U.S. patent application number 11/799859 was filed with the patent office on 2007-11-08 for compressed gas management system.
Invention is credited to Walt Froloff, Kenneth C. Miller.
Application Number | 20070258834 11/799859 |
Document ID | / |
Family ID | 38661338 |
Filed Date | 2007-11-08 |
United States Patent
Application |
20070258834 |
Kind Code |
A1 |
Froloff; Walt ; et
al. |
November 8, 2007 |
Compressed gas management system
Abstract
The present invention is a system and method for managing
compressed gas as an energy storage medium for providing power to
vehicle uses. Compressed air has many pneumatic uses both inside
and outside of vehicles and an Air Hybrid engine a source of
compressed air energy for storage. This source of compressed air
energy is stored, managed, and used in many methods and devices.
The gas storage system presented is distributed over multiple
storage units coupled to a gas flow network for control storage and
use of the compressed gas.
Inventors: |
Froloff; Walt; (Aptos,
CA) ; Miller; Kenneth C.; (Aptos, CA) |
Correspondence
Address: |
Walt FROLOFF
273D Searidge Rd
Aptos
CA
95003
US
|
Family ID: |
38661338 |
Appl. No.: |
11/799859 |
Filed: |
May 3, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60798161 |
May 4, 2006 |
|
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|
Current U.S.
Class: |
417/364 |
Current CPC
Class: |
F04B 35/002 20130101;
Y02T 10/6208 20130101; Y02E 60/16 20130101; B60Y 2400/15 20130101;
Y02T 10/62 20130101; Y02E 60/15 20130101; B60K 6/12 20130101; F04B
41/02 20130101 |
Class at
Publication: |
417/364 |
International
Class: |
F04B 35/00 20060101
F04B035/00 |
Claims
1. A system for storing and managing compressed gas in a vehicle,
comprising: an engine having selectable cylinder compressed gas, at
least one compressed gas storage unit, at least one pressure sensor
for determining gas storage unit pressure, compressed gas storage
units coupled to engine cylinder for channeling bi-directional gas
flow, programmed logic for bi-directional flow control channeling
gas from a programmably selectable cylinder to programmably
selected storage unit and from the storage unit to the cylinder,
whereby compressed gas from dynamically selected individual
cylinders can be flowed to disparate storage units for alternate on
or off vehicle uses or redirected back to a selected engine
cylinder for further compression or use.
2. The system of claim 1, wherein the compressed gas storage units
are coupled to a network of channels wherein electronic controlled
valves using programmed logic actuates electronic controlled valves
to maintain pressure ranges in selected gas storage units,
cascading compressed gas to storage units in parallel or in series
based on preset pressure limits, storage capacities and storage
unit pressure.
3. The system of claim 1, wherein the gas in the storage units is
chosen from a group consisting of air, hydrogen, propane, methane,
natural gas, nitrous oxide or combinations.
4. The system of claim 1, wherein the storage unit comprises a
plurality of gas storage units operatively connected in a gas flow
channel network wherein actuation of valve opening and closing
times are pre-determined based on gas travel time in mapped
channels from source unit to channel target location, whereby
transient pressures of compressed gases from more than one storage
unit additively combine at a selected location, providing a
cumulative higher pressure transient than the individual units
could provide.
5. The system of claim 1, further comprising logic for mapping
available storage capacity to a required gas pressure and location
wherein compressed gas storage units having electronically actuated
valves isolating channel flow directing gas to mapped locations in
without branching to other channels.
6. The system of claim 1, further comprising small volume gas
storage units operatively connected to a network channel for
programmable controlling gas flow to reduce storage unit charge
time in selected storage units.
7. The system of claim 1, further comprising the compressed gas
storage in a vehicle frame chassis.
8. The system of claim 7, wherein separated vehicle chassis storage
units are communicatively coupled in a network of channels
connecting vehicle chassis storage units in series, parallel or
combinations.
9. An energy storage and management system for compressed gas,
comprising: computer readable memory and at least one processor;
sensors measuring gas state at pre-determined gas locations; sensor
data in communication with processor; compressed gas sources; a
plurality of compressed gas storage units; a net work of channeling
conduits, headers or plenums coupling the compressed gas storage
units via electronic controlled valves; logic stored in memory for
enabling a computer application, under the control of a processor,
to perform: receiving compressed gas data from sensors, determining
compressed gas target locations, determining compressed gas state,
identifying valves isolating a channel from compressed gas unit to
target location, actuating the opening and closing of
electronically controlled identified channel valves, and executing
the logic to manipulate valve components channeling gas flow from
the plurality of gas storage sources to the target locations at the
gas state required.
10. The system of claim 9, wherein the compressed gas is chosen
from a group consisting of air, hydrogen, propane, methane, natural
gas, nitrous oxide or combinations.
11. The system of claim 9, wherein the coupling network comprises
wireless electronic components such as and including all types of
valves, electronically controlled, varieties of pressure,
temperature, flow sensors, and signal transmission.
12. The system of claim 9, wherein the storage unit comprises a
plurality of gas storage units operatively connected in a gas flow
channel network wherein actuation of valve opening and closing
times are pre-determined based on gas travel time in mapped
channels from source unit to channel target location, whereby
transient pressures of compressed gases from more than one storage
unit additively combine at a selected location, providing a
cumulative higher pressure transient than the individual units
could provide.
13. The system of claim 9, further comprising logic for mapping
available storage capacity to a required gas pressure and location
wherein compressed gas storage units having electronically actuated
valves isolating channel flow directing gas to mapped locations in
without branching to other channels.
14. The system of claim 9, further comprising small volume gas
storage units operatively connected to a network channel for
programmable controlling gas flow to reduce storage unit charge
time in selected storage units.
15. A method of storing and managing a compressed gas in a vehicle,
comprising the steps of: programmably identifying sources of
individual cylinder compressed gas from an engine, identifying
capacity available storage units, selecting identified units based
on a pre-determined pressure, allocating a plurality of
compressible gas storage units operatively connected with flow
controlled through electronically controlled valves, for
controlling gas flow from engine compressed air sources and to the
allocated storage units, accepting compressed gas from a identified
compressed gas sources one or more pre-determined identified units,
accepting data from channel and storage gas pressure sensors,
storing the compressed gas in the allocated units, and flowing gas
from compressed gas source to storage unit or from storage unit to
selected engine cylinder through a gas channel network programmably
controlled by electronic controlled valves, whereby compressed gas
from engine generated sources can be directed to disparate
alternate on or off vehicle uses or redirected back to the engine
for further compression or use.
Description
BACKGROUND
Field of the Invention
[0001] This invention generally relates to compressed gas storage
systems for vehicles, and more particularly, to intelligent
management of compressed gas as stored mechanical and fuel energy
for multiple alternate uses and benefits.
[0002] With the advent of very fast digital valves, compressed gas
can be applied in a continuous or analog sense as it is in current
applications, or as impulse, or digital sense. Digital pneumatics
is not currently used in applications, but can take better
advantage of fluidic power efficiencies and resonance character of
devices. Mostly fluidic transients are unwanted forces which must
be designed around. However, fluidic transients in the form of
timed pulses can be a powerful and very efficient method of energy
delivery which is not currently exploited.
[0003] Compressed air has many pneumatic uses both onboard and off
board vehicles. As the Air Hybrid engine develops, so does the
availability of mobile compressed air sources. Most current Air
Hybrid or Air Power Assist vehicle designs have an air storage tank
to facilitate the generation of compressed air from braking and
slowing the vehicle momentum, to transferring the energy normally
thrown away to a later re-acceleration. The current single storage
tank is inadequate, unreliable, payload space consuming and unable
to supply all the uses and storage mechanisms possible for its
intelligent exploitation and accommodation to vehicle
constraints.
[0004] The present systems have one or two large compressed air
tanks. These require time to charge, during which the efficiency of
the air hybrid is not realized. The shear size and placement of the
tank consumes strategic vehicle volume or cargo space, displacing
normally used and valuable vehicle payload. Moreover, a tank leak
disables the entire air-hybrid system, rendering the engine
ineffective until the leak is found and repaired. Thus the one
large tank air-hybrid is unreliable and vehicle space wasteful.
What are needed are smaller, less cargo consuming space and
reliable compressed air storage. Moreover, the current large high
pressure tanks add concentrations of added weight becoming a
liability against vehicle fuel performance and maneuverability
performance. What are needed are schemes for lighter tanks with
adequate pressure outputs to hand disparate requirements on short
notice. The tank storage capacity also limits the vehicle range in
efficient use. But large size tanks prevents a more strategic
placement onboard the vehicle. Currently vehicles have many
"hollow" spaces which can otherwise hold air, if only it could
accommodate the large cylinder tanks. What are needed are tanks
which conform to available unused space in current vehicle bodies
yet provide adequate compressed gas storage capacities.
[0005] Pressurized gases on board vehicles can serve many uses, and
not only in engine fuel regeneration or in performance enhancement
through oxygen enrichment. Gas fuels such as propane, compressed
natural gas, butane and hydrogen are good candidates for alternate
fuel sources. There are alternate utility uses for compressed air
while the vehicle is mobile or stationary. What is needed are
compressed air management systems which monitor and control the
charging and discharging of compressed air to can provide alternate
and reliable compressed air sources.
[0006] Turning to mobile compressed air uses, air shocks are
devices which use compressed air to stiffen or dampen a vehicle
suspension system. Adjusting air pressure can alter the stiffness
of not only shocks, but many designed structures including vehicle
body, bumpers, chassis and suspension. A source of available and
variable compressed air can accommodate many such uses, uses that
cannot be exploited with the one-tank designs of current
air-hybrids because of limiting pressure, volume, capacity or
combinations of those. Mobile uses of compressed air include but
are not limited to vehicle structure and body stiffness
manipulation from compressed air pressure, tire inflation, light
weight pneumatic motors for vehicle components, seat comfort,
bumper stiffness, air bags, shock assemblies, windshield wipers and
washer, tire road air brushes, air foil and stabilizer
enhancements, electronic controlled thrust vectoring, etc
[0007] Current electric hybrid vehicle employ large heavy and
expensive battery banks to store the energy recaptured for
regeneration and use in engine or onboard components. What is
needed is a comparable compressed air energy storage system for
air-hybrid vehicles, to intelligently store and manage the
compressed energy.
SUMMARY
[0008] The present invention discloses a system for storing and
managing compressed gas in a vehicle having an engine with
dynamically selectable cylinder compressed gas, at least one
compressed gas storage unit, at least one pressure sensor for
determining storage gas unit pressure, compressed gas storage units
coupled to engine cylinder for channeling bi-directional gas flow,
programmed logic for controlling bi-directional gas flow channeling
gas flow from programmably selectable cylinder to programmably
selected storage unit and from storage unit to cylinder, whereby
compressed gas from programmably selected individual cylinders can
flow to disparate alternate on or off vehicle uses or redirected
back to a selected engine cylinder for further compression or use.
The compressed gas storage units are coupled to a network of
channels wherein electronic controlled valves using programmed
logic maintain pressure ranges in selected gas storage units,
cascading compressed gas flow to storage units in parallel or
serial based on preset pressures, storage capacities and unit
pressure. The compressed gas may be air or a fuel gas such as
hydrogen or natural gas. Some embodiments include air as the
compressed gas, and components as digital valves, wireless sensors
and composite conformable gas tanks partitioned into cells and
electronically managed.
BRIEF DESCRIPTION OF DRAWINGS
[0009] FIG. 1 is a schematic drawing illustrating the compressed
gas energy storage and management system in accordance with an
embodiment of the invention.
[0010] FIG. 2 is a schematic illustrating the compressed gas energy
storage and management system switching and control components in
accordance with an embodiment of the invention.
[0011] FIG. 3 is an exemplar conforming geometry compressed air
storage array cell configuration in accordance with an embodiment
of the invention.
[0012] FIG. 4 is a high level flow chart of compressed air storage
array charge control in accordance with an embodiment of the
invention.
[0013] FIG. 5 is a high level flow chart of compressed air storage
array discharge control in accordance with an embodiment of the
invention.
[0014] FIG. 6 is a graphical illustration of phased array pressure
pulsing in accordance with an embodiment of the invention
[0015] FIG. 7 illustrates a distributed compressed air storage
system within a vehicle in accordance with an embodiment of the
invention
[0016] FIG. 8 illustrates a distributed compressed air storage
system of uses and pneumatic applications on a vehicle in
accordance with an embodiment of the invention.
[0017] FIG. 9 illustrates a distributed compressed gas storage bank
in a vehicle tubular frame structure in accordance with an
embodiment of the invention.
[0018] FIG. 10 illustrates tubular integrated compressed gas
storage tank details in a tubular frame structure in accordance
with an embodiment of the invention.
DETAILED DESCRIPTION
[0019] Specific embodiments of the invention will now be described
in detail with reference to the accompanying figures.
[0020] In the following detailed description of the invention
embodiments, numerous specific details are set forth in order to
provide a more thorough understanding of the invention. However, it
will be apparent to one of ordinary skill in the art that the
invention may be practiced without these specific details. In other
instances, well-known features have not been described in detail to
avoid unnecessarily complicating the description, in adhering to a
fundamental mode and cycle of operation examples.
[0021] The presently disclosed system and method can be implemented
using hardware, software or a combination of hardware and software.
The disclosed system and method is comprised of hardware and
electronic control components, which can be implemented using many
different hardware configurations for applications as well as
programmable control of features.
[0022] In general, embodiments of the invention provide a method
and apparatus to allow a compressed air storage to be distributed
and managed in a vehicle for multiple applications. The distributed
and intelligent management of such a system overcomes many energy
and utility challenges, providing many uses and benefits such as
quick charge availability, compressed air storage versatility and
reliability, reduced cost due, increased utility for disparate uses
on-board and off-board the vehicle, stiffness variability for
safety, ride comfort and other uses.
[0023] FIG. 1 is a schematic drawing illustrating a compressed gas
storage and management system in accordance with an embodiment of
the invention. Three schematic storage banks 141 116 131 are shown
but more or fewer stages can be implemented as well. A
cylinder-piston unit 101 in a compression or regeneration mode,
will compress the cylinder gas, and will compel the compressed gas
through a check valve 107 to a header or manifold 141 whereby it
can be distributed to one or more high pressure gas storage 111
units. The storage bank most immediate to the cylinder will most
likely be the highest pressure stage. During a pressurization, on
regeneration or compression mode cylinder 101 intake stroke, a
pressure control valve 105 actuated from an electronic control
switch 109 controlled through control line 145 can receive the
signal to open and admit compressed gas from a high pressure
storage unit 111 through the valve port 103 and to the cylinder 101
for a re-compression to a higher pressure during a compression
stroke. In some embodiments, the cylinder 101 exhaust valve can
stay open on compressions stroke, allowing the pressurization to be
continuously flow to the storage unit 111 through check valve 107.
This process is substantially adiabatic of compressed air storage
units 111 have thermal insulation. This process is then repeated
for pumping up and increasing pressure in storage 111 to a preset
pressure level while the cylinder is in re-generation or
compression modes. The switch 109 can be actuated as part of the
air-hybrid engine mode change from power mode to regeneration mode
and to continue under local control, with this individual cylinder
only, a continued regeneration mode until another signal changes
that the cylinder to another mode of operation. Furthermore, a
regeneration mode can cycle until the storage pressure in the high
pressure 111 stage reaches a preset level, at which time it is
charged at full capacity. This unit 111 can be then partially
discharged to other parallel units in the bank 111 or to serially
connected lower pressure 117 stage units. Unit pressures are
monitored and pressure energy is transferred to storage units below
their capacity and until they reach capacity. Since storage units
can also be discharging while serving some function or use, this
process is dynamic, variably changing unit pressures through
charging and discharging. Thus multiple parallel tanks 111 can be
used to provide additional energy storage capacity, redundancy and
reliability, with each tank cycling up in parallel sequentially to
store or supply energy on demand. Upon reaching a pre-set pressure,
a switch 112 to open a valve 113 will throttle 115 the pressure
down to a preset intermediate pressure at a header 116 which can
pressurize another stage bank 117 of units in parallel to a preset
intermediate pressure. In an embodiment of the invention, this
stage is directly connected to a common header 135 or manifold and
in addition to storing compressed gas at an intermediate pressure,
can provide compressed air to devices and application requiring an
intermediate gas pressure. The electronic control switches 112 118
to turn valves 113 119 respectively are signaled by control lines
139 and 133 respectively.
[0024] Since valves and stitches are electronically controlled,
preset levels are adjustable, requiring basic programming logic
monitoring pressures and opening/closing switches and valves. Upon
filling a unit to capacity or a preset level, individual unit tank
combined pressures can be used to pressurize a third stage bank 131
through another valve 119 and throttle orifice 121 or to provide an
intermediate pressure compressed gas at header 135 for any number
of alternate uses at lower or alternate use pressures. Another
storage stage of lower presser storage 123 is received through the
admitting valve 119 throttled 121 to the preset lower pressure in
storage 123 bank stage 131. As with the other stages, the storage
units can be in parallel, to increase reliability, safety,
redundancy, and other advantages. A safety relief valve 127, is
provided to vent 125 to atmosphere should the need arise to protect
the equipment.
[0025] Schematic key symbols 150 represent the compressed Air
Storage Tank (CAST) units, valves, an electronically controllable
pressure regulator valve--one where response time is essential as
several modes of operation may require engine piston following time
responses with knowledge of pressures upstream and downstream of
the valve, throttling orifice, pressure relief valve, check valves
and electronic controlled switches. One skilled in the art will be
capable of substituting for many of these components as they there
are many ways of controlling gas flow and electronic controlled
piping and gas storage are well known to those skilled in the art
The schematic legend 150 will apply to FIG. 2 as well.
[0026] FIG. 2 is a schematic illustrating the compressed gas energy
storage and management system switching and control components in
accordance with an embodiment of the invention. Pressure,
temperature, other sensors and computer control components enable
the distributed compressed gas to be used for many applications and
in many ways, charging available storage capacity and discharging
to demands via valved tubes, ducts and channels. Some one cycle of
operation controls are illustrated elsewhere and mentioned here to
point out the controls in the architecture require pressure and
temperature sensor not shown on FIG. 2 schematic, but their states
are known and used in the manipulation of flow control as
specified.
[0027] Three storage banks 210 207 215 are shown but more or less
stages can be implemented. A cylinder-piston unit 201 acting in
compression mode will compress the cylinder 201 gas, and will
compel this compressed gas through a check valve 207 to a header or
manifold 210 whereby it can be distributed to one or more storage
first stage storage 235 units. This stage 210 storage bank most
immediate to the cylinder 201 is in most embodiments likely be the
highest pressure storage, and can be placed very near the engine,
perhaps adjacent to the engine heads in insulated
spherical-cylindrical compartments. During a pressurization or
compression mode, a pressure control valve 205 actuating from an
electronic control switch 211 controlled through control line 209
can receive the valve open or close signal and admit or receive gas
flow through the check valve 207, compressed gas from the high
pressure storage 235 through the valve port 203 or back to the
cylinder for a re-compression to a higher pressure respectively,
and in thus fashion repeated for pumping up or increasing pressure
to storage pressure header 210. This cycle can continue until the
storage pressure in the high pressure 235 stage reaches a preset
level through the operation of the switch control lines 237 for
high pressure storage valves 239. Multiple parallel tank units 235
can be used to provide redundancy and reliability, and also higher
cumulative pressures at the header 210 should the need arise. These
are isolated from the header manifold 210 pressure in this
embodiment. Upon reaching a pre-set pressure, a switch 211 to open
a valve 213 which will throttle 215 the pressure to a preset
intermediate pressure at a header 207 which will supply pressurize
to another stage bank stage 227. Switches 231 to valves 228 are
electronically and individually controlled 229 to allow storage
units 227 to receive or cease gas flow. Switch 209 is
electronically controlled to flow gas via valve 211 to be throttled
213 to a lower pressure header or manifold 215 for storage 219 at
lower pressures 215 or alternate uses from a lower pressure gas.
These decisions are programmable using the switches 217
individually controlling 225 flow to gas storage units 219. Storage
units 219 can be duel ported with valves 221 for discharge or
intake and discharge, to facilitate the alternate use scheme
designed for a storage unit bank or stage of pressurization.
Electronic control 223 of the valves 221, as in the control 237 239
of other stage pressure units is by individual storage unit, to
facilitate yet another aspect of the invention.
[0028] Upon filling all parallel storage units to capacity at a
individual pre-set levels, lower pressure storage units can be fed
overflow pressurized gas. Although parallel units appear
symbolically identical, their strength, size and capacities may
differ, even in a common bank. They also may spring leaks, which
will require that they be isolated for non-use and flagged for
repair. Alternatively, another aspect of the inventions provides
for lower pressure tanks through transient pressure wave
combinations. This is done through time pressure releases from
known unit pressures and pressure wave travel time which upon
convergence an a target location, pressure waves combine lower
pressures to achieve a higher pressure for storage or use.
[0029] As with the all banks, the storage units can be in parallel,
to increase reliability, safety, redundancy, and other advantages,
but they can also be configured in serial for other benefits.
[0030] FIG. 3 is an exemplar conforming geometry compressed air
storage array cell configuration in accordance with an embodiment
of the invention. A hexagonal cell array is shown but other cell
geometries can be used. The width, breath and depth dimensions of
this flattened or slab shape gas tank can be conformal to many 3-D
surfaces as vehicle floor, side panel, door and ceiling body
volumes. Thus storage array characteristics provide ways to house
underutilized volumes, adding gas storage capacity with additional
and additional safety features, without consuming valuable cargo
space or adding appreciable weight.
[0031] FIG. 3 illustrates a top and front view of a compressed air
storage array of hexagonal storage cells 317, each cell 301 with
independently operated electronic controlled valves 313 315. Fast
acting electronic valves 313 315 are known to those skilled in the
art, and are the gateways to flows in 319 and out 307 of the cell
array 317. The cells 301 are shown to be hexagonal but can be of
any geometrical construction, including an array of cylinders or
long tubular tanks in parallel. Each storage cell 301 is connected
via a network of channels 303 305 or conduits of material strength
commensurate with the maximum pressures existing during operation
of the storage array 317.
[0032] The duct or channels connecting the cells can also vary
depending cell design pressures and expected required output
pressures and flows. For example, if the cell pressures are high
and the required flow is high, critical or chocked flow conditions
may arise. For this reason, a network of channels may be necessary
to avoid the choke locations and conditions. The network 303 305
will allow the known cell location and distance to output required
location to be calculated along different paths. The acoustic
character of the gas wave and speed are known which then allow a
straight forward calculation of the flow along different paths.
More valves 313 315 may be implemented along the channel network
303 305 for flow control as well, steering the flow along optimal
and selected conduit paths.
[0033] FIG. 4 is a high level flow chart of compressed air storage
array charge control in accordance with an embodiment of the
invention. The procedure begins 401 by selecting a Compressed Gas
Storage (CGS) or Compressed Air Storage (CAS) bank X.sub.n for
charging and then setting the charge increment from the present
known pressure 403 from P.sub.a to P.sub.a+1. Switches for valve
actuators and valves are then opened in a programmed sequence 405
to receive gas from an external source to each of the cells of the
bank X.sub.n+1 to P.sub.a+1 for all the bank cells 407. At
completion, another CAS bank X.sub.n+1 is selected 409 for charging
to an incremental pressure P.sub.a+1. Switches and valves are
opened in the programmed sequential manner to sequentially fill the
cells in the selected bank until all cell banks are pressurized 411
to the selected pressure P.sub.a+1. If this pressure is below a
preset pressure P.sub.max, 415 then X.sub.n is selected for another
incremental charge 403 and the processes is repeated until all
selected banks have been charged to the programmed pressure. When
the preset maximum storage cell pressures are reached, charging is
suspended 417 until a signal to recharge 401 is received.
[0034] FIG. 5 is a high level flow diagram of a compressed air
storage array discharge procedure in accordance with an embodiment
of the invention. A use application will signal a request for a
pressure starting 501 the programmed logic for a requested
application 503 pressure P.sub.sink. CAS cell pressures will be
sensed for status of individual cell pressures and the top X cells
will be selected, whose pressures will sum to a margin over the
requested P.sub.sink 505. Since each cell distance from the
application use orifice is known, the pressure wave travel distance
is known and with the channel temperature, the wave travel speed
and time can be determined. Thus, the time of cell valve opening
and open duration period can be set to provide the accumulated
calculated pressure at the application point orifice 507. As the
cell pressures drop, other cells whose sum pressures are above the
required minimum pressure P.sub.min margin are brought on line to
deliver the required flow at the required pressure. This process
will repeat 509 until a signal to stop 511 is reached which will
signal a switch close of participating cell outlet valves 513 and
are program suspend 515.
[0035] CAS banks and individual cells in banks are programmably
controlled with pressure sensor data, each cell and channel scanned
for pressure data at the appropriate time for a real time response.
Thus, cells losing pressure due to leaks, can be shut down and
flagged for maintenance, without bring the whole storage system to
a common mode failure when compressed gas is requested. CAS
insulation will preserve the compressed gas energy in the cell for
timely use.
[0036] Many other CAS cell charging and discharging algorithms are
possible and for many other objectives. A primary objective may to
be to delivery pressure to sink point or use orifice. A secondary
objective in the algorithm may be to discharge or charge the cells
in a particular order. For example to reduce the required cell wall
strength requirements, cells may be structured inside other cells
and so forth, such that the step differential increase in cell
pressure is all that produces wall stresses and the incremental
step charging and discharging never exceeds a lower cell wall
stress as cells are charged and discharged in accordance to a
particular sequence.
[0037] FIG. 6 is a graphical illustration of phased array pressure
pulsing in accordance with an embodiment of the invention. Most
pneumatics are analog in nature and steady state pressures are
required and most cheaply attained without computer control ore
fast actuating valves, switches and sensor components. However,
where valves and actuators can act rapidly and under electronic or
programmable control, digital pneumatics can be used to harness
advantage of combining transient pressure releases in programmed
phased pneumatic pulses with defined pulse amplitude, frequency,
pulse width or intermittency. Thus digital pneumatic pressure
control can be made to accommodate most any required pulse
frequency and amplitude requirement.
[0038] In a slab storage embodiment CAS bank 609 of cells, the
channel geometries, temperatures, and cell pressures are known.
Hence pressures in cell P1 601 and cell P2 602 are to be used to
obtain a required pressure P3 for a pulse width W 637. The total
pressure wave travel length from P2 602 to a common point is L2
615. The total travel distance from P1 601 to the common point is
L1 617, the sum of X 603, Y 605 and Z 607. The pressure wave travel
time dT1 637 and dT2 636 from P1 and P2 to the intersection point
639 could be determined by L1/c and L2/c respectively, where c is
the acoustic speed in the gas at the temperature in the channel.
For the FIG. 6 geometry shown, it would take P1 601 pressure longer
to reach the intersection point 639 than it would take a pressure
transient from P2 602, by a time difference of dT1-dT2. Thus to
achieve the combined pressure of P1 and P2, P1 outlet valve 601
would be open dT1-dT2 before P2 outlet valve 602 for a duration W
637, such that P1 pressure traveling L1 617 would precisely meet
pressure P2 629 released dT1-dT2 time 621 after P1 629 and
traveling L2 615 at an intersection point 639 to combine with
transient P1 pressure traveling L1 617 to a pressure P3 631 much
like waves on a beach passing through each other and growing to
their combined height at maximum height. Channel dimensions have
much to do with the magnitude of the combination P3 but assuming
similar channel areas for P1 and P2, the combined pressure P3. This
is also dependent upon P1 and P2 not above critical pressures, or
for orifice, channel dimensions and states parameters giving less
than critical mass flow rates. To avoid reflection, channels can
contain one way pressure valves at intersection points 639,
directing the full combined wave where needed.
[0039] In some embodiments individual storage units or cells each
have pressure sensors indicating the cell or storage unit pressure.
These may also have a switch and valve under processor control,
such that logic can be applied in real-time to engage the valves to
release or acquire compressed gas. Many valve and switch
configuration may suffice and most recently digital valves have
become available and offer many advantages. There as some digital
valves and some used in the auto industry which are rated at 10,000
cycles/sec. Pressure pulses traveling at acoustic speeds of 1100
feet/sec can easily be pulsed in digital pulse trains also, tuning
the pressure pulse for certain applications requiring a resonant or
tuned pressure pulses. The algebra of pulse addition and
subtraction then becomes an arithmetic exercise easily programmed
in logic by those skilled in the art, where the state conditions,
travel lengths and paths, channel dimensions and wall properties
and such parameters are known. In some embodiments sensors and
components can be electronic, wired or wireless controlled. The
illustration shows that a gas pressure pulse can be released, and
since the pulse travel time is known by its acoustic properties and
the distance is known from source to sink, then the time of opening
and duration for cells can be calculated and programmably
implemented to produce a summed pressure at any intersection or
application sink location. As mentioned above, the channels
connecting the compressed air storage (CAS) cells and banks can be
in a channel or conduit network with flow control valves to allow
selected paths from cells to sink locations at real-time determined
pressures and flows. Pressures can be analog pneumatics or digital
pulses, depending on design and design requirements and
applications. Pressure, pressure pulses and pressure pulse trains
of various frequency, duration and amplitude can be pre-determined
and obtained through valve actuation from an array of compressed
air units coupled with a connecting network of communication tubes
or conduit and electronic valve actuation under processor control.
Air hammers and variable pressure pulse acceleration from impulse
pressure are also possible applications.
[0040] The advantages of such systems are that 1) no individual CAS
cells need have the required sink or application pressures or
volumes as application pressures of many kind can be achieved
algebraic combinations from individual cells, 2) reliability is
increased because cells can be brought on or taken off line to
deliver component pressures and flows, 3) the combined tank banks
can be conformably manufactured for most curved shaped volumes, 4)
the CAS bank arrays can be made lighter and cheaper for equivalent
volumes by using inherently stronger but more efficient geometry
such as the honeycomb structure, 5) higher sink pressures are
attainable from lower CAS pressures, 6) quicker charge time because
CAS cells can be charge ready will some are not, net the bank
charge cell locations are know and can be called upon to deliver
pressure, 7) the CAS bank pressures can be varied to provide a
variable structural stiffness, yet another useful property offered
for no extra cost.
[0041] Phased Array Pressure Pulse (PAPP)
[0042] Most current pneumatic systems use compressed air in an
analog fashion, with continuous gas pressure dynamics. We introduce
the capability to shape pressure pulses and to combine pressure
pulses by timing for constructive or canceling pressures where
required. An embodiment of the invention provides digital pulse or
impulse pressure intelligently. PAPP can provide total pressures
which are larger than individual storage unit pressures by timing
the transients such that small pressure pulses together from
selected storage cells can additively attain larger pressures at
known target location to deliver a summation or pressure resultant
pulse. Thus a digital form of pneumatic application is introduced.
This is done knowing the distance that a pressure wave travels in a
known medium, knowing the acoustic properties of the medium,
selecting the tanks with known pressure and location and sequencing
the valve openings to channel a pressure pulse to the target
location, combining the transient pressure pulses where they are
pre-determined to meet such that their transient pressure pulses
are additively directed. Thus it can still be useful to have source
pressures in any one tank unit which are low in pressure.
Furthermore, bypassing locations which would otherwise serve as
choke points can be accomplished by placing valve to open and close
specific flow channel, using the combination peak pressure pulses
only at location and times needed. Storage unit costs can thus be
lower because thick walled CAS volumes may not be needed for some
applications and embodiments, utility is higher because
applications vary in pressure and flow requirements but can be
managed smartly with programmable controls. For example, a PAPP
application can enable an air cannon type application, where
impulse pressures or pressure pulses can be delivered on demand in
a particular acoustic pulse pattern, without expensive high
pressure metal cylinder storage units acting in an analog or
continuous pressures.
[0043] In another embodiment, a purely air impulse engine is
envisioned. The PAPP can be programmed such that large pressure
pulses are delivered to the appropriate cylinder intake ports for
initiation of an intake or power stroke. Thus a two stroke impulse
air engine can very efficiently make use of compressed air storage
energy by not having a continuous bleeding of compressed air analog
fashion, and the compounding energy contribution from additive
pressure pulses in digital fashion in concert with the engine
cylinder power strokes.
[0044] FIG. 6 illustrates a distributed compressed air storage in a
vehicle in accordance with an embodiment of the invention. Many
locations are available in a typical vehicle, if the tank volume is
in conformance with the available vehicle volume. Distributed CAS
can vary in shape and size, to accommodate the available space and
non-used space and add CAS energy capacity.
[0045] FIG. 7 illustrates a distributed compressed air storage
system within a vehicle in accordance with an embodiment of the
invention Although compressed gas is relatively light weight, the
tank volumes can displace valuable cargo space. Therefore an aspect
of the invention is to introduce non-cargo space distributed
compressed gas storage unit locations and designs. Compressed gas
can be stored in vehicle bumpers 701 which can add strength and
stiffness to the bumper by pressurization. The tires 703 can be
made to withstand a range of pressures which also house compressed
air, receiving and withdrawing compressed air within a comfortable
design window. Door panels 705 can house an array of cylinders 713
with pressure sensors held firmly in place by a brace 711, array
feeding a manifold 715 with electronically controlled valves for
controlling inflow and outflow of gas as needed. Spherical high
pressure compression units 707 are shown positioned proximate to
the engine cylinders, which their controlling electronic valves not
shown here, for electronic local and central control actuation in
various modes to provide the air-hybrid function facilitation and
also high pressure air storage. The small high pressure storage
units also provide a much shortened charge time. Where a
conventional storage tank would take much pumping to be of use, an
embodiment of the invention illustrated here in the form of small
high pressure storage units coupled to a network of channels, act
to quickly charge so that energy can be used for vehicle propulsion
almost immediately, or discharged to other units for storage and
alternate uses. The smaller size also allows storage placement in
volumes which are not conducive for competing payload space.
Multiple high pressure smaller units can also be synergistically
used where any one unit is insufficient to provide adequate
pressure, in compressed air power mode. The vehicle sub floor can
house a planar conformal compressed gas storage cell array 704
functioning as described in FIG. 3 and elsewhere. Vehicle rear
sides, side panels, windows, roof and other non-cargo space areas
are fair game for conformal or tank array banks as shown for the
bumper 701, floor 704 and door panel 705. The distributed storage
units will each have a dynamic pressurized gas and that equates to
stored energy, which is monitored and controlled to serve a
multitude of purposes much like electrical power in an electrical
hybrid. Each unit will be charged, discharged and recharged as
designed, to regenerate vehicle braking energy, but unlike the
electrical energy, the storage units will contain gas not heavy
liquids, chemical solids and metal electrodes or heavy housing. The
gas storage units are furthermore mechanically charged much quicker
than electrical charging can accomplish in electrical batteries
because the stored energy remains mechanical, rather than
undergoing a complete energy transformation of form.
[0046] FIG. 8 illustrates a vehicle distributed compressed air
storage system of uses and applications in accordance with an
embodiment of the invention. A compressed air storage bank 801 is
shown situated in a rear vehicle location for illustration
purposes. Tire 802 re-pressurization for storage can also be an
application where tire depressurization from leakage, rupture or
just maintenance occurs. An acceptable pressure maintenance time
can quickly be calculated since pressure sensors monitor pressures
dynamically and or makeup pressurized air can be produced by
diverting the necessary engine cylinders to re-generation or
compression mode. Only the one tire is shown with automatic tire
re-pressurization but all four can be included. This feature can be
very useful where service cannot be found or provided for any
reason, such as an emergency. Rainy weather, wet or slick roads can
be cleared or dried immediately forward of tires with air jets 817
813 809. Sensors finding loose gravel or debris on road can signal
clearing road air jets as well. Air source pressure can also be
received from external sources 815 where compressed air can act as
a storage energy media from external sources. Available electricity
and on off peak hours can be exploited to provide a source of
vehicle air charge, storing compressed air by trickle pumping up of
the storage tanks for transportation energy or fuel as hydrogen
gas. Thus electric cars are not the only applications for cheap off
peak home electrical power, as gas storage unit vehicles can accept
stored energy in the form of compressed gas or fuel gas.
[0047] A network of compressed gas conduits 814 have valves,
switches and sensors to programmably maintain compressed air energy
and distribute to the demanding application. The bumpers 811 or any
vehicle collision surface can be strengthened or stiffened by use
of pressurization. Mature applications such as air bags 805, seat
softness 804, and air windshield wipers 807 are other practical
uses for on board vehicle compressed air applications. Air motors,
piston actuators and conventional mechanical pneumatic components
can replace electric motors using weighty metal coils metal rotors,
and many of the electric motors applications in vehicles, with the
advantage of weight reduction using non-metallic materials.
Moreover, most current vehicles carry many electric motors in
implementing all manner of features which can be replaced by
compressed air driven motors, pistons and other mechanical devices.
Electrical mechanisms add significant weight to the vehicle, as
well as cost of maintenance and replacement, extra fuel required to
haul extra weight, etc. Thus sources of compressed air on board a
vehicle with an programmable compressed gas management systems can
provide an analogous solution to the electric hybrid not only from
the propulsion efficiency through regeneration, but also from a
gross vehicle weight reduction by eliminating heavy battery banks,
metal wire, wire coils, cores and metal rotors, and without a
reduction in applications, features and vehicle advantages. Many
additional compressed air applications can be served with mobile
compressed air supplies, as pneumatic tools and recreational
equipment industry growth will attest.
[0048] FIG. 9 illustrates a distributed compressed gas storage bank
in a vehicle tubular frame structure in accordance with an
embodiment of the invention. In some embodiments, a tubular framed
vehicles provide yet a high integrity and ultra safe CGS. In some
embodiments of the invention, the chassis or uni-body construction
is used for distributed CGS or flammable gas fuel. The safety is
increased because the chassis, frame or structure are inherently
stronger than any other part of the vehicle, because they are
designed for higher stresses and structural requirements. These
structures can be exploited for storing fuel such as hydrogen,
propane, butane, compressed natural gas, etc, for fuel storage
capable of withstanding more than minor vehicle collisions and
remaining intact, above which even current liquid fuels pose a
greater hazard. In some embodiments, electronic control systems are
programmed to empty some tanks by virtue of their locations before
other tanks, for example a collision in the front of a vehicle may
signal gas compartments on the opposite side to vent if the gas can
be dumped safely.
[0049] The frame chassis itself can become a part of the
distributed CAS, with an additional benefit of a potentially
adjustable stiffness and frame strength capacity to withstand
higher vehicle forces and or damaging collision frequencies by
tuning stiffness to an otherwise too stiff a frame. The control
signal lines, not shown, and components are designed into the frame
to provide ease of manufacturing as well as maintenance.
[0050] In an embodiment of the invention, a vehicle tubular frame
901 can act as a chassis but can also have a tubular roll bar 907
built in as well, providing more storage volume for compressed gas.
In addition to providing a vehicle platform, the frame can house a
compressed gas storage system. In an embodiment of the invention,
cylinders 901 905 are separated by valves 903. The valves and
cylinders can be an integral part of the tubular frame or not.
Since the cylinders can be pressurized, their stiffness can be
variable, adding another function to a tubular frame, adjustable
flexibility or stiffness. The cylinder compartments can be directly
connected one to another serially, allowing an orderly discharge of
pressure and re-charge serially, with check valves or electronic
controlled valves. In the alternative, cylinder valves can be
configured to output and input in parallel, by running conduits or
channels outside of the frame to the input source or output
manifold. Since the tubular frame would naturally lend itself to
high pressures, the frame can serve as a high pressure gas storage
system, it following that the source could be the engine cylinders
for gas fuels or a sink for cylinder high pressure air. Because the
valves are electronically controlled and monitored, as they are
emptied of a fuel gas, they can also be used as storage for
compressed air, regenerating energy from vehicle braking or down
hill slowing. Not shown are insulation of the storage cylinder
units, providing an adiabatic environment for the gas where
necessary.
[0051] FIG. 10 illustrates tubular integrated compressed gas
storage tank details in a tubular frame structure in accordance
with an embodiment of the invention.
[0052] In one embodiment 1011 illustrates a tube frame integrated
valve, where storage units Tank1 1009 and unit Tank 2 1007 are
separated by a slider or rotator valve 1001. The valve is
integrated fully into the tubular frame 1006 wall, separated by a
double in tube valve wall 1003. An orifice 1005 provides an
alternative flow path from Tank 1 or Tank 2 to outside the frame
tube. The slider/rotator is electronically actuated for flowing gas
between units or directing gas out through the port 1005.
[0053] In another frame tube unit valve embodiment 1019 illustrates
an valve outside tube frame construction, the units Tank 1 1017 and
Tank 2 1015 are separated by a physical wall 1018, and communicate
flow through an out of frame tube valve 1014, which can flow Tank2
gas through Tank2 spigot 1013 to manifold 1016 or alternatively to
Tank 1 1017 via Tank 1 spigot 1021. The valve 1014 is
electronically controlled and pressure sensors giving gas pressures
in separate units are used in logic to flow gas in the state and
direction programmed.
[0054] Another tubular frame valve embodiment 1030 illustrates an a
valve partially in the tubular frame body. Units 1029 1027 are
separated by an integrated tube valve 1031 partially exposed
outside of tube outside diameter. The valve separates the storage
units 1029 1027 by a double wall 1025 and allows flow through
directly across to adjacent unit or purge to outside of tube frame.
As with the other units, the valves are electronically controlled,
but with failsafe mechanisms.
[0055] While the invention has been described with respect to a
limited number of embodiments, those skilled in the art, having
benefit of this disclosure, will appreciate that other embodiments
can be devised which do not depart from the scope of the invention
as disclosed herein. Accordingly, the scope of the invention should
be limited only by the attached claims.
[0056] Other aspects of the invention will be apparent from the
following description and the appended claims.
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