wired incorrectly
a. No voltage at ignition on source
b. Relay plug wired incorrectly
c. Defective relay 1
a. In-line AUTOTHERM fuse blown
b. Defective thermostat
c. Relay plug wired incorrectly
d. WHITE wire has voltage with
ignition off
e. Bad connections
f. Incorrect thermostat location
If circulator is not running:
a. Bad connections at circulator
b. Defective circulator
If circulator is running:
a. Circulator wires reversed
b. Air lock in heater hose
a. YELLOW and GRAY wires reversed
b. YELLOW and GRAY wires spliced
into wrong wire.
c. Relay wired incorrectly
d. Defective relay 1
e. Heater function selector on "Off."
a. YELLOW and GRAY wires spliced
into wrong wire.
a. YELLOW and GRAY wires spliced
into wrong wire.
a. Incorrect thermostat location
b. Defective vehicle thermostat
a. Circulator installed backwards
(coolant flowing against arrows)
a. Defective thermostat
a. Usually not a defect — be sure there
is no power at the alternator
field terminal.
a. BLACK relay wire not
grounded properly.
REMEDY
Seelnstr. 12
See Instr. 2.c.
See Below A. 1 &3
See Instr. 1 2
Have shop check
alternator
Seelnstr. 15
See Instr. 2.c.
Seelnstr. 12
See Instr. 2.c.
See Below A.1 & 3
Check fuse.
See Below B.1
See Instr. 2.c.
Seelnstr. 12
Check.
See Instr. 3.b.
Check
See Below C.
See Instr. 6 & 1 1
See Instr. 1 9. a
Seelnstr. 14
Seelnstr. 13
See Instr. 2.c.
See Below A. 2
Check
Seelnstr. 13
Seelnstr. 13
•
See Instr. 3.b.
See Below E
Reinstall —
See Instr. 3 & 4
See Below B.2
None required
Check
-------
49
WIRING DIAGRAM SHOWS WIRING FOR A TYPICAL VEHI-
CLE (GM CAR WITH AIR CONDITIONING). CIRCUIT DETAILS
VARY GREATLY FROM MODEL TO MODEL.
BATTERY ~
Off
MAX
THEATER */c '
FUNCTION BI-LEVEL
VENT
DEFROST
TO AIR CONO.
COMPRESSOR
CLUTCH
THERMOSTAT
ON-OFF SWITCH
- O Moat Fords have fan motor in cir-1
cuit between Function Selector I
and Fan Speed switches.
EXISTING VEHICLE WIRING
WIRING DIAGRAM
AUTOTHERM WIRING
1 BATTERY DIRECT SOURCE
2 IGNITION ON SOURCE
3 HEATER CONTROL SUPPLY WIRE
A. CHECK RELAYS:
Relay 1 — Has YELLpW and GRAY wires to it.
Relay 2 — Has GRE-EW and BROWN wires to it.
86
FIG. 8
Viewed from bottom (terminal end) of relay
«7A
(N.O.) (N.C.)
1. Coil open:
a. Unplug relay.
b. Use ohmmeter or continuity tester to check conti-
nuity across terminals 85 and 86.
c. Resistance should be about 85 fl and continuity
light should glow. If not, relay is defective.
2. N.C. (normally closed) contacts open:
a. Unplug relay
b. Check continuity across terminals 30 and 87 a.
c. If no continuity, relay is defective.
3. N.O. (normally open) contacts don't close (relay 1
only):
a. Leave relay plugged in and turn ignition key on.
b. Insert probe of voltmeter or test lamp into relay
plug from wire end to check for voltage at terminal
30 (YELLOW wire).
10
-------
50
c. If no voltage, heater fuse is blown or YELLOW wire
has bad connection.
-------
NOTICE
Equipped with
AUTBTHERM* Energy Conservation System
USER INSTRUCTIONS
1. Turn AUTOTHERM Switch ON at beginning of shift.
2. Adjust heater tonlrob for comfort.
3. When vehicle is warm, reduce fan speed to low or medium.
4. Turn engine OFF each time you stop for more than one or two minutes.
5. AUTOTHERM wi operate automatically to keep interior warm.
8. AUTOTHERM turns off automatically when engine is restarted.
DO MOT operate fan on high or medium high for extended periods
whUeusmg AUTOTHERM.
DO HOT operate AUTOTHERM for extended periods while using
WCHIBESCEMT TYPE BEACONS - STROBE TYPES or low cur
rent Marker-tinkers and radios are O.K.
DO NOT leave vehicle unattended with AUTOTHERM ON when out-
door ambiems are above 55°F.
7. Vehicle may be jett securely locked with AUTOTHERM on for lunch,
bookings, investigations, shift change. Thermostat will turn system off
when no hot water remamsygg^©Copvright AUTOTHERM.-ine.
W BWon.lL.U.S.A.
^pr REMOVE AFTER ONE MONTH
51
ATTACHMENT I
-------
52
ATTACHMENT J
qcp ^ »• v i m
otr
-------
53
Time in minutes Outside ambient
40 12°F Snowing/no wind
35 12°F Snowing/no wind
31 28°F Slight wind
45 37°F No appreciable wind
Potential safety hazards related to carbon monoxide poisoning and vehicle
runaway are considerably reduced when employing Autothenn units. No maintenance
problems with the car comfort system were reported. Gallons of gasoline
saved varied from 0.76 gallons/hour to 2.3 gallons/hour for six cylinder
vehicles. Cost analysis provided showed bases with a winter season of
mean temperatures below 40°F, employing car comfort systems in 10 vehicles
will realize savings of approximately $2600 and 2000 gallons of gasoline
over the winter season. Tangible savings of over $1000 per vehicle equipped
with Autotheera units during 5 year unit life expectancy is probable. AF
wide savings for 100 bases with 10 vehicles/base equipped with these units
would approximate $1,000,000 over a 5 year period.
7. Recommendations:
a. Since GSA has included item in GSA catalog under NSN 2930-01-130-
3218, recommend AF be included as user.
b. Upon completion of cataloging action TA manager to include item
into TA-457. KOI us required for bases exhibiting mean ambients below
45°F during cold season.
c. WK-AI.H*KJ£.to include item into T.O. 36-1-50, Chapter III.
8. Your reply as to action taken to complete cataloging will be appre-
ciated by 1 Oct 82.
Cft. l:r>r,in(»iTjn|'j ft fjp|;;j!-,;|;ty r^ ^ *"°*
Item M^i|.i(;ciHiT'i| Divisi:.!'? [:/M,M
-------
54
r
PROJECT COMPLETION REPORT
No. HP 81-16
Management/
Equipment
Evaluation
Program
PETERSON AFB, CO.
-------
55
TO:
12 August 1982
Phase I Completion Report, Project HP 81-16C, APR 77-5
1. Project Title: Autotherm Heater
2. Date Started: 11 January 1982
3. Date Completed: 15 June 1982
4. Description.
a. This project was established to test and evaluate a Model EVK 2100 iT
Autotherm Energy Conservation System. The system consists of 5 items depicted
in Figure 1 and hardware for installation. The system is designed to continue
circulating heated water through the vehicle heater after the ignition switch
is turned off. This allows occupants of the vehicle to stay in a warm interior
for a period of time.without idling the engine. The Model EVK 2100 iT costs
approximately $132.00 in kit form and is easy to install following the installa-
tion instructions provided.
b. The requirements for conducting the evaluation were to determine
economics, maintenance problems, advantages/disadvantages of installing this
type unit on vehicles requiring prolonged idling to maintain a heated interior
for personnel occupying the vehicles for periods of time without engine running.
Examples of these are: Security Police, flightline, base taxi, supply delivery,
etc.
c. The Autotherm unit is manufactured by Autotherm Sales Corporation, 314
East Main St. Barrington IL 60010, phone (312) 381-6366.
5. Discussion.
a. The initial paperwork and project directive were received in December
1981. Acknowledgement was submitted in January 1982. The Autotherm represen-
tative, Mr Len Dunlop, from Chicago IL, phone (313) 792-1460, called on 4 January
1982. His conversation consisted of:
(1) No manufacturer's representative would visit Peterson AFB for in-
stall ing equipment.
(2) Owners guide and installation procedures were mailed separate from
the three kits.
Peace . . . . is our Profession
-------
55a
Page 2, of Phase I Completion Report Memo
from Peterson AFB was not included in
material furnished to EPA.
-------
56
The nominal draw during normal operation of the Autotherm for the three vehicles
was 5.5 amps. This is not a problem for most vehicles except the Security
Police. If they have all their lights on and the engine off for any length of
time the battery drains very fast. This situation would be very rare as
Security Police personnel are normally cognizant of this problem and would not
allow it to happen.
g. Several tests were conducted measuring duration of Autotherm operation.
Temperature measurements taken inside the vehicle were obtained using an air
conditioning thermometer. The vehicles were positioned outdoors away from
buildings. The engine was operated until inside temperature stabilized at 82°F.
The outside temperature was 28°F with a slight wind. The ignition switch was
turned off and the Autotherm automatically came on. The stop watch was started
at this point in time and was stopped when the Autotherm unit cut off. The time
span for this duration was 31 minutes and the inside temperature was at 72°F.
The 72°F temperature was very comfortable for occupants of the vehicle.
h. The next test conducted was in the same area with no wind and temperature
at -37°F outside. The engine was again operated until inside temperature stabil-
ized at 80°F inside. The ignition switch turned off, stop watch started when
Autotherm started. This time the Autotherm operated for 45 minutes before the
unit shut off. The inside temperature was 65°F and still comfortable for the
occupants.
i. Engine idle tests were conducted on test vehicles as well as several
other vehicles using the FloScan gas meter. This measurement of fuel at idle
for a period of one hour would establish a baseline for computing the economics
of the Autotherm unit. Every vehicle engine at idle will vary slightly as to
fuel consumed depending on altitude, humidity and engine condition. Therefore,
an average must be determined for computation purposes and not solely for a
particular vehicle. Vehicles in the sedan configuration are being purchased
with primarily 6 cylinder engines and 4 cylinder engines. The baseline should
be established for those engine sizes.
Reg No Vehicle Engine Size
80B2671 Fairmont 6 cyl
79B5656 Fairmont 6 cyl
80B2671 Fairmont 6 cyl
80B183T) Dodge 6 cyl 225 cu in
80B183T Dodge 6 cyl 225 cu in
1 Hr/Gal Consumption
.9
.7
.8
.7
.7
j. The baseline for 6 cylinder engine vehicles is .76 gallons per hour at
idle. This figure will be used in determining cost effectiveness of the Autotherm
unit at this activity. Other MEEP activities having 4 cylinder engine application
should have a similar format for the economic operation.
-------
57
k. The users were contacted for their comments on the use of the installed
Autotherm unit. In all cases the operators were very' impressed with the comfort
provided by the unit without engine running. The taxi driver on the day shift
was very impressed with the unit since he would sometimes park awaiting dispatch.
With, the unit operating during these times his vehicle was always comfortably
warm. The same comments were noted by Security Police operators during the day-
time and also night operations.
1. During the test phase no maintenance problems were noted on any of the
units. It is doubtful if any major maintenance problems will be apparent for
approximately five years. This would be dependent on heater hose life, plastic
pump components and solenoid housing. If installation instructions as to place-
ment of these components are followed the life expectancy would be five years.
However, Security Police vehicles are set up for a three year turn around now so
this could present a problem for them.
m. The safety aspects of using the Autotherm unit in lieu of engine idling
for periods of time will surely deter possible carbon monoxide poisoning. The
best safety aspect is maintaining a warm vehicle while not leaving a vehicle
engine idling and vehicle unattended. Although this is against AF policy, it
still happens on inclement days.
n. The advantage to the engine by having an Autotherm installed is the
extended life of spark plugs from no engine idling during long periods of time
during cold winter days and nights.
o. To determine full amortization of the Autotherm, the total cost is divided
by the cost per gallon of fuel to equate gallonage that must be saved thru use of
Autotherm. This factor is then divided by average gallons per hour at idle to
determine total hours of operation of Autotherm required for amortization. The
hour meters provided with the Autotherm kit and the fuel FloScan Model 660 aided
in data used for the following computation.
p. Cost Analysis:
(1) Equipment Cost/Vehicle $132.00
(2) Installation Cost 2.5 M/Hrs 0 $20.00/Hr/Vehicle 50.00
(3) Total Cost/Vehicle 182.00
(4) Fuel Cost/Gallon 1.29
•** •
(5) Average Gal/Hr at Idle (para 5j) .76
(6) $182.00 t 1.29 = 141 gallons
(7) 141 t .76 = ' 185.5 hours
-------
58
q. The cost analysis formula denotes that 185.5 hours of Autotherm opera-
tion will amortize the total cost of the unit. The hours of operation for the
Autotherm is predicated on vehicle missions (i.e., 8, 16, 24 hour operation),
severity of cold weather and operator integrity to use the unit. With these
items in mind, most units could be amortized within one winter season based on
usage at Peterson AFB for only four months data.
r. A base with 300 vehicle population would have approximately 10-12
vehicles that would have a need for the Autotherm. An average cold winter would
probably accumulate 200 hours minimum per vehicle for a 16-24 hour vehicle opera-
tion. At .76 gallons per hour baseline for 6 cylinder engines, an annual cost
saving would be $1,960.80 based on $1.29 per gallon for fuel.
(1) 10 vehicles X 200 = 2,000 hours
(2) 2,000 X .76 = 1,520 gallons
(3) 1,520 gallons X $1.29 = $1,960.80 cost savings per annum per base
(4) Not only is a cost saving realized but a fuel savings is in the
offing as well. Since the vehicle engine is not operated, 1,520 gallons of fuel
is saved. This is conservatively based on vehicle being operated from 8 hours -
24 hours with only two to three engine shutdowns for a period of 30-45 minutes
duration per shutdown.
s. The mean temperature below 40°F in the Colorado Springs area is used
for comparison on total days the Autotherm would be used. The chart reflects
January, February, March, November and December are months below the 40°F mean.
This represents 151 days of weather the Autotherm would be very effective to
use. To have amortization of the 185.5 hours of operation, the unit would only
have to be operated two to three times daily.
-------
59
CAUTION: UIP CmCUUTOa MO THIMIOIUT
AWWT F1IOM UHAUST MANIFOLD
— UNDER HOOD WIRING
ICCUM All WIRING OUT OF THI WAV WITH CAIU Till
SUFFUID. ROIL CICCSI Will INTO LOOF5 AND AT.
TACN TO UKTINO CAtUI. —- — —- '^~
— UNDER DASH INSTAUATION
Circulator
Thermostat
Circuit Breaker
Relays
On-Off Switch/Pilot Light
FIGURE 1
-------
60
Average Temperature
Year
1912
1913
19*4
194S
11946.
19*7 .
I194«
19119
1950
1951
19S2
1953
195*
19SS
1956
1957
1958
1959
11960
1961
1962
1963
I960
196$
1966
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
I960
1981
RCCOR
. nCAN
N*X
MIN
Jan
29.0
32. %
30. •
31.8
19.7
31.3
25.7
31.0
37.6
35.4
27.2
31.*
25.9
32.7
29.3
28.0
30.1
22.1
21.9
30.3
35.1
25.1
33.1
30.7
31. «
28.2
29.8
30.0
25.1
27.0
29.
30.
26.
25.
16.
26.
30.
28. a
41.
IS.
Feb
25.5
39.0
32.6
31.4
31.4
29.2
36.9
33.3
32.4
30.4
41.1
26.4
26.7
38.9
36.6
31.3
21.7
32.9
31.8
38.7
26.1
27.8
26.8
33. C
32.6
33.8
37.2
29.8
36.
32.
33. S
29. 8
37. C
35. C
27.
32.'
34.
34.
32. «
4S.
19.
Mar
36.4
35.7
35.4
41.4
42.6
37.6
36.3
33.2
32.1
40.8
34.1
35.6
37.8
37.2
31.3
36.3
35.6
36.2
33.6
38.4
30.9
25.6
40.8
42.9
38.6
•29.6
32.6
37.7
43.
36.5
42.
35.6
36.
J7.
40.
38.
35.
39.
36.
49.
23.
Apr
49.2
52.4
41.2
41.4
52.6
48. C
46.4
45.5
41.7
45.3
41.9
52.0
47.4
44.1
39.3
43.2
43.9
48.5
43.6
48.1
51. 0
46.2
48.
44.4
48.2
42. 5
48.
42. t
45.
49.
40.
46.
44.
47.
48.
48.
48.
44.
53.
46.
59.
32.
May
55.6
51.6
55.7
54.9
49.8
55.8
55.4
52.4
55.8
54.6
51.3
54.2
56.4
58.7
51.9
60.2
56.5
54.7
54.7
58.6
60.2
57.6
54.9
57.
52.4
51. S
S6.
58.2
S3.
55.
S3.
59.
53.
54.
58.
52.
54.
53.
&*•
55.
68.
42.
June
62.6
64.8
63.8
59.9
63.0
64.0
63.2
64.9
59. 0
70.5
67.5
67.9
62.3
70.3
63.5
66.2
68.1
65.6
63.4
62.9
69.0
65.0
62.
65.7
62.0
66.9
59.7
64. t
67.
67.
65. t
66.2
63.
64.
68.
66.
64.
69.
69.
65.
79.
51.
July
68.0
71.4
67.9
67.4
70.0
70.5
66.0
71.3
70.1
71.8
74.0
72.8
70.0
71.5
68.8
69.9
69.0
68.2
68.9
75. 5
75.3
69.4
73.9
69.3
68.4
71.7
71.2
68.8
68.9
68.4
72%6
71.0
72.
71.
72.
70.
75.
71.
70.9
84.
57.
Aug
66.7
69.5
68.0
67.0
68.9
68.8
66.1
67.9
70.1
67.8
70.3
70.3
67.6
69.8
70.7
70.6
70.0
68.4
70.6
69.8
69.3
65.8
66.8
66.
65.8
70.2
71.4
69.
67.
70.
67.9
70.
68.
68.
67.
67.
70.
67.
68.
82.
55.
Sept
59.0
59.9
60.0
58.6
61.5
64.4
61.8
58.8
59.1
62.4
63.9
64.6
62.2
64.3
59.6
62.6
59.0
63.4
54.3
62.
. 65.4
61.9
55.0
62.
60.
60.
61.
574
56.
60.
58.
58.
59.
59.
64.
62.
64.
62.
63.
61.
74.
47.
Oct
49.8
50.6
52.?
53.0
47.3
50.0
47.6
57.5
47.7
51.4
51.7
50.7
52.9
52.7
51.1
52.0
45.5
50. 5
48. 6
53.9
58.2
52.
52.
48.
52.
51.
41.
4».
49.
49.
52.
S?.
52.
45.
St.
51.
51.
49.
50.
SO.
64.
36.
Nov
43.0
39.8
38.8
39.0
36.4
34.0
47.4
38.3
36.1
31.5
41.2
42.3
35.3
34.8
33.2
40.2
36.4
38.7
34.9
40.5
42.1
38.4
43.8
40.6
39.6
34.5
37.0
38.2
37.9
29.8
39.6
38.
36.
36.
38.
36.
31.
39.
43.
37.
51.
24.
Dec
34.8
31.4
31.4
36.8
29.6
31.0
34.6
29.8
30. «
30.1
33.9
35.2
33.4
37.7
35.0
34.5
29.4
24.7
35.4
27.2
32.8
34.7
29.4
25.
29.4
30.8
32.9
30.4
23.5
31.2
28.0
35.
32.
34;
21.
33.
39.
32.
31. i
44.
18.4
Annual
4U.S
49.9
48.2
48.2
49.1
46.7
4C.8
49.7
51.7
48.7
49.3
48.3
50.0
48.4
48.0
46.6
49.1
51.5
48.8
48.0
4R.5
48.8
47.7
48.0
48.3
48.0
48.5
48.0
49.4
48.4
48.8
50.2
47.9
17.7
50.1
51.3
49.8
6?. 2
35.3
-------
61
6. Recommendations.
a. Recommend the Autotherm, P/N 2100 IT, be adopted for Air Force use
based on test results of.this project.
b. Recommend the Autotherm, P/N 2100 iT, be placed in TA 010 as this is
an accessory to the basic vehicle.
c. Recommend that a note be put in TA 010 stating this item to be used
on sedans, station wagons, pick-ups, 1 1/2 ton special purpose, and carryalls
only.
d. Recommend that a message be sent to each Major Command addressing
Security Police, CAM, Vehicle Operations, Protocol, Supply and Civil Engineer-
ing apprising them that item is available by NSN in TA 010.
-------
62
OFFUTT AIR FORCE BASE, NEBR.
PROJECT " HO 81-16C - AUTOTHERM HEATER CCAR COMFORT
SYSTEM)
-------
63
9 July 1982
Phase I Completion Report, MEEP Project No. HO 81-16C
TO:
IN TURN
1. Project Title: Autotherm Heater (Car Comfort System) .
2. Date Started: 15 Jan 82.
3. Date Completed: 30 Apr 82.
4. Description:
a. The purpose of this project was to determine, through
field evaluation if the Autotherm Heater (Car Comfort System)
maintained the vehicle interior warmth in cold weather,
reduced fuel consumption without undue battery load and pro-
vided adequate heat for comfort in an economical manner.
b. Equipment Evaluated: The Autotherm Heater (Car
Comfort System) , Model EVK-21001T is designed to continue
circulating heated coolant through the vehicle heater after
the ignition switch is turned off. The manufacturer claims
this unit will fit all 12-volt, water-cooled vehicles, is
easily installed in one (1) hour, has fully automatic opera-
tion and is guaranteed against coolant leakage for the life
of the original installation. The unit is also claimed to
maintain the heated vehicle's interior for the following time
frames per engine type/size with no wind:
4 cylinder @ 32°F. - 30 to 45 minutes
4 cylinder
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64
Cost of the system kit was $132.40. •
5. Work Accomplished:
a. To accomplish this evaluation, two (2) Autotherm
Heaters were evaluated at Loring AFB, ME and two (2) at
Offutt AFB,' NE.
Offutt AFB, NE
79B5112 (Test) - Security Police/Law Enforcement
79B5214 (Control) - Security Police/Law Enforcement
79B5599 (Test) - Vehicle Operations/Base Protocol
79B5601 (Control) - Vehicle Operations/Base Protocol
Loring AFB, ME
74B631 (Test) - Security Police/Alert Response
Team (ART)
74B638 (Control) - Security Police/Alert Response
Team (ART)
81B2380 (Test) - Security Police/Alert Response
Team (ART)
81B2379 (Control) - Security Police/Alert Response
Team (ART)
b. Base project monitors were appointed and local pro-
cedures were established for collecting maintenance and
operational data.
6. Discussion:
a. Offutt's test units were received on 15 Jan 82. The
four (4) selected project vehicles were called in to Vehicle
Maintenance for preparation.
(1) Vehicle engines were tuned to manufacturer's
specifications. All needed parts were installed at this
time,,,^Chassis dynamometer tests were performed to ensure
peak engine performance was achieved.
(2) Installation of the test units was accomplished
by two (2) civilian mechanics (WG-lOs) assigned to the General
Purpose Shop. Installation times were as follows:
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65
79B5112 Plymouth 225CI, 6 cyl 6.5 Labor Hours
79B5599 Ford 2.3L, 4 cyl 7.0 Labor Hours
(3) Manufacturer's installation instructions appear
to be adequate and easily read by the mechanics.
(4) In softie cases, as with the 4 cyl, 2.3L Ford
engine/ steel tubing and short pre-moulded hoses are used in
the heater circuit. Standard heater hose had to be used for
installation 6f the circulator and thermostat units to ensure
proper distance from the exhaust manifold.
"»"
(5) Both security police vehicles at Offutt. required
engine tune-ups during this evaluation. Neither required
parts.
b. Loring's test units were received on 18 Jan 82. The
four (4) selected project vehicles were called into Vehicle
Maintenance for preparation.
(1) Vehicle engines were tuned to manufacturer's
specifications. All required parts were installed at this
time. Chassis dynamometer tests were performed to ensure
peak engine performance was achieved.
(2) Installation of the test units was accomplished
by one mechanic assigned to the General Purpose Shop. In-
stallation times were as follows:
74B631 Chevrolet 350, V-8 2.5 Labor Hours
81B2380 AMC 258,- 6 cyl 7.0 Labor Hours
c. Average installation labor time was 5.75 hours x $16.00
= $92.00 cost. Installation labor time will decrease as
mechanics become familiar with the different types and models
of vehicles. See Atch 2.
•
d. During this evaluation, the test vehicles accumulated
15,995 miles (Loring and Offutt) and 296.4 hours (Offutt's
hours only) on the Autotherm Heaters at a $0.261 O&M cost per
mile. The control vehicles accumulated 16,079 miles at a
$0.223 O&M cost per mile. See Atch 3. Due to the operating
environment and the age/condition of the vehicles' engines,
the test and control vehicles' O&M cost per mile is misleading.
e. Loring AFB's test unit hourmeters were not operating
properly or they were incorrectly wired up. One of the test
units accumulated 1.3 hours and the other 'zero. No explanation
or estimate of accumulated hours could be made by the project
monitor.
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66
f. A fuel flow test at idle was made on test vehicle
79B5112, 225CI, 6 cyl engine to determine the amount of
fuel saved by operating the Autotherm Heater. Results may
vary depending on the vehicle engine size. Results are as
follows:
- 2.3 hours per gallon was obtained by this vehicle.
- 296.4 hours ? 2.3 = 128.7 gallons of fuel saved.
- 128^7 gallons x $1.29 per gallon • $166.02 saved.
g. A current draw test of Offutt's test units wVs* made
and the results are as follows:
79B5112 Heater Fan on Low - 2 AMPS
High - 5 AMPS
79B5599 Heater Fan on Low - 4 AMPS
High - 11 AMPS
h. Durability: During the evaluation period, we
experienced no problems with the inbailed units.
7. Safety: To the best of our knowledge, the inbailed units
meet or exceed the Health Act and EPA Standards. Safety pre-
cautions that are normally observed when working on auto-
motive electrical systems must be observed when servicing or
installing the units.
8. Advantages: There were two (2) advantages noted with
the inbailed Autotherm Heaters during this evaluation.
a. The Autotherm Heaters were able to maintain the
vehicles' interior warmth for a reasonable period of time
after the engine was shut off. See Atch 4. Loring AFB failed
to conduct temperature tests as directed.
b. The Autotherm Heater has presented the Air Force with
a savings of 128.7 gallons of gasoline at a savings of $166.02.
^
9. Disadvantages: None noted.
10. Tangible Savings: A tangible savings of $605.70 per unit
in a five* (5) year life cycle has been noted. A command
savings of $393,705 has been noted. See Atch 5.
11. Intangible Savings: The Autotherm Heater has presented
the Air Force with a unit/system that will maintain the vehicle
-------
67
interior warmth for a reasonable period of time after the
engine is shut off, which would prevent the chanco oE exhaust
emissions entering the vehicle. By being able to keep the
vehicle interior warm, it will improve morale of the people
who have to sit in these vehicles that are in areas where
the engine cannot be operated.
12. Recommendations: Based on the data gathered during this
evaluation, the Autotherm Heater is recommended for Air Force
use.
a. The Autotherm Heater has shown a tangible savings of
$605.70 during its life cycle. See Atch 5.
b. Recommend the Autotherm Heater be considered for use
in the following areas and types of vehicles.
(1) Security Police: Law enforcement sedans, pickup
trucks and jeeps.-
(2) Base Taxi: Sedans, station wagons and pickup
trucks.
(3) Flightline Aircraft Maintenance Support: Pickup
trucks.
c. Recommend the Autotherm Heater be listed in TA 010 as
a" vehicle attachment with a BOI of "As Required."
d. Within this command, there is an anticipated need for
units.
USAF 5 Atchs
1. Project Directive
2. Photos
3. O&M Cost Summaries
4. Controlled Temperature
Tests
5. Cost/Savings Computation
-------
6 DEC
DEPARTMENT OF THE AIR FORCE
HIAUQUARTLRSWARNER ROBINS AIR LOGISTICS CENTER (APLC)
ROBIMS AIR FORCE BASE. GEORGIA 31098
HI n v : o
AM.-.(•>. ..K-ALC/MMIRAB-1 (Mr. Cronin, 2676)
SUBJt
TO.
Cl management and Equipment Evaluation Program (AFR 77-5) Project Directive HS1-16C
1 . Project Title: Autotherm Heater (Car Comfort System)
2. Equipment to be evaluated:
a. Model EVK-2100iT Energy Conservation System
(1) Circulator Pump
(2) Thermostat Switch
(3) 12V SPST Relays - 2 each
(4) Hour Meter
(5) Control Switch/Indicator Light
(6) Installation Wire/ Connectors, Fuseholder and Hardware
eater system is designed to continue circulating heated water through the
chicle heater after the ignition switch is turned off. Manufacturer claims thi
•odel will fit all 12-volt, water-cooled vehicles, easily installed in one hour,
rally automatic operation, and guaranteed against coolant leakage for life of
ciginal installation. Also claimed is ability of device to maintain heated
. ehicle interior for the following time frames per engine type with no wind:
4 Cylinder 9 32*F - 30 to 45 minutes
4 Cylinder @ -15'P - 10 minutes
v-'a-lJ 32*F - 1 1/4 hours
V-8 @ -15*F - 30 minutes
400 CID @ 32*F - 1 hour
400 CID @ -15*F - 1 hour
Cost of system kit is approximately $132.
Atch 1
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69
b. Tune vehicles to manufacturer's specifications and install conservation
system on each selected vehicle. Comment on ease of installation, difficulties
encountered, time to install, and any additional training required.
c. Establish adequate procedures for base mechanic installation.
(1) Include appropriate level mechanic required to perform installation
and any additional training needed.
(2) Comment on adequacy of manufacturer's installation instructions.
•»•*
(3) Specify any additional equipment/items necessary which exceed
normal kit requirements.
d. Develop forms/instructions, needed for operating/servicing personnel
to acquire MPG/OtM costs to operate Autotherm equipped vehicles in comparison
to vehicles not so equipped.
e. Assure that kit installation is proper by following Autotherm
Manufacturer's checks and insuring vehicle is still tuned to vehicle manu-
facturer's specifications after installation is completed.
f. Operate vehicles under normal mission assignment. Collect data to
obtain average MPG, battery current drain, and fuel/service costs for Autotherm
equipped and non-equipped vehicles over project test period. Identify all
project vehicles by registration number.
(1) Comment on any problems experienced and resolution of same.
(2) Record any adjustments necessary for satisfactory vehicle per-
formance.
•?-
(3) Install ammeter in series with negative lead of battery and record
current drain. Record all data in accordance with appropriate MOIs/forms/in-
structions for each test vehicle.
(4) Compare ease of servicing vehicle employing Autotherm Heaters
versus those without test units.
(5) Determine average costs required to install energy conservation
systems t>n various Air Force vehicles.
"'-
(6) Compare effects of temperature extremes on heater effectiveness and
time period of comfortable ambient of vehicle interior. Site any locations where
heaters would be cost prohibitive/ineffective.
(7) Compare MPG/OtM costs to operate vehicles with and without
Autotherm units. (Be sure to include all costs for charging/replacing
batteries, if applicable.)
-------
70
(8) Comment on operator acceptance of heater system use and note any
significant unacceptable concerns.
(9) Cite any safety considerations related to overall employment of
Autotherm System.
g. Include all data/comments called for and any other findings considered
significant to the evaluation.
h. Expand on manufacturer's manual to provide complete, installation, oper-
ation, and servicing instructions including adequate parts breakdown infor-
mat ion.
*,"
i. Specify appropriate vehicle candidates for conversion if recommended
foe adoption and any constraints which would limit Autotherm device application.
(Such as mission purpose, climatic influence, or battery loading.)
f
j. Include an economic analysis supporting your recommendations. Complete
Attachment I (modified as appropriate) to reflect dollar savings/cost avoidance
figures.
k. Summarize results of all test data. Cite conclusions reached.
1. Project first year anticipated base/command buy requirements for any
quantities recommended for adoption.
m. Make firm recommendations for final action as supported by test data/
findings on the following:
(1) Adopt or non-adopt Autotherm Car Comfort System.
(2) Specify TA and BOX changes consistent with your recommendations.
(3) Appropriate method of procurement (CP/LP/other) for any new item
recommended for adoption.
(4) Appropriate moans to service/maintain adopted items (i.e..service
contract, base vehicle shops, etc.).
7. Authority for project: APR 77-5.
8. Priority assigned: III
9. Duration of project: Completion date is 15 Jun 1982. Completion report to
arrive UR-ACC/ffMVfc*> no later than 5 July 1982.
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71
10. Technical Publications: Manufacturer's manuals/guidelines will be furnished
with Cat Comfort System.
11. Technical Assistance: Will be provided by WR-ALC/H
upon requ?r,t.
12. Special Pundinq Instructions: None. Test items will be furnished throuqh
no-cost imbailment initiated by WR-ALC^aMMMA•
13. Disposition of Equipment: Request for disposition kits will be forwarded
to WR-ALC/IWMt with information copy to WR-ALC/WffMHi. Upon shipment of
returned items, a copy of shipping document will be forwarded to WR-ALC/
14. Project Classification: Unclassified. Project may be discussed verbally
with manufacturer's representative. However, no remarks will be nwide to
obligate the USAF. No information will be released to one manufacturer on
another's product. Advise commercial suppliers of bailment items, who desire
written evaluation report, to address their request to HR-ALC/«HBfe.
15. Project Monitor: James P. Cronin, alternate: Durwood Graham, WR-Al£/
""• AV 468-2676.
16. Reporting: To be accomplished in accordance with KEEP Reporting
Instructions.
.iicf. Aircraft Items i Vehicle Section
.nrjineoring & Reliability Branch
U* lament Division. D/MM
1 Atch
Savings Computation Format
Cy to:
y
Peterson AF3 CO 80914
Offutt AFB NE 68113
Chanute AFB IL 61B68
Columbus AFB MS 39701
Lowry AFB CO 80230
Lor ing AFB ME 04750
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72
Autotherm Heater Installation
1981 AMC Jeep CJ-7
Atch 2
-------
73
Autotherm Heater Installation
1974 Chevrolet Pickup C-10
-------
74
Offutt AFB, NE
Test Vehicle 79B5112
Operation Cost:
Miles Traveled: 9,861
Fuel Consumed: 826.9 x $1.29 = $1,066.70
Oil Consumed: 20.0 x .49 = '9.80
MPG: 11.93 $1,076.5ff»"
^
Operation Cost per Mile: $1,076.50 * 9,861 = $0.109
Direct Maintenance Cost:
Material Cost: $108.02
Labor Cost: 353.71
$461.73
Direct Maintenance Cost per Mile: $461.73 •? 9,861 = $0.047
Total O&M Cost per Mile: $0.156
125.1 hours accumulated on the Autotherm Heater.
Control Vehicle 79B5214
Operation Cost:
Miles Traveled: 11,705
Fuel Consumed: 808.8 x $1.29 = $1,043.35
Oil Consumed: 18.0 x .49 = 8.82
MPG: 14.47 $1,052.17
Operation Cost per Mile: $1,052.17 * 11,705 = $0.090
"'.
Direct Maintenance Cost:
Material Cost: $167.46
Labor Cost: 254.73
$422.19
Direct Maintenance Cost per Mile: $422.19 t 11,705 = $0.036
Total O&M Cost per Mile: $0.126
Atch 3
-------
Test Vehicle 79B5599
Operation Cost:
Miles Traveled: 1,389
Fuel Consumed: 72.9 x $1.29 = $94.04
Oil Consumed: 0.0 x .49 = .00
MPG: 19.05
Operation Cost per Mile: $94.04 t 1,389 =
Direct Maintenance Cost:
Material Cost: $ 0.00
Labor Cost: 84.60
$84.60
Direct Maintenance Cost per Mile: $84.60 * 1,389 « $0.060
Total OS.M Cost per Mile: $0.127
171.3 hours accumulated on the Autotherm Heater.
Control Vehicle 79B5601
Operation Cost:
Miles Traveled: 1,065
Fuel Consumed: 66.0 x $1.29 = $85.14
Oil Consumed: 2.0 x .49 = .98
MPG: 16.14 $86.12
Operation Cost per Mile: $86.12 -r 1,065 = $0.080
Direct Maintenance Cost:
^
4 Material Cost: $ 0.00
" T,abor Cost: 0.00
$ 0.00
Direct Maintenance Cost per Mile: $0.00 t 1,065 = $0.000
Total O&M Cost per Mile: $0.080
-------
76
Loring AFB, ME
Test Vehicle 74B631
Operation Cost:
Miles Traveled: 2,520
Fuel Consumed: 944.0 x $1.29 = $1,217.76
Oil Consumed: 9.0 x .49 = 4.41
MPG: 2.67 $1,222^.17
Operation Cost per Mile: $1,222.17 t 2,520 = $0.485
Direct Maintenance Cost:
Material Cost: $ 0.00
Labor Cost: 111.48
$111.48
Direct Maintenance Cost per Mile: $111.48 t 2,520 = $0.042
Total O&M Cost per Mile: $0.529
Control Vehicle 74B638
Operation Cost:
Miles Traveled: 1,867
Fuel Consumed: 769.2 x $1.29 = $ 992.27
Oil Consumed: 8.0 x .49 = 3.92
MPG: 2.43 $ 996.19
Operation Cost per Mile: $996.19 * 1,867 = $0.534
.*
JEUjrect Maintenance Cost:
Material Cost: $ 30.51
La"bor Cost: 136.98
$167.49
Direct Maintenance Cost per Mile: $167.49 -r 1,867 = $0.089
Total O&M Cost per Mile: $0.623
33
-------
77
Test Vehicle 81B2380
Operation Cost:
Miles Traveled: 2,225
Fuel Consumed: 673.4 x $1.29 = $R68.69
Oil Consumed: 2.0 x .49 = .98
MPG: 3.30 $869.67
Operation Cost per Mile: $869.67 ? 2,225 » $0.39*1
Direct Maintenance Cost:
Material Cost: $ 8.79
Labor Cost: 250.51
$259.30
Direct Maintenance Cost per Mile: $259.30 * 2,225 = $0.117
Total O&M Cost per Mile: $0.507
Control Vehicle 81B2379
Operation Cost:
Miles Traveled: 1,442
Fuel Consumed: 399.0 x $1.29 m $514.71
Oil Consumed: 4.0 x .49 = 1.96
MPG: 3.61
Operation Cost per Mile: $516.67 t 1,442 =
Direct Maintenance Cost:
, Material Cost: $ 30.99
" " Labor Cost: 309.72
$340.71
Direct Maintenance Cost per Mile: $340.71 ? 1,442 = $0.236
Total O&M Cost per Mile: $0.595
34
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78
Controlled Temperature Tests
Vehicle Reg. No.:
Date: 4 Feb 82
Time: 1310
Temperature: 12 F.
Weather Condition: Snowing/no wind
Occupants: One (1)
First Temperature Reading:
+ 15 minutes
+ 30 minutes
+35 minutes
Test
Vehicle
79B5599
85^
85^
77C
75V
Control
Vehicle
79B5601
78
67
Comments: Temperature tests were ended when the Autotherm
Heater shut the fan off.
Atch 4
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79
Controlled Temperature Tests
Vehicle Reg. No.:
Date: 21 Jan 82
Time:
Temperature: 12°F.
Weather Condition: Snowing/no wind
Occupants: One (1)
First Temperature Readings
+ 15 minutes
+ 30 minutes
+ 40 minutes
With
Autotherm
0800
Test Vehicle
79B5112
2** :•
-Without
j^u to therm
83V
80V
73*
68V
0905
83V
65"
58C
54V
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78
Controlled Temperature Tests
12°F.
Vehicle Reg. No.:
Date: 4 Feb 82
Time: 1310
Temperature:
Weather Condition: Snowing/no wind
Occupants: One (1)
First Temperature Reading:
+15 minutes
+ 30 minutes
+35 minutes
Test -
Vehicle
79B5599
85'
85C
77N
75V
Control
Vehicle
79B5601
o
-O
.o
,o
Comments: Temperature tests were ended when the Autotherm
Heater shut the fan off.
Atch 4
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80
Cost/Savings Computation
1. Test Unit: Autotherm Heater
2. Unit Cost: . $132.40
3. Quantity Required per Base: 25
4. Life Expectancy (Years): 5
5. Accumulated Hours During Evaluation: 148.2
(Based on One (1) Test Unit)
6. Accumulated Hours in One Year: 296.4
7. 296.4 f 2.3 hours => Gallons of Fuel 128.7
8. 128.7 Gallons x $1.29 per Gallon = Saved $166.02
9. Installation Cost: $ 92.00
($16.00 x 5.75)
10. Life Cycle Cost Savings:
$830.10 $224.40 _ $605.70
(8 x 4) (2+9) Savings per Unit
11. Command Savings:
25 26 = 650 $605.70 _ $393 7Q,
Units per Base Bases Vehicles Life Cycle ~ * ' /U3'UU
Savings
Atch 5
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81
ATTACHMENT K
.
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
OFFICE OF
July 26, 1984 AIR. NOISE AND RADIATION
Mr. Robert Jaeger
AUTOTHERM Sales Corporation
314 East Main Street
Harrington, Illinois 60010
Dear Mr. Jaeger:
This letter is to Inform you that we received your May 21, 1984
application for evaluation of the "AUTOTHERM Energy Conservation System"
under Section 511 of the Energy Policy and Conservation Act. We have
performed a preliminary review and have the following concerns:
1. Section 2d of your application does not include your address, so
EPA will assume that 314 East Main Street, Harrington, Illinois 60010,
which appears at the bottom of each page- of your application, is the
correct address.
2. Under Section 3b(l), your application states that the AUTOTHERM
Energy Conservation System is applicable to any vehicle with a water
cooled engine, except "Mercedes Benz vehicles, due to their use of vacuum
heater controls." Other vehicles also use vacuum heater controls; your
description does not provide enough detail to explain the unique features
of Mercedes Benz vacuum heater controls -that prevent the application of
the AUTOTHERM system. Please provide additional information to permit us
to further understand which types of heaters allow or prohibit AUTOTHERM
system utilization.
3. Section 3c of your application is rather brief and does not
reference any of the additional material you provided. EPA will assume
that the descriptions of the theory and principles of operation in, a)
brochure AMFSB-36-1/82-25M, and b) "Fleet Fuel Survey" - Form Number
AM-SB-EV-F-001 11/81-5M, are explanations that you wish to reference to
meet the requirements of Section 3c of the Application Format.
4. ^Section 3e makes claims for fuel and maintenance cost savings but
does not segregate them. Please provide additional information, or
reference information already sent, on the cost savings due to, a)
reduced fuel ' consumption, and b) the maintenance cost reductions you
attribute to the AUTOTHERM system. We also need information on how the
cost savings were calculated and the assumptions used.
A critical assumption will be the percentage of time that drivers
will forego idling and use the AUTOTHERM system. You have not given EPA
any information on driver willingness to use the AUTOTHERM system in lieu
of idling. The probability of 100 percent of the drivers, with AUTOTHERM
system equipped vehicles, using the AUTOTHERM system is very low. Some
drivers may not be willing to change their ways. The probability of
-------
82
optimum AUTOTHERM system use, by drivers who do use the system Is open to
question. The question is then, what are the actual utilization rates?
Do you have any data that document driver utilization rates of the
AUTOTHERM system in suitably equipped fleet vehicles?
5. The price sheet referenced in Section 3f has an effective date of
September 1, 1983. Is this price sheet current?
6. Section 4b references a stick-on label (Form Number
AM-D-6-2M-4/83), but this label does not include information on
maintenance and diagnostics. Since the "Installation and Owners' Manual"
provides both operating instructions and diagnostics, EPA will assume
that you wish to reference this manual. No maintenance information was
provided, but the reason becomes apparent in Section 4d which states that
no maintenance is required.
7. The literature enclosed with your letter of September 22, 1983
included a "Fleet Fuel Survey" brochure (Form Number TC101-9/83) that
Included a footnote that states the following: "Acknowledged by National
Bureau of Standards and U.S. Environmental Protection Agency as an
effective fuel saving device." Please explain the basis for your claim
as I am not aware of any previous EPA involvement with the AUTOTHERM
Conservation System. Additionally, I must caution you that the U.S.
Government does not "approve" fuel economy devices, but does permit test
data resulting from an evalution to be cited.
Please inform us if any of the assumptions EPA has made in paragraphs
numbered 1, 3, and 6 are incorrect. It will be helpful if you would
provide the information requested in paragraphs numbered 2, 4, 5, and 7
by August 20, 1984.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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83
AUTO
August 10,
Mr. Merrill W. Korth
Device Evaluation Coordinator
UNITED STATES ENVIRONMENTAL
PROTECTION AGENCY
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Michigan 48105
Dear Mr. Korth:
I am sorry for the oversights in my May 21st application. I will cover them
as listed in your July 26th letter:
1. Since the address was included in 2.C.3, I neglected to repeat it in
2.d. It is the same.
2. Section 3-b.l. The AUTOTHERM system does not work with vehicles whose
vacuum controlled air mix door switches to the air conditioning mode
on engine shutdown. The 1974 Chrysler was the last American car made
with that system. We have not checked Mercedes beyond the 1979 model
year since practically none of the-fleets using the AUTOTHERM system
have Mercedes vehicles.
3. I appreciate your suggestion to reference brochure AMFSB-36-1/82-25M
and Fleet Fuel Survey form AM-SV-EV-F-001 11/81-5M as additional infor-
mation for section 3.c. If you believe it applicable, report 004641,
Office of Energy Related Inventions, National Bureau of Standards,
might also afford additional information to Section 3-c.
4. The fuel survey forms referenced in Section 3-c. have listed average
fuel consumption at idle for various size engines. Fuel savings would
bar 100% of fuel that would be used for a given engine size multiplied
J>y the cost of fuel in a given area at a given time. I cannot cite
references at this time, but articles have appeared in automotive
journals on numerous occasions indicating that excessive idling will
cause formation of gum, sludge and corrosion in an engine leading to
poor performance and additional servrce costs. It has also been pointed
out that excessive idling can lead to overheating and burnout of the
catalytic converter -- a costly replacement item plus a possible fir?
hazard. In addition to savings, each hour of idling elininated also
eliminates an hour of exhaust gas pollution. A copy of a newspaper
article is enclosed referring to a severe problem caused by excessive
idling.
314 EAST MAIN ST. • 8ARRINGTON, ILLINOIS 60010 USA • 312-381-6366
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84
Mr. Merrill W. Korth AUTOTHERM
United States
Environmental Protection Agency
Ann Arbor, Michigan
August 10, 198V ..
Page - 2
We have no quantitative data on percentage use of the AUTOTHERM system
and we have had fleet administrators — primarily law enforcement —
decline to purchase AUTOTHERM kits based on the fact that they did not
believe all of their drivers would use them. Those who purchased the
AUTOTHERM system usually ran a test and determined that they could con-
trol usage and a savings would result before ordering larger quantities.
A number of fleet operators have told us the AUTOTHERM system was so
well received, they would probably have the system installed for the
comfort and morale of their drivers even without a savings. We would
not expect 100% usage, but habits can be broken since it is certainly
more comfortable to sit in a parked vehicle without the noise, vibra-
tion and possible exhaust blowback of an idling engine. Another poiTit
regarding those who leave the engine idling while they are not in the
vehicle is that they are breaking the law in all but four states by leav-
ing the vehicle unattended with the engine running.
5. The price sheet referenced in Section 3«f. effective September 1, 1983
is current.
6. The AUTOTHERM "Installation and Owners Manual" is included with each
kit and will give the owner additional information over and above the
simple operating instructions on the label referenced in Section 4.b.
7- My predecessor had been using the statement, "acknowledged to be an
effective fuel saving device by the U.S. Environmental Protection
Agency" and it is my understanding this was based or. a letter written
by you to the EPA in Alaska recommending the AUTOTHERM System. We are
aware the U. S. Government does not approve devices or products and
thought the statement used was acceptable. Please let me know if that
is not the case.
Sincerely,
-'.
AUTOTHERM SALES CORP.
Robert O/ Jaeger
ROJrhlt
enc.
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85
(The copy of the newspaper article referred
to by applicant in his letter of August 10,
1984 is not completely legible. That po'.rtion
of the article which the applicant underlined
appears below:
Chicago Tribune Friday, May 13, 1983
"... after the engine in her previous
car burned out because of the many hours
it spent idling in front of City Hall."
Copy of newspaper article will be furnished
upon request.
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