U.S. patent application number 12/024070 was filed with the patent office on 2008-09-11 for generation and management of mass air flow.
This patent application is currently assigned to Turbodyne Technologies, Inc.. Invention is credited to Albert F. Case, Arnold W. Kwong, David B. Manning, Thomas M. Prusinski.
Application Number | 20080219866 12/024070 |
Document ID | / |
Family ID | 39674801 |
Filed Date | 2008-09-11 |
United States Patent
Application |
20080219866 |
Kind Code |
A1 |
Kwong; Arnold W. ; et
al. |
September 11, 2008 |
Generation and Management of Mass Air Flow
Abstract
Systems and methods for generating high velocity mass air flows
are disclosed. High velocity mass air flow (air charging) devices
are needed in a variety of research, industrial, commercial, and
consumer applications. The exemplary systems and apparatus
described incorporate an electric motor subassembly, an air
effector subassembly, a highly intelligent apparatus controller
subassembly (and interfaces), and linked sensors, connectors, and
wiring. The exemplary method described includes the operational
apparatus controller subassembly (e.g., elements, logic, and
behavior) that controls the entire apparatus' functions and
interactions.
Inventors: |
Kwong; Arnold W.; (Saint
Paul, MN) ; Manning; David B.; (Ventura, CA) ;
Prusinski; Thomas M.; (Corvallis, OR) ; Case; Albert
F.; (Saint Paul, MN) |
Correspondence
Address: |
WOODCOCK WASHBURN LLP
CIRA CENTRE, 12TH FLOOR, 2929 ARCH STREET
PHILADELPHIA
PA
19104-2891
US
|
Assignee: |
Turbodyne Technologies,
Inc.
Santa Barbara
CA
|
Family ID: |
39674801 |
Appl. No.: |
12/024070 |
Filed: |
January 31, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60887424 |
Jan 31, 2007 |
|
|
|
Current U.S.
Class: |
417/410.1 |
Current CPC
Class: |
B60Y 2400/435 20130101;
B60W 2510/0628 20130101; F02D 23/00 20130101; F02B 37/007 20130101;
F02B 37/013 20130101; Y02T 10/6286 20130101; F02M 26/03 20160201;
Y02T 10/144 20130101; Y02T 10/6221 20130101; F02B 39/10 20130101;
Y02T 10/40 20130101; F01N 5/04 20130101; B60W 10/06 20130101; F02B
33/40 20130101; Y02T 10/42 20130101; B60K 6/48 20130101; Y02T 10/62
20130101; F02B 37/16 20130101; F02D 41/266 20130101; B60K 6/46
20130101; B60W 20/00 20130101; Y02T 10/6217 20130101; F02D 41/0007
20130101; B60W 10/08 20130101; Y02T 10/12 20130101; F02B 37/04
20130101 |
Class at
Publication: |
417/410.1 |
International
Class: |
F04B 17/03 20060101
F04B017/03 |
Claims
1. An apparatus for generating a high velocity mass air flow
comprising: an air charging effector housing; an inlet allowing an
air inflow to enter said housing; an outlet allowing an air outflow
to exit said housing; an air charging effector subassembly
rotatably disposed in said air charging effector housing and
connected to said output shaft of said air charging motor; a power
module subassembly that controls said air charging effector
subassembly; an intelligent control apparatus subassembly that
controls operation of said apparatus; wherein said apparatus
generates a high velocity mass air flow.
2. The apparatus of claim 1, wherein said high velocity mass volume
of air comprises a pressurized air flow at about 1000 torr and
about 1,000,000 cm.sup.3/min.
3. The apparatus of claim 1, wherein said high velocity mass volume
of air comprises an air flow at about 28 g/sec.
4. The apparatus of claim 1, further comprising a control feedback
subassembly that uses measurements to limit possible damage to said
apparatus due to uncontrolled velocity or mass air flow.
5. The apparatus of claim 1, wherein said apparatus pressurizes
said air outflow, with a pressure above ambient, to fill an air
output source volume that may comprise a fixed or variable
container.
6. The apparatus of claim 1, wherein said apparatus depressurizes
said air inflow, with a pressure below ambient, to evacuate an air
intake source volume that may comprise a fixed or variable
container.
7. The apparatus of claim 1, wherein said apparatus is portable and
provides for stand-alone operations without a substantially fixed
installation for the generation or storage of a high pressure air
source.
8. The apparatus of claim 1, wherein said apparatus is portable and
provides for stand-alone operations without an external power
source.
9. The apparatus of claim 1, wherein said apparatus further
comprises a compact form factor having an integral air charging
effector and air charging motor housing that holds said air
charging effector and said air charging motor, wherein said air
charging motor is positioned such that said intake air is drawn
across said air charging motor.
10. The apparatus of claim 1, further comprising one or more
sensors emplaced in, around, or alongside one or more physical
elements of said apparatus for sensing one or more parameters of
said apparatus, wherein data from said sensor(s) is communicated to
said control apparatus subassembly.
11. The apparatus of claim 1, further comprising a communications
subassembly, wherein said communications subassembly communicates
data from said sensors to said control apparatus subassembly.
12. The apparatus of claim 1, wherein said control apparatus
subassembly further comprises one or more of: a control loop, a
logic and decision making capability, sensor measurement,
feedbacks, communications with an external application environment,
event sequencing, and/or control of said power module
subassembly.
13. The apparatus of claim 1, further comprising an air intake
subassembly and an air outflow subassembly, wherein said control
apparatus subassembly controls an operation of one or more of said
air intake subassembly and/or said air outflow subassembly.
14. The apparatus of claim 1, wherein said power module subassembly
further comprises one or more of: an electrical storage device, a
continuing electrical supply input, a pneumatic power source, a
chemical power source, and/or a thermal power source.
15. The apparatus of claim 1, further comprising: an air charging
motor subassembly having an output shaft; wherein said an air
charging effector subassembly is connected to said output shaft of
said air charging motor; and wherein said a power module
subassembly controls said air charging motor subassembly.
16. A method of generating a high velocity mass air flow
comprising: receiving a flow of air intake through an air inlet;
controlling said air intake using an intake control valve
subassembly; sensing said air intake using an intake sensor
subassembly; charging said air intake to form a high velocity mass
air outflow using an air charging effector subassembly driven by an
air charging motor subassembly; powering said air charging motor
subassembly from a power source module; sensing said high velocity
mass air flow exiting said air charging effector subassembly using
an outflow sensor subassembly; controlling said air outflow using
an outflow control valve subassembly; expelling said high velocity
mass air outflow through an air outlet; controlling one or more of
said intake control valve subassembly, said intake sensor
subassembly, said air charging motor subassembly, said power source
module; said outflow sensor subassembly, and said outflow control
valve subassembly using an apparatus controller subassembly.
17. The method of claim 16, further comprising pressurizing said
high velocity mass volume outflow to about 1000 torr and moving
said high velocity mass volume outflow at about 1,000,000
cm.sup.3/min.
18. The method of claim 16, further comprising moving said high
velocity mass volume at about 28 g/sec.
19. The method of claim 16, further comprising: operating said an
air charging effector subassembly at sub-optimal efficiencies in
order to meet specific operational needs; and providing power to
said air charging motor subassembly from a local power source that
is independent of external power sources and that is under the
direct control of said apparatus controller subassembly.
20. The method of claim 16, further comprising communicating with a
remote or central location to communicate one or more of
operational, control, management, and sensory data.
21. A hybrid electrical and combustion engine comprising: an air
intake receiving a flow of air; an intake control valve subassembly
in fluid communication with said air intake and controlling said
flow of intake air; an intake sensor subassembly in fluid
communication with said air intake and sensing said intake air; an
air charging effector subassembly in fluid communication with said
air intake, said air charging effector subassembly generating an
outflow of air; an outflow sensor subassembly in fluid
communication with said air charging effector subassembly and
sensing said outflow of air; an outflow control valve subassembly
in fluid communication with said air charging effector subassembly
and controlling said outflow of air; an air intake manifold in
fluid communication with said air charging effector subassembly; a
combustion engine in fluid communication with said air intake
manifold; a hybrid motor/generator coupled to said combustion
engine, wherein torque produced by said combustion engine is passed
to said hybrid motor/generator; a power storage component
electrically coupled to said hybrid motor/generator, said power
storage component storing electric power created by said hybrid
motor/generator; an apparatus power storage component electrically
coupled to said power storage component; an air charging motor
subassembly electrically coupled to said apparatus power storage
component, wherein said stored electrical power is deliver to said
air charging motor subassembly via a power source module; wherein
said air charging motor subassembly is coupled to and powers said
air charging effector subassembly; and a controller subassembly for
controlling one or more of: said intake control valve subassembly,
said intake sensor subassembly, said outflow sensor subassembly,
said outflow control valve subassembly, said combustion engine, and
said power source module.
22. The hybrid electrical and combustion engine of claim 21,
further comprising a sensor and control data flow between said
controller subassembly and said power source module, wherein a
power flow from said power source module to said air charging motor
subassembly is regulated by said controller subassembly by means of
said sensor and control data flow.
23. The hybrid electrical and combustion engine of claim 21,
further comprising one or more of: a control data flow for said
intake control valve subassembly, a control data flow for said
intake sensor subassembly, a control data flow for said outflow
sensor subassembly, and a control data flow for said outflow
control valve subassembly.
24. The hybrid electrical and combustion engine of claim 21,
further comprising a control and data interface, wherein said
controller subassembly monitors an operation of said combustion
engine through said control and data interface and modulates power
delivery to said air charging effector to optimize said combustion
engine combustion cycle.
25. The hybrid electrical and combustion engine of claim 21,
wherein said controller subassembly controls the operations of said
hybrid electrical and combustion engine according to dynamic or
preset operations.
26. The hybrid electrical and combustion engine of claim 21,
wherein one or more of: said intake control valve subassembly, said
outflow control valve subassembly, said intake sensor subassembly,
and/or said outflow sensor subassembly may be excluded and/or an
integral part of an existing intake air management system.
27. The hybrid electrical and combustion engine of claim 21,
further comprising a power regulator electrically connected between
said power storage component and said apparatus power storage
component, wherein said power regulator conditions and/or regulates
electrical power before flowing into said apparatus power storage
component.
28. An apparatus for generating a high velocity air flow
comprising: an air charging effector housing; an inlet allowing an
air inflow to enter said housing; an outlet allowing an air outflow
to exit said housing; an air charging effector rotatably disposed
in said air charging effector housing; a power module that controls
power to said air charging effector; a control apparatus that
controls operation of said air charging effector to condition the
output air of said air charging effector into said high velocity
air flow in accordance with a desired operating profile and
controls operation of said power module to manage power consumption
of said air charging effector in accordance with said desired
operating profile.
29. The apparatus of claim 28, further comprising an internal
combustion engine, said internal combustion engine comprising: an
intake manifold for receiving the compressed air outflow, said
intake manifold in fluid communication with at least one cylinder
of said internal combustion engine; and an engine electronic
control unit in communication with said control apparatus, wherein
control signals are transmitted between said engine control unit
and said control apparatus to adjust the speed of the air charging
motor in order to supply the high velocity air flow to said
internal combustion engine.
30. The apparatus of claim 28, further comprising a control
feedback subassembly that measures said air inflow and/or said high
velocity air flow and provides measurement inputs to said control
apparatus for using in adjusting operation of said air charging
effector.
31. The apparatus of claim 28, wherein said high velocity airflow
has a pressure above ambient and is provided so as to fill an air
output source volume of a fixed or variable container.
32. The apparatus of claim 28, wherein said high velocity airflow
has a pressure below ambient and is provided so as to evacuate an
air intake source volume of a fixed or variable container.
33. The apparatus of claim 28, wherein said apparatus is
portable.
34. The apparatus of claim 28, wherein said air charging effector
housing has a compact form factor having an integral air charging
effector and air charging motor housing that holds said air
charging effector and an air charging motor, wherein said air
charging motor is positioned such that said intake air is drawn
across said air charging motor for cooling said air charging
motor.
35. The apparatus of claim 28, further comprising one or more
sensors emplaced in, around, or alongside said air charging
effector and/or said power module so as to sense air flows and/or
ambient temperature and communicates measured values to said
control apparatus.
36. The apparatus of claim 28, wherein said control apparatus
further comprises means for communicating with an external
application environment.
37. The apparatus of claim 28, further comprising an air intake
subassembly and an air outflow subassembly, wherein said control
apparatus controls operation of said air intake subassembly and/or
said air outflow subassembly.
38. The apparatus of claim 28, further comprising: an air charging
motor having an output shaft, wherein said air charging effector is
connected to said output shaft of said air charging motor, and
wherein said power module controls application of power to said air
charging motor.
39. A method of generating a high velocity air flow comprising:
receiving a flow of air intake through an air inlet; controlling
said air intake using an intake control valve; sensing said air
intake using an intake sensor; charging said air intake to form a
high velocity air outflow using an air charging effector driven by
an air charging motor; sensing said high velocity air flow exiting
said air charging effector subassembly using an outflow sensor;
controlling said air outflow using an outflow control valve;
expelling said high velocity air outflow through an air outlet; and
controlling one or more of said intake control valve, said intake
sensor, said air charging motor said outflow sensor, and said
outflow control valve so as to condition said air outflow in
accordance with a desired operating profile.
40. A hybrid electrical and combustion engine comprising: an air
intake receiving a flow of intake air; an intake control valve in
fluid communication with said air intake and controlling said flow
of intake air; an intake sensor in fluid communication with said
air intake and sensing said intake air; an air charging effector in
fluid communication with said air intake, said air charging
effector generating an outflow of air; an outflow sensor in fluid
communication with said air charging effector and sensing said
outflow of air; an outflow control valve in fluid communication
with said air charging effector and controlling said outflow of
air; an air intake manifold in fluid communication with said air
charging effector; a combustion engine in fluid communication with
said air intake manifold; a hybrid motor/generator coupled to said
combustion engine, wherein torque produced by said combustion
engine is passed to said hybrid motor/generator; a power storage
component electrically coupled to said hybrid motor/generator, said
power storage component storing electric power created by said
hybrid motor/generator; an apparatus power storage component
electrically coupled to said power storage component; an air
charging motor electrically coupled to said apparatus power storage
component, wherein said stored electrical power is deliver to said
air charging motor, wherein said air charging motor is coupled to
and powers said air charging effector; and a controller for
controlling one or more of: said intake control valve, said intake
sensor, said outflow sensor y, said outflow control valve, and said
combustion engine in accordance with a desired operating
profile.
41. The hybrid electrical and combustion engine of claim 40,
further comprising a sensor that detects power usage of said air
charging motor, wherein said controller regulates power usage of
said air charging motor in response to the detected power usage and
said desired operating profile.
42. The hybrid electrical and combustion engine of claim 40,
wherein said intake control valve, said outflow control valve, said
intake sensor, and/or said outflow sensor are incorporated into a
preexisting intake air management system.
43. A method of generating a conditioned air flow, comprising:
receiving a flow of intake air through an air inlet; sensing said
flow of intake air using an intake flow sensor; adjusting said flow
of intake air upstream of said intake flow sensor whereby a
volumetric flow rate of said flow of intake air is set by an air
intake control signal received from a control apparatus; charging
an adjusted flow of intake air to form a conditioned air outflow
using an air charging effector driven by an air charging motor;
controlling the air charging motor with a motor control signal
derived from a desired operating profile by the control apparatus
so as to manage the speed of said air charging motor to condition
the air outflow; powering said air charging motor from a power
source module that manages power consumption by the air charging
motor based on a power control signal received from the control
apparatus; sensing the conditioned air outflow exiting said air
charging effector using an outflow sensor; controlling said
conditioned air outflow using an outflow control valve controlled
by a valve control signal derived from said desired operating
profile by the control apparatus in response to outputs of said
outflow sensor.
44. An apparatus for controlling the generation of a conditioned
air flow comprising: an air inlet for receiving a flow of intake
air; an intake flow sensor that senses said flow of intake air and
provides a first sensing output; an intake control valve that
adjusts the volumetric flow rate of intake air upstream of said
intake flow sensor, in response to an air intake control signal to
form an adjusted flow of intake air; an air charging effector that
conditions said adjusted flow of intake air to form a conditioned
air outflow; an air charging motor that drives the air charging
effector in response to a motor control signal so as to manage the
speed of said air charging motor to condition the air outflow; a
power source module that powers said air charging motor and manages
power consumption by the air charging motor based on a power
control signal; an outflow sensor that senses the conditioned air
outflow exiting said air charging effector and provides a second
sensing output; an outflow control valve that controls said
conditioned air outflow in response to a valve control signal; and
a control apparatus that generates said air intake control signal,
said motor control signal, said power control signal, and said
valve control signal based on a desired operating profile and said
first and second sensing outputs.
45. An apparatus for controlling the generation of a high density
air flow comprising: an air inlet for receiving a flow of intake
air; an intake flow sensor that senses said flow of intake air and
provides a first sensing output; an intake control valve that
adjusts the volumetric flow rate of intake air upstream of said
intake flow sensor, in response to an air intake control signal to
form an adjusted flow of intake air; an air charging effector that
pressurizes said adjusted flow of intake air to form a compressed
air outflow; an air charging motor that drives the air charging
effector in response to a motor control signal so as to manage the
speed of said air charging motor to condition the air outflow; a
power source module that powers said air charging motor and manages
power consumption by the air charging motor based on a power
control signal; an outflow sensor that senses the compressed air
outflow exiting said air charging effector and provides a second
sensing output; an outflow control valve that controls said
compressed air outflow in response to a valve control signal; and a
control apparatus that generates said air intake control signal,
said motor control signal, said power control signal, and said
valve control signal based on a desired operating profile and said
first and second sensing outputs.
46. The apparatus of claim 45, wherein the air effector compresses
the adjusted flow of intake air to form an air outflow at a
pressure above atmospheric pressure.
47. The apparatus of claim 45, further comprising an internal
combustion engine, said internal combustion engine comprising: an
intake manifold for receiving the compressed air outflow, said
intake manifold in fluid communication with at least one cylinder
of said internal combustion engine; and an engine electronic
control unit in communication with said control apparatus, wherein
control signals are transmitted between said engine control unit
and said control apparatus to adjust the speed of the air charging
motor in order to supply a compressed air outflow to said internal
combustion engine.
48. The apparatus of claim 47, wherein the power source module has
a source of power independent from a vehicle in which said
apparatus is mounted.
49. The apparatus of claim 48, wherein said apparatus is placed
proximate a battery compartment in a hybrid vehicle.
50. The apparatus of claim 49, wherein said air charging device
generates a heated air flow.
51. The apparatus of claim 50, wherein said heated air flow is
circulated in said battery compartment to heat a hybrid vehicle
battery.
52. The apparatus of claim 47, further comprising an intercooler
located downstream of the outflow control valve, wherein said
conditioned air outflow is directed through said intercooler to
cool the air flow.
53. The air charging device according to claim 52, wherein said
cooled air flow is circulated in the battery compartment of said
hybrid vehicle to cool at least one electric battery in said
battery compartment.
54. An air charging device for inflating or deflating a flexible
membrane comprising: an air inlet for receiving a flow of intake
air; an air charging effector that increases the volumetric flow
rate of intake air to form a high velocity air outflow; an air
charging motor that drives the air charging effector in response to
a motor control signal; a control apparatus that generates said
motor control signal so as to manage the speed of said air charging
motor; and an air outlet that provides said high velocity air
outflow to said flexible membrane.
55. The air charging device according to claim 54, wherein said air
charging device is portable.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to Provisional Application
Ser. No. 60/887,424, entitled "Generation of High Velocity Mass Air
Flows," by Kwong et al., filed Jan. 31, 2007, which is incorporated
herein by reference in its entirety.
TECHNOLOGY FIELD
[0002] The present invention generally relates to the field of air
flow generation. More particularly, the present invention relates
to systems and methods for generating and managing mass air flows,
and subsets thereof including high velocity, high pressure, high
density, and the like. This technology is particularly suited, but
by no means limited, for application to hybrid vehicles, vehicles
propelled by internal combustion engines, stationary applications
of internal combustion engines, and ancillary uses of such air
flows.
BACKGROUND
[0003] Applications in research, industrial, commercial and
consumer applications for pressurized air flows are long standing
and well known. Pneumatic systems, using generated or stored
pressurized air, are well known and were common even in the early
parts of the twentieth century. The availability of air pumps based
on fan or blower technologies (such as, for example, centrifugal,
spiral, and axial flow air effector devices) is widespread and
common.
[0004] Air charging refers to the provision of air, or fluid
handling like a gas, for purposes both to pressurize an outflow air
stream, and to depressurize an intake air source volume. In
applications, this may support using a velocity mass air flow
device to either fill, with a pressure above the ambient, an
outflow need, or to evacuate an intake air source volume that may
be a fixed or variable volume container.
[0005] In many extant approaches in the known art there are
shortcomings and problems with the performance of air charging
devices where the resistance from existing structures, gas
pressure, or resistive load degrades the ability of the air
charging device to be serviceable.
[0006] Existing pressurized air flow applications have additional
shortcomings that include (varying by the device being compared),
for example:
[0007] 1) Existing devices fail to provide a mass air flow
sufficient to complete a task within the desired time window
although the mass air flow over a much longer time period may be
sufficient.
[0008] 2) Existing devices fail to provide the necessary control
feedback and use measurements to limit possible damage from an
uncontrolled velocity or mass air flow.
[0009] 3) Existing devices fail to provide for operation without a
substantial fixed installation that generates, or stores, high
pressures that can be transformed into a high velocity mass air
flow.
[0010] 4) Existing devices place a high load on the equipment
supplying power (e.g., combustion engine, electrical feed, gas
pressure, etc.) on a highly dynamic basis that causes unwanted
side-effects in the system the application is supporting.
[0011] 5) Existing devices place demands for space or physical
configurations that cause additional costs and resource
requirements beyond that desirable.
[0012] 6) Existing devices fail to provide the flexibility to use
high-velocity mass air flows, or slower less massive flows, to
allow optimization of power expenditure, or for other purposes.
[0013] 7) Existing devices fail to provide power management
alternatives that allow multiple operating uses to optimally use
power available in an application environment.
[0014] 8) Existing devices fail to provide full coverage to handle
all of the aspects of the apparatus from the low level control of
the electrical motor to the connections to the entire application's
apparatus structure.
[0015] 9) Existing devices do not have extensive safety provisions
and features to protect the device, the platform on which it is
operating, or the human users.
[0016] 10) Existing devices are not easily integrated into an
overall platform power management and operating plan that allows
flexible usage of their capabilities while managing their impact on
power expenditure, instantaneous demand, and overall power
capacity.
[0017] Conventional devices and applications have sought with
limited success to meet one or more of these applications
requirements with a wide variety of power mechanisms, air effector
configurations, and control loops.
[0018] For example, conventional fan devices may generate a
significant volume of air, but generate an output pressure of less
than 15% increase from normal conditions. Thus, a typical fan
device is inadequate for applications that require a combination of
high air flow with higher pressure. The physical diameter and
consequent physical guards required also are disadvantages of
conventional fan devices in even volume applications.
[0019] Also, a centrifugal air actuator may generate modest
pressure, but typically requires a very large diameter blower to
generate a higher pressure output. Blowers for high volume
operation may achieve considerable flow rates, at modest pressures,
but range up to almost 60 centimeters in diameter. The electrical
power and motors necessary (or other power source) for large
centrifugal blowers is also a large consideration when using
centrifugal air actuators in high air flow applications.
[0020] The efficiency of other air actuator devices (such as
compressors in the form of scrolls or overlapped spirals) are not
as high as that of the high volume mass air flow devices described
in this application. Further, extant compressor applications tend
to be specialized and constrained.
[0021] To generate pressure, a fixed compressor and tankage system
(such as found in many industrial environments) may be used to
provide high pressure, but the pneumatic infrastructure is
substantial and the possible faults and complexity of the control
systems are substantial.
[0022] Thus, in view of the foregoing, there is a need for systems
and methods that overcome the limitations and drawbacks of the
prior art. In particular, there is a need for systems and methods
capable of moving a pressurized stream of air (air charging) at a
high flow rate and that addresses one or more of these limitations
and drawbacks, and preferably addresses most of these limitations
and drawbacks, and more preferably the entire range of these
shortcomings and provides superior applications performance in many
situations. Embodiments of the present invention provide such
solutions.
[0023] In a hydrogen fuel-cell vehicle, a recognized concern is the
ability of the vehicle to operate in cold-weather/ambient
conditions. The Department of Energy has selected a series of goals
for fuel-cell developments reaching through 2010. U.S. Pat. No.
6,727,013 B2, entitled "Fuel cell energy management system for cold
environments," issued to William S. Wheat et al., discloses the use
of a resistive heater to warm the fuel cells. But this approach
reduces usable capacity of the fuel cells. U.S. Pat. No. 6,797,421
B2, entitled "Fuel cell thermal management system," issued to Eric
T. White, also discloses the use of a resistive heater to warm the
fuel cells with a coolant process (with an unspecified cooling
mechanism) to cool them. In U.S. Pat. No. 6,815,103, entitled
"Start control device for fuel cell system," issued to Hiroyuki Abe
et al., at FIG. 3, Label S01, a reference is made to the use of a
hot air supply, but no mechanism or control structure for such a
mechanism is described. U.S. Pat. No. 6,616,424 B2, entitled "Drive
System and Method for the Operation of a Fuel Cell System" issued
to Raiser discloses the use of compressed air to assist in fuel
cell operations, however a hot gas supply is not used.
[0024] In the body of U.S. Pat. No. 7,200,483 B1, entitled
"Controller Module for Modular Supercharger System," issued to
Kavadeles, the supercharger described and controlled is powered by
a mechanical belt and pulley arrangement (see, FIG. 1 elements 102,
136, 138, 142). Thus, the operation of supercharger is dependent on
the mechanical RPM of the engine and reduces the power available
from engine at low RPM when torque is needed for acceleration or
other functions.
[0025] U.S. Pat. Nos. 6,141,965; 6,079,211, 5,867,987; 5,771,868
and 5,904,471 disclose conventional approaches to pre-conditioning
and directing inflows of air into a device using various pre-whirl
strategies, diverters, and vanes; and outlet conditioning of
outflows of air for disposal or application. However, these
references do not disclose or teach according the inlet and outlet
condition of flows full consideration in the deployment and
operation of the devices. None of these references teaches the
capacity to actively incorporate active pre- and post-conditioning
of the flows while managing the power and operating characteristics
of the electric motor subassembly. In U.S. Pat. Nos. 5,771,868 and
6,102,672, the control concepts extend to the incorporation of EGR
(engine gas recirculation) and bypass air sources. But these
references do not disclose or teach incorporation of active inlet
and outlet conditioning of flows while managing the power and
operating characteristics of the electric motor assembly. U.S. Pat.
Nos. 6,062,026 and 5,867,987 disclose using various sensors to
assist the air charging units during operations. However, the
teachings of these references do not support greater diversity of
sensors, sensor interconnection methods, methods of utilizing
sensor and sensor-based information (e.g., with direct data, or
other apparatus and methods subassemblies). U.S. Pat. Nos.
5,560,208 and Reissued 36,609 disclose air charging mechanisms with
interconnections to the engine (such as Element 40 in FIG. 6).
These references, however, do not disclose incorporation of engine
controls, other vehicular subsystems, diagnostic,
comfort/entertainment, communication, or human external controls
into the operation of a method and apparatus that closely operates
with considerations of power modules, electric motor subassembly
management, and air flows' management. U.S. Pat. No. 5,787,711
discloses the incorporation of multiple air moving devices in a
co-axial relationship. The device of this reference does not
incorporate connections to sensors and control logic to manage the
thermal and operating needs of the device, nor does it teach
availing the apparatus of multiple sensor feeds, actively able to
manage both thermal and power considerations, and the operating
characteristics of an electric motor subassembly. U.S. Pat. Nos.
6,029,452; 6,182,449; and 6,205,787 disclose how various
configurations of electric motor subassemblies can be applied to
the air charging needs of two and four cylinder combustion engines
(either diesel or gasoline powered). But these references do not
teach providing a means to handle active power management with the
operating characteristics of the electric motor subassembly.
SUMMARY
[0026] The following summary is a simplified summary of the
invention in order to provide a basic understanding of some of the
aspects of the invention. This summary is not intended to identify
key or critical elements of the invention or to define the scope of
the invention.
[0027] Embodiments of the present invention are directed to unique
and innovative solutions to the limitations and problems described
above in the prior art while preserving many advantages for the
consumer. Embodiments of the present invention are capable of
moving a pressurized stream of air (air charging) at a high flow
rate. The application of a high velocity mass air flow effector and
computing apparatus and methods combine to accrue new benefits to
applications/consumers by providing services and performance not
available with conventional air actuator systems and methods.
Operating the device with different inlet and outlet management,
electric motor subassembly rotating and control settings also
provides for air flows and beneficial effects.
[0028] Embodiments of the present invention may use and combine
conventional elements with unique and novel additions and
improvements in order to solve technological limitations, as
discussed above, in conventional systems and methods. The air
charging methods and systems are preferably compatible with
existing frameworks in technological, legal, regulatory, and
cultural settings. The air charging methods and apparatus for
generating a high velocity mass air flows may address one or more,
if not all, of the limitations cited in prior art and others known
to practitioners. The application of the device at other than high
velocity flows may address other needs not met by extant
devices.
[0029] The systems and methods for generation and management of
high velocity mass air flows may be used by individuals and
businesses in research, industry, commercial, and consumer
applications for both applications requiring high velocity mass air
flow and for applications where space, power supply, and/or
application system considerations provide benefits to users. The
alternative operating modes at other than high velocity flows
expands the applications for a single, or product family, of
devices.
[0030] The installation of a specific embodiment of the invention
into usage is referred to herein as an instantiation of the
embodiment. The instantiation of an embodiment may use subsets of
the complete embodiment's description in order to economize on a
specific function (for an illustrative example, omitting active
outlet management in some cases where an engine intake manifold
already has said feature and this would be redundant and
duplicative). The environment and situation of the usage of the
embodiment is referred to as the "platform." Specific components of
an embodiment are referred to "elements" or "components."
[0031] One exemplary embodiment of the invention may include a
power supply module, an electric motor with an air effector in
combination with a computer-based apparatus controller
implementation employing computing equipment, software, and
(optionally) a communications network.
[0032] Economies can be gained when applying more than one
embodiment (possibly a plurality of embodiments on a single
applications' platform) installed on the same platform. Shared
control elements, shared power stores, shared maintenance spares,
and shared control of dynamic behavior can yield results not
otherwise found when multiple apparatus of other descriptions are
applied. The capability of shedding demand on combustion engine
torque in high demand situations is well known (illustrated by
shutting down an air condition compressor during periods of high
acceleration on a small engine, or variable power assist
mechanisms). In analogous fashion, the use of shared control
elements (connected logically or physically) can shed demand for
power in embodiments of the invention in: high demand situations
according to operational optimizations defined in the profiles for
the devices' operation, to meet the overall operational needs
(power, air charging, comfort, and others) across an entire trip,
or to operate the device to meet specific high demands (such as
meeting the needs for generated power in a high load condition for
a hybrid). Physical locations for multiple devices on a single
platform (illustrated by needs for multiple air charging or
emissions control embodiments in an engine compartment,
heating/ventilating embodiments for passenger compartment comfort,
battery/fuel cell heating/ventilating, and heating/ventilating
embodiments for cargo/equipment compartments) may be in multiple
discrete areas, but the control elements of the embodiments may, or
may not, communicate or interact with a plurality of the other
embodiments instantiated on the same platform through
communications media or other interactions (illustrated below in
the exemplary embodiments). Multiple embodiments present for a
single application (such as multiple air charging devices on a
single combustion engine) may interact in a plurality of
instantiations with the greatest benefits found when control
element, power management, power storage modules, or sensor
connections are combined with operating profiles as described more
fully in the detailed description of illustrative embodiments.
[0033] An exemplary embodiment for the support of applications of
high velocity mass air flows include a system and apparatus that
receives electrical power, control signals (data flows), and an
intake media (normally, but not limited to, gases such as ambient
air, inert gases, or other fluids where behavior is like an "air"
or gaseous fluid flow). Electrical power stored within the unit's
power module may be sufficient for some applications and limited
operations, but certain applications may utilize an electrical
power supply at some point during a normal operating cycle. Having
a separate stored power capacity within the apparatus also enables
capabilities for operational optimization and flexibility not
available without this integrated feature. Control signals may be
as limited as an on/off (e.g., switch originated) signal, or may be
as complex as a communications network message that is interpreted
by the control apparatus as a stimulus to initiate one or more
operations. The control signals may flow over media as simple as an
open or closed circuit, or the control signals may flow over a
complex communications network mediated by one or more specialized
electronic circuit apparatus and that may utilize linear, or
non-linear, communications protocols to pass messages, sensor data,
meta-data, and the like that is interpreted by the control
apparatus as stimulus to perform one or more operations (that may
be pre-defined or dynamically determined) to control the electric
motor, control valves (optional), sensors (optional), and air
effector.
[0034] According to another aspect of the invention, the power
module, containing in the exemplary embodiments both a power
management element and a power storage element, may have the
capability of controlling, or cooperating in, the optimal and
flexible consumption of power, power capacity, and power
distribution for the entire platform where the embodiment is
applied. Operating under the control of the Control Apparatus the
Power Module Subassembly can conduct operations using a plurality
of one or more power sources; the Power Module Subassembly can
determine, or be controlled, optimal uses (or conservation) of
power supply, power expenditure, or capacity (including recharge);
and the Power Module Subassembly can act to provide safety features
to the apparatus. Thus, in instantiations of the embodiment where
multiple power sources (grid power, alternator/generator, Power
Storage Module, auxiliary platform batteries, hybrid primary
electrical storage, or others) are present the Power Module
Subassembly can control, or cooperate in, the choice of power
supply (source optimization), power expenditure (drain
optimization), power capacity (overall platform capacity and
resource allocations such as recharging, recharge times, and
priorities), and power distribution (source or drain optimization
based on overall platform distribution and utilization).
[0035] The "air effector" referred to throughout this application
may be considered as one embodiment of a fluid/media flow device
that is related to a transport or movement that can be described by
fluid-dynamics. Thus, the "air effector" may include devices
otherwise described with terms such as "wheels," "impellers,"
"propellers," "discs," "bladed assembly," "fan," "flow director,"
"mover," and the like. Preferred embodiments of the invention may
use a close physical proximity between the electrical motor and the
effector subassembly. This may also be the case with alternate
embodiments described, but practitioners will note that a larger
physical distance (coupled mechanically, pneumatically,
magnetically, or in other fashion) accomplishes identical functions
within exemplary method and control apparatus configurations of the
invention. Embodiments of the invention may use other air effectors
to optimize for other application design criteria (such as acoustic
signature, component materials, ease of field maintenance, flow
characteristics, etc.).
[0036] In like manner, the presence of sensors (such as, for
example, in the intake, outflow, air effector housing, motor
housing, or other positions on the equipment; sensors may also be
placed environmentally or fed remotely to the control apparatus for
safety, feedback, control, performance measurement, comparison,
testing, device self-assessment, or process control purposes) may
be optional in some applications, but most applications are
envisioned to incorporate some sensor capabilities into the control
apparatus handling to assure proper operations, safety of operation
(e.g., to people and other facilities and equipment), for optimal
operation, etc. Sensors in the preferred embodiments may include
temperature sensing, pressure sensing, and electrical measurements.
In alternative embodiments, a plurality of sensors measuring, for
example, temperature, pressure, electrical, emissions, gas
composition, vibration, acoustic signature, battery condition,
fuel, historical sensor information, engine conditions, etc. may be
components of the invention. Sensors providing control, monitoring,
historical, and profile information to the apparatus can be direct
data feeds from an engine control module or fuel control module; a
direct sensor feed from a sensing apparatus (such as a
thermocouple, accelerometer, coupling value, or diaphragm pressure
sensor); an indirect sensor access (such as a bus or network
connected sensor); a surrogate sensor feed (derived from relayed or
preprocessed sensor data in another module); or inferred sensor
data (produced by observations of other operating, environmental,
or engine characteristics.
[0037] One exemplary embodiment of the present invention may
include the following major component elements.
[0038] An intake subassembly (element 1) that brings in the medium
(normally air as has been described) and passes it into an air
effector (element 2). The air effector increases the velocity
(flow) and pressure, and therefore the mass air volume (over time),
from ambient conditions to those desired in the application. This
output is passed through an outflow subassembly (element 3).
[0039] Additional elements, obvious to practitioners, include
filtering for inflows and outflows of the device in order to effect
protection of the embodiments of the invention and to protect the
application applying these airflows. As a safety feature there may
be sensors present to indicate the absence of these filters and
thus limit the automatic operation of an embodiment to safe
conditions. Manual operation of the embodiments could include an
override mode when the operation of the embodiment of the invention
is less than optimal safety conditions are warranted due to larger
application safety concerns or optimization.
[0040] Intake (inlet) and outflow (outlet) subassemblies occur in
most embodiments of the invention to support optimization of
airflow through the air effector subassembly. The plurality of
components in the inlet and outlet subassemblies is illustrated by
instantiations including diverter valves, active swirl assemblies
in the inlet, outlet directing vanes, active swirl assemblies in
the outlet, and the appropriate valves such as iris, servo, or
diaphragm types. Both active and passive valves can be applied to
inlet or outlet functions. Both powered and unpowered valves can be
applied with solenoids or other powered mechanisms used for valve
controls.
[0041] In another exemplary embodiment, the capability of an inlet
control to manage the pre-swirl on a dynamic basis can alter the
functional delivery of a mass air flow to a very different set of
efficiency bands. In an exemplary embodiment the capability of an
outlet control to manage the pre-swirl on a dynamic basis for the
outflow going into another component of a multi-stage embodiment
(thus it becomes the pre-swirl of the next stage) can alter the
functional delivery of the mass air flow of the next stage of an
application.
[0042] As an illustration of just one function, active outlet
controls can be used to manage waste-gate functionality when the
devices are operating at a higher level than needed instantaneously
by the platform application. The control element may be responsible
for the control of the outlet so that the embodied output of the
air effector is used for the optimal priority selection of the
platform application while maintaining the availability of a high
mass airflow level for output on a demand basis. In an alternate
embodiment this control capability might be shared with application
control mechanism such that the embodiment's control element
communicated with the application control mechanism to effect the
waste gate functionality.
[0043] A power supply module (element 4) may pass power to an
electric motor (element 5) that drives the air effector (element
2). A control apparatus (element 6) that may use control loops,
logic and decision-making capability, and communications with the
external application environment to determine the sequence of
events, controls the power supply module (element 4), the electric
motor (element 5), and possibly controls element 1 and/or element 3
if those elements are implemented as including controllable valves,
cutoffs, diverters, or other flow management devices.
[0044] The inflow subassembly (element 1) may include a mechanical
coupling and supply of air to transport. The outflow subassembly
(element 3) may include a mechanical coupling and outlet for the
air transported. The power module (element 4) may include a
plurality of electrical storage devices, a continuing electrical
supply input, or other power source (such as, for example,
pneumatic, chemical, thermal, etc.) that can be converted to its
output electrical power to be supplied.
[0045] The electric motor (element 5) may include a mechanical
coupling be made linking the rotary action of the electric motor
into the mechanical action driving the air effector (element 2).
The control apparatus (element 6) may include control data flows
(such as, for example, on/off, open/close, etc.) to be established
and effective between it and at minimum the electric motor (element
5). Additional data flows between the control apparatus (element 6)
and the intake and outflow subassemblies (elements 1 and 3) may
take the form of controls, feedback, sensor measurements, or
sequencing. The control apparatus (element 6) may also receive,
manage, control, integrate, and process data flows to and from the
sensors (element 7 through n, number not fixed), any external
information (such as, for example, control, feedback, indirect
sensor, safety, management, or meta-data such as rule parameters or
interpretive information), and may use some or all of the available
data to control and manage the other elements of the apparatus and
process as embodied (such as, for example, automated diagnostics,
safety management, power management, flow management, reporting,
metrics, controls for licensing, etc.).
[0046] The motors used in the exemplary embodiments of the
invention may be sensorless brushless direct current motors. The
selection of these motors includes their advantages of high speed,
efficient power consumption, and compatibility with operating
environments. However, in alternate embodiments of the invention, a
wide variety of motor types can be used including sensored and
sensorless motors, switched reluctance, alternating current motors,
brushedibrushless motors, and others that meet the needs of a
specific embodiment. The selection of a motor technology and its
application in embodiments of the invention may be supported by
features in the control elements' use of profiles and functional
isolation of the power and motor control sub-assemblies within the
power elements and control elements. The selection, in an alternate
embodiment, of a sensor based direct current motor may accommodate
an applications' requirement of very fine shaft controls using
hall-effect or optical-encoded sensors.
[0047] The motor controls used in the exemplary embodiments may be
capable of starting, stopping, running, and controlling the running
of motors in small increments. In an embodiment of the invention
using direct current motors, the rotation of the motor may be
controlled by the motor controls to the extent that discrete
electrical timing pulses are handled by the motor controls to cause
the sequence of electrical events rotating the shaft of the motor.
This level of motor control allows the control element to support
multiple speeds of rotation, different motor startup and shutdown,
different energy management settings in motor operations, and
different motor diagnostics. In exemplary embodiments, the power
module supplying current to the motor subassembly may also contain
a plurality of active (e.g., current limiters, electrical supply
conditioning and filters, and others) and passive (e.g., safety
interlocks against incorrect wiring, keyed connectors, and others)
safety features to protect the embodiments operation.
[0048] The sensor(s) (element 7), may be emplaced in, around, or
alongside the physical elements of the apparatus. The sensor
element(s) may measure various parameters, such as for example:
temperature, pressure, operations of the electric motor, the
conditions of the power storage component of the power module,
element 4, the conditions of the control apparatus (such as
internal temperatures to provide for a thermal shutoff if needed),
the conditions of the environment (intake external ambient
temperatures and pressures), the possible conditions at the outflow
(temperatures, pressures, etc.), and the state of control valves
(intake element 1, inside the air effector element 2 (if any),
outflow element 3), etc.
[0049] The physical packaging of different embodiments of the
invention may take different forms that may be dictated by the
application. The preferred embodiment described, and the alternate
embodiments, provide for a variety of exemplary physical packaging
configurations.
[0050] In heating, ventilating, and/or air cooling applications,
packaging advantages not present in other air moving techniques may
be found. An exemplary embodiment may use a highly compact 70 mm
ducted-fan assembly controlled and powered by the elements
otherwise described to replace a series of 200 mm blower
assemblies. A separate alternate embodiment for an air exhaust
application may apply the single 20 centimeter high velocity air
movement configuration to replace multiple 20 centimeter blower
assemblies.
[0051] The computing apparatus that implements the control
apparatus (element 6) can be any of the configurations that support
the set of environmental software supporting the application. The
communications connections may include one or more linkages to the
local application network (such as marine, automotive, building
management, appliance management, local device network, point to
point signaling, and the like), Internet (wide area network),
private virtual networks, direct telecommunications connections,
using wired, wireless, or fiber-optic media. It will be appreciated
to those practicing in the art that the various embodiments allow
for considerable flexibility in the configuration and deployment of
the control apparatus element. The connections to sensors or
sensing data can occur through a similar wide variety of
communications mediums and exchange protocols.
[0052] The embodiment support transformational or transmitting
functions may include a system and apparatus comprising a plurality
of the control apparatus operating environment as described for
support of various embodiments with additional capacity for storage
(such as optical, magnetic, or solid state memory), systems
capabilities (storage management, system management, operational
and usage management, etc.), and specific interface tasks (or
processes) residing in one or more physical (or virtual) operating
environments residing in one or more systems and communications
networks. The rule-based application software codes specific to
embodiments of the invention may be invoked on the demand, or
schedule, of the operations required and may incorporate
functionality to log, audit, and validate all conducted
operations.
[0053] The embodiment support for functions supporting the system
and apparatus may maintain a complete data trail for purposes of
reporting regulatory compliance, auditing, marketing analytics,
demographic analysis, performance/capacity management, warranty
management, license management, customer service and the like. The
system and apparatus may be additions to the capacities to operate
the invention's embodiments in a minimal application, or with
additional capacity and capability in the device controller to
support the processing, transformations, transmissions that
additional software modules (including Report Writers, performance
and capacity analysis, log and audit trail analytics, compliance
checking, market analyzers, and added demographic and verification
subsystems, among others). The support functions can also be used
to optimize customer experiences; provide customization of
operating parameters, set points, and algorithms; and enforce
compliance with operating, regulatory, or user preferences.
[0054] As is evident to practitioners of the art, the embodiments
of invention can also be combined with other air-charging
mechanisms. The combinations or integration with other air charging
mechanisms can occur in a wide variety of applications
(illustrated, for example, by those in propulsion, stationary,
mobile generators, rotary power generation, industrial testing,
controlled combustion, and others). The physical interconnections
of inlets, outlets, and shared or unique plenums, lead to a wide
variety of possible combinations. The logical operating behavior of
sequential (one or more operate in a sequence with others),
exclusive (solitary operation excluding others), combined
(simultaneous operations possibly at different operating behavior),
shared (interdependent operations), staged (input of one possibly
dependent on one or more others), or independent (operating without
regard to others) also lead to a wide variety of possible
combinations. The dynamic control of multiple embodiments of an
invention concurrently in the same applications platform
(illustrated, for example, by the use of multiple high velocity
mass air flow devices outputting to a single output plenum to
increase the total flow available for an application), with the
instantiation of the invention using a plurality of elements
(illustrated, for example, by multiple power storage modules,
multiple sensors, multiple motors, or multiple inlet/outlet
controls) is also within the embodiments of the invention. The
presence of additional elements (illustrated, for example, by
redundant control elements, redundant sensors, redundant
interconnections, redundant power modules, or redundant
motor/effector assemblies) for fault tolerance, high availability,
high capacity, or high capability instantiations is also
contemplated in those instantiations of embodiments of the
invention where the application requires those qualities.
[0055] Additional features and advantages of the invention will be
made apparent from the following detailed description of
illustrative embodiments that proceeds with reference to the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0056] The foregoing summary, as well as the following detailed
description of preferred embodiments, is better understood when
read in conjunction with the appended drawings. For the purpose of
illustrating the invention, there is shown in the drawings
exemplary constructions of the invention; however, the invention is
not limited to the specific methods and instrumentalities
disclosed. Included in the drawing are the following Figures:
[0057] FIG. 1 is a block diagram illustrating an overview of an
exemplary system and major elements to provide generation of high
velocity mass air flows in accordance with the present
invention;
[0058] FIG. 2 is a cutaway view showing an exemplary electric motor
and air effector;
[0059] FIG. 3 is a flowchart illustrating an exemplary process and
logical organization to provide generation of high velocity mass
air flows;
[0060] FIG. 4 is a partial cutaway view showing an exemplary
apparatus for generating high velocity mass air flows;
[0061] FIG. 5 is a cutaway view showing another exemplary apparatus
for generating high velocity mass air flows;
[0062] FIG. 6 is a block diagram illustrating an exemplary hybrid
electrical and combustion engine having a mass air flow device;
[0063] FIG. 7 is an example of an embodiment of the invention on an
internal combustion engine platform including a hybrid engine and
electrical power drive;
[0064] FIG. 8 is an example of an embodiment of the invention on an
internal combustion engine platform including a combustion engine
turbocharger;
[0065] FIG. 9 is an example of an embodiment of the invention
acting as an air-charging device for an internal combustion engine
platform;
[0066] FIG. 10 is an example of an embodiment of the invention
including a bypass valve subassembly;
[0067] FIG. 11 is a simplified drawing focusing on the functional
placement of elements of an embodiment in an air moving
application;
[0068] FIG. 12 is an example of an embodiment of the invention as
applied to an internal combustion engine platform including dual
superchargers;
[0069] FIG. 13 is an example of an embodiment of the invention as
applied to an internal combustion engine platform with a parallel
installation of an embodiment of an air-charging effector and a
turbocharger;
[0070] FIG. 14 is an example of an embodiment of the invention as
applied to an internal combustion engine platform with multistage
supercharging;
[0071] FIG. 15 is an example of an embodiment of the invention as
applied to an internal combustion engine platform with parallel
turbocharging;
[0072] FIG. 16 is an example of an embodiment of the invention as
applied to an internal combustion engine platform with secondary
air injection into engine gas recirculation;
[0073] FIG. 17 is an example of an embodiment of the invention as
applied to an internal combustion engine platform with secondary
air injection into the exhaust catalytic assembly;
[0074] FIG. 18 is an example of an exemplary embodiment of a power
source module and power storage devices;
[0075] FIG. 19 is an example of an embodiment of the invention as
applied to the application of warming a hybrid vehicle battery
compartment;
[0076] FIG. 20 is an example of an embodiment of the invention as
applied to the application of warming a vehicle's interior
passenger, cargo, or electronics compartments;
[0077] FIG. 21 is an example of an embodiment of the invention as
applied to the application of cooling a hybrid vehicle battery
compartment;
[0078] FIG. 22 is an example of the embodiment of the invention as
applied to the application of cooling a vehicle's interior
passenger, cargo, or electronics compartments;
[0079] FIG. 23 is an example of an embodiment of the invention as
applied to the application of inflating or deflating a plenum of
air;
[0080] FIG. 24 is an example of an embodiment of the invention
applied to an airflow such as those found in a heating,
ventilating, or air conditioning application;
[0081] FIG. 25 is an example where multiple embodiments are applied
for multiple uses in a single platform exploitation of the
invention's different capabilities;
[0082] FIG. 26 is an example of an embodiment where the
instantiation of the apparatus and method is used to cool a space
containing an internal combustion engine;
[0083] FIG. 27 is an example of an embodiment where the
instantiation of the apparatus and method is used to warm a space
during adverse conditions;
[0084] FIGS. 28, 29, and 30 illustrate different hybrid, plug-in
type hybrid, and pure type hybrid vehicle platforms;
[0085] FIG. 31 is an example view of exemplary apparatus for inlet
controls;
[0086] FIG. 32 is an example view of exemplary apparatus for outlet
controls;
[0087] FIG. 33 is a very simple exemplary connection of a sensor
directly into the Control element of the invention;
[0088] FIG. 34 is an illustrative example of the acquisition of a
sensor value into the Control element of the invention;
[0089] FIG. 35 shows an illustrative example sensor, for pressure,
communicating with the Control element via a sensor, or sensor
data, multiplexor interface;
[0090] FIG. 36 shows an illustrative example sensor, for pressure,
communicating with the Control element via a local application
platform network;
[0091] FIG. 37 shows an exemplary interconnection of the local
platform application control units to the Control element;
[0092] FIG. 38 shows an exemplary interconnection of indirect
controls to the Control element of the invention;
[0093] FIG. 39 shows an exemplary interconnection of indirect
controls to the Control element of the invention;
[0094] FIG. 40 shows the addition of the electrical and
communications methods to access desired data via local network, or
bus, monitoring;
[0095] FIG. 41 shows an exemplary interconnection from the
identification or metadata sources in the local application
platform to the Control element;
[0096] FIG. 42 shows an exemplary interconnection from the
diagnostic, archive, data logging, or other stored data values
within the local application platform;
[0097] FIG. 43 shows an exemplary interconnection of the User
Profile data with the Control element of the embodiment of the
invention via a communication media such as a network;
[0098] FIG. 44 shows an exemplary interconnection of User Profile
data with the Control element of the embodiment of the invention
directly into the unit;
[0099] FIG. 45 shows an exemplary interconnection of emissions
sensor data with the Control element of the embodiment of the
invention via a network interface;
[0100] FIG. 46 is the interconnection of a predictive unit with the
Control element of the embodiment of the invention via a network
interface; and
[0101] FIG. 47 shows an exemplary interconnection of human input
through a user interface, and then via a plurality of
communications media, protocols, and connections present; to the
Control element of the embodiment of the invention.
DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS
[0102] The present invention includes embodiments of systems and
methods for the generation of high velocity mass air flows, or
designed air flows, for use in the combustion elements of a hybrid
combustion-electric vehicle.
[0103] The present invention includes embodiments of systems and
methods for the generation of high velocity mass air flows, or
designed air flows, for use in the combustion support elements of a
hybrid combustion-electric vehicle.
[0104] The present invention also includes embodiments of systems
and methods for the generation of high velocity mass air flows, or
designed air flows, for use in the electrical elements of a hybrid
combustion-electric vehicle for cooling applications.
[0105] The present invention also includes several exemplary
embodiments of systems and methods for the generation of high
velocity mass air flows, or designed air flows, for use in the
electrical elements of a hybrid combustion-electric vehicle for
heating applications.
[0106] Also, the present invention includes embodiments of systems
and methods for the generation of high velocity mass air flows, or
designed air flows, for use in the passenger elements of a hybrid
combustion-electric vehicle for cooling applications.
[0107] In addition, the present invention includes embodiments of
systems and methods for the generation of high velocity mass air
flows, or designed air flows, for use in the passenger elements of
a hybrid combustion-electric vehicle for heating applications.
[0108] The present invention also includes embodiments of systems
and methods for generation of high velocity mass air flows, or
designed air flows, for use in the operation of an internal
combustion-engine vehicle propulsion operations.
[0109] The present invention may also includes embodiments of
systems and methods for generation of high velocity mass air flows,
or designed air flows, for use in the operation of an internal
combustion-engine used in stationary operations.
[0110] Exemplary embodiments can be applied to vehicular
propulsion, vehicular power generation, stationary, and marine
platforms where internal combustion engines are used. Although
there are variances in the platform environments, platform
controls, and operating patterns the usage of embodiments of the
invention possess high levels of commonality. In propulsion,
vehicular power generation, marine propulsion, marine power
generation, and stationary generator operations the internal
combustion engines often require air charging. The presence of air
charging subsystems in these platforms, such as turbochargers,
superchargers, compressed air subsystems, and the like, have direct
instances where the embodiments of the application can be
instantiated. The combinations and integration of the air charging
features of embodiments of the invention and the extant air
charging equipment is similar (by illustration multi-stage
turbocharging, multi-stage supercharging, parallel turbocharging,
or secondary air injection). The platform controls may vary in
specific implementation (for example, CAN bus vehicular
applications share many characteristics with NMEA marine
applications) but the operating requirements of the platform
controls remains highly similar (such as stationary Modbus or
control-loop). Operating patterns are also highly similar in
subtle, but important, ways when viewing power management and local
power storage module elements of the embodiments of the invention.
For vehicular power generation and stationary generator uses
multiple managed power sources are common operating pattern
requirements. In a vehicle the managed capacity and power
expenditure controls for the primary electrical storage component
has very high commonality of operating patterns with a stationary
generator coupled with an uninterruptible power supply electrical
storage component. The commonality of applications platform
requirements lead to instantiations of the embodiments of the
invention that are functionally the same even though the platform
environments vary as to location. Although embodiments of the
invention are discussed with particular application to vehicular,
stationary, marine, or other platforms it is obvious to
practitioners that the embodiments can be applied to other
platforms without change of the novel and unique features of the
invention from which the benefits derive.
[0111] Moreover, the present invention may include embodiments of
systems and methods for generation of high velocity mass air flows,
or designed air flows, for use in the operation of emissions
control functions used for internal combustion engines. In these
embodiments the invention is applied to the supply of air, on a
designed or demand basis, to the emissions control functions used
for internal combustion engines. The uses of air include the
secondary air injection into an exhaust gas stream for cooling or
pressurization prior to recirculation into the intake manifold or
air intake of an internal combustion engine. Secondary air
injection for purposes of continued reaction (or burning) of
residual fuel in the exhaust stream (particularly of engines
without sophisticated fuel management) can greatly assist in the
reduction of emissions of unburned fuel and the capture of
additional thermal energy for application (illustrated by
embodiments used in multi-stage combustion systems). An exemplary
embodiment shown in FIG. 17 is the use of an embodiment of the
invention, either on a dedicated or shared basis, to supply
secondary air injection into the catalytic converter assembly for a
plurality of requirements such as pre-heating, accelerating heating
to an operating temperature, and supply of additional air into the
assembly for optimal operating conditions.
[0112] The present invention also includes systems and methods for
the generation of high velocity mass air flows. The systems and
methods are capable of moving a pressurized stream of air (i.e.,
air charging) at a high flow rate. For purposes of the described
embodiments, the general design point for the exemplary devices
described are at about 1000 torr, and about 1,000,000 cc/min air
flow. Exemplary devices may show a mass air flow of about 28 gm/sec
or more when running at full operational potential. Alternate
embodiments with other air effectors (such as those used in an
axial flow configuration) may operate a design point up to
50,000,000 cc/min air flow and 100 torr.
[0113] In contrast to existing devices, such as centrifugal
blowers, large diameter fans, or other air movement actuators,
certain preferred embodiments may share a common set of form
factors that generally fall within a roughly cylindrical package
approximately 22 centimeters in diameter and 15 centimeters in
length. Associated electrical power subassemblies (including the
secondary apparatus power storage devices and power control),
apparatus control electronics, and connections for such a unit may
be packaged to fit an enclosure (that may be physically proximate
and/or separated) approximately 15 centimeters in length, 10
centimeters in width, and 7.5 centimeters in depth. Existing
devices of similar capabilities may require a cylindrical
mechanical package of approximately 25 centimeters in diameter and
25 centimeters in length, accompanied by electrical components 32
centimeters in length, 26 centimeters in width, and 15 centimeters
in depth. If mechanical and electrical components are packaged
separately, they may be connected by one or more cables for power,
sensor, and control transmission. For alternate embodiments, an
environmentally appropriate implementation of electrical, sensor,
and control modules may be integrated into the mechanical assembly
design with minimal effect on the overall size of the mechanical
assembly. Additional alternate embodiments for applications
requiring smaller mass air flows or pressures of air movement,
where applications, may be fulfilled by sub-optimal operation, may
also vary in size and packaging (for example, such variance may be
due to the smaller needs of an air effector, smaller or larger
inlet/outlet modules, or the presence of multiple copies of an
element). Also, where alternate power or control provisioning
applies, alternate embodiment may allow instantiations where both
mechanical and electrical assemblies may be reduced in size by up
to about 50%. Scaling for larger assemblies is also possible in
alternate embodiments for different demands. In addition to the
clear functionality and energy management benefits obtained by
developing a new embodiment of the invention the packaging of the
invention saw a reduction of more than 80% of the size of the prior
product family's controller and a reduction of more than 80% of the
new motor technologies are incorporated herein. For smaller axial
flow units not requiring collectors or volutes the reduction in
size and packaging involved are more than 50%. For such units,
actuators may fall into a cylindrical form factor 12 centimeters in
diameter and 15 centimeters in length or smaller.
[0114] In some applications the ability to control and regulate the
product of a high air flow at a pressure may be more important than
the need to run at peak efficiency. Exemplary embodiments of the
invention may have the ability to be applied even at sub-optimal
efficiencies, or at much lower mechanical stress, to meet a
specific application need (such as a requirement at specific parts
of the operating range). Thus, the operation of the units at
sub-optimal levels may be one characteristic of the innovation that
adds to its unique character. A specific use of this capability is
to operate in a sub-optimal mode to develop a temperature variant
air flow for applications.
[0115] Referring now to FIG. 1, there is illustrated an overview of
an exemplary system 100 in accordance with the present invention.
FIG. 1 shows the major component elements that may comprise system
100, including intake subassembly 1, air effector subassembly 2,
outflow subassembly 3, power module subassembly 4, electric motor
subassembly 5, control apparatus subassembly 6, and sensor(s)
elements 7.
[0116] Intake subassembly 1 brings in a medium (normally air as has
been described) and passes the medium into the air effector 2. The
air effector 2 increases the velocity (flow) and pressure, and
therefore the mass air volume (over time), from ambient conditions
to those desired in the application. This output is passed through
the outflow subassembly 3.
[0117] The power supply module 4 passes power to the electric motor
5 that drives the air effector 2. Control apparatus 6 may, for
example, include control loops, logic and decision making
capability, and communications with the external application
environment to determine the sequence of events, control the power
supply module 4, the electric motor 5, and may possibly control the
intake element 1 and/or outlet element 3 if, for example, those
elements are implemented as including controllable valves, cutoffs,
diverters, or other flow management devices.
[0118] The inflow subassembly 1 may include a mechanical coupling
and supply of air to transport. The outflow subassembly 3 may
include a mechanical coupling and outlet for the air transported.
The power module 4 may include a plurality of electrical storage
devices, a continuing electrical supply input, or other power
source (such as, for example, pneumatic, chemical, thermal, etc.)
that can be converted to an output electrical power to be
supplied.
[0119] The electric motor 5 may include a mechanical coupling
linking the rotary action of the electric motor into the mechanical
action driving the air effector 2. The control apparatus 6 may
include control data flows (such as, for example, on/off,
open/close, etc.) to be established and effective between the
control apparatus 6 and the electric motor 5. Additional data flows
between the control apparatus 6 and the intake and outflow
subassemblies (elements 1 and 3) may take the form of controls,
feedback, sensor measurements, or sequencing. The control apparatus
6 may also receive, manage, control, integrate, and process data
flows to and from the sensors (element 7 through n, number not
fixed), any external information (such as, for example, control,
feedback, indirect sensor, safety, management, or meta-data such as
rule parameters or interpretive information), and may use some or
all of the available data to control and manage the other elements
of the apparatus and process as embodied (such as, for example,
automated diagnostics, safety management, power management, flow
management, reporting, metrics, controls for licensing, etc.).
[0120] The sensor(s) 7 may be emplaced in, around, or alongside the
physical elements of the apparatus. The sensor element(s) may
measure various parameters, such as for example: temperature,
pressure, operations of the electric motor, the conditions of the
power storage component of the power module, element 4, the
conditions of the control apparatus (such as internal temperatures
to provide for a thermal shutoff if needed), the conditions of the
environment (intake external ambient temperatures and pressures),
the possible conditions at the outflow (temperatures, pressures,
etc.), and the state of control valves (intake element 1, inside
the air effector element 2 (if any), outflow element 3), etc.
[0121] The physical packaging of different embodiments of the
invention may take different forms that may be dictated by the
application. The preferred embodiment described, and the alternate
embodiments, provide for a variety of exemplary physical packaging
configurations.
[0122] The computing apparatus that implements the control
apparatus 6 can be any of the configurations that support the set
of environmental software supporting the application. The
communications connections may include one or more linkages to the
local application network (such as marine, automotive, building
management, appliance management, local device network, point to
point signaling, and the like), Internet (wide area network),
private virtual networks, direct telecommunications connections,
using wired, wireless, or fiber-optic media. It will be appreciated
to those practicing in the art that the various embodiments allow
for considerable flexibility in the configuration and deployment of
the control apparatus element. The connections to sensors or
sensing data can occur through a similar wide variety of
communications mediums and exchange protocols.
[0123] An embodiment supporting transformational or transmitting
functions may include a system and apparatus comprising a plurality
of the control apparatus operating environment as described for
support of the invention embodiments with additional capacity for
storage (such as optical, magnetic, or solid state memory), systems
capabilities (storage management, system management, operational
and usage management, etc.), and specific interface tasks (or
processes) residing in one or more physical (or virtual) operating
environments residing in one or more systems and communications
networks. The rule-based application software codes specific to the
invention may be invoked on the demand, or schedule, of the
operations required and may incorporate functionality to log,
audit, and validate all conducted operations.
[0124] The embodiment support for required functions supporting the
system and apparatus may maintain a complete data trail for
purposes of reporting regulatory compliance, auditing, marketing
analytics, demographic analysis, performance/capacity management,
warranty management, license management, and customer service. The
system and apparatus may be additions to the capacities to operate
the invention's embodiments in a minimal application, or with
additional capacity and capability in the device controller to
support the processing, transformations, transmissions that
additional software modules (including Report Writers, performance
and capacity analysis, log and audit trail analytics, compliance
checking, market analyzers, and added demographic and verification
subsystems, among others) provide these functions in support of the
invention. The support functions can also be used to optimize
customer experiences; provide customization of operating
parameters, set-points, and algorithms; and enforce compliance with
operating, regulatory, or user preferences.
[0125] FIG. 2 illustrates further details of an exemplary system
and depicts a cross-sectional view of system 100 showing elements
and related sub-elements. As shown in FIG. 2, an electric motor 5
and air effector 2 may be housed in a housing 245. Intake
subassembly 1 may include an air intake 200. Air effector
subassembly 2 may include an air effector 250. Outflow subassembly
3 may include an air outlet 280. Electric motor subassembly 5 may
include an electric motor 240. As shown, the electric motor and air
effector subassembly housing 245 holds both the electric motor 240
and the air effector 250. The power and control cable 300 connects
to an external control apparatus (not shown) and power module
subassembly (not shown). The additional mechanical attachments for
the rotational shaft linking the electric motor 240 and air
effector 250 may include support and bearing subassembly 310. The
illustrated embodiment has the advantages of a very compact form
factor packaging, cooling air drawn across the electrical motor and
control apparatus assembly, and ability to integrate sensors into a
compact design as required. FIG. 2 shows one possible configuration
of the power module subassembly 4 and electric motor subassembly
5.
[0126] FIG. 3 provides a flowchart of an exemplary logical
organization and flow of data during operation of the system 100.
The major component elements shown in the overview of FIG. 1 are
shown in FIG. 3 with associated data flows to illustrate both the
relationships and data flows on a more dynamic representational
basis.
[0127] In operation, a flow of air, or other fluid flow, through
the unit, as described in a simplified fashion through the intake
subassembly, air effector subassembly, and outlet subassembly,
component elements 1, 2, and 3 (see FIG. 1). The flow of air
follows the path depicted in FIG. 3 from an air intake 100, and
then successively through a control valve subassembly (intake) 200,
past a sensor subassembly (intake) 300, past an air charging motor
subassembly 400 (optionally, this may not be present in all
embodiments), the air charging effector subassembly 500, past a
sensor subassembly (outflow) 600, and then through a control valve
subassembly (outflow) 700 before exiting the apparatus 100 through
the air outflow 800.
[0128] In several embodiments, the complexity and presence of the
sensor subassembly (intake) 300 and sensor subassembly (outflow)
600 will depend on the needs of the application and the types of
data that need to be collected for the apparatus controller
subassembly's 900 handling. In similar fashion the need for
actuators, controlled from the apparatus controller subassembly
900, may vary in the control valve subassembly (intake) 200 and
control valve subassembly (outflow) 700. In some embodiments,
actuators in these units 200, 700 may need to divert airflows,
change which of the application choices for inflows or outflows is
selected, or assure the safe operation of the unit. As one simple
example, the closure of these valves may be effected simply to
reduce, or eliminate, continued exposure to marine (salt)
conditions when the unit is not used on a frequent basis. In
similar fashion the control valve subassembly 200 could allow for
selection of tanked, pressurized, or pre-cleaned gas flows (such as
for material handling hoods) instead of ambient air. In similar
fashion the control valve subassembly 700 could select an outflow
direction that varies depending on whether the airflow was used to
purge a chamber of gas or simply exit a waste gate. In a very
simple embodiment application the air intake 100 and control valve
subassembly in combination can be combined to select for an
application choice to inflate or deflate a variable chamber of a
gas or air (with coordination of the control valve subassembly 700
and air outflow 800). Along with connections to the source and
destinations of flow that may be appreciated to practitioners the
invention is capable of providing for high velocity air charge for
a variety of applications.
[0129] The various data flows communicating control, sensor data,
feedback, management information, component configuration,
component operating state information, error conditions, warning
conditions, and other information may be shown with the logical
directions of exemplary data flows for embodiments of the invention
(shown in FIG. 3, for example, with primary respect to the
apparatus controller subassembly 900). The embodiments of the
invention provide for many different sensor connections and the
ability of the apparatus controller subassembly 900 to access,
communicate, manage, or interact in a variety of fashions (see
e.g., FIGS. 33 through 47). As may be appreciated to practitioners,
the low-level communications mechanisms are in many, if not most,
cases bidirectional in a communications sequence of events dictated
by a communications protocol. Examples of these communications'
content include:
[0130] 1) sensors may include presets for data scaling or
sensitivity 300, 400, 600, 1000, 1200, 1300, 1400, 1600;
[0131] 2) control valves may report current operating states and
conditions 200, 700, 1100, 1700;
[0132] 3) the power source module 1000 may report the conditions of
stored power, operating capacities, and diagnostic information;
and
[0133] 4) the apparatus and controller subassembly 900 may need a
connection to external applications configuration 1800.
[0134] The physical embodiments that connect these logical
components of the invention may pass data over many possible
physical connection media including wired, wireless, fiber-optic,
common signaling media, through integrated sensor loops, or the
like. Embodiments of the invention may be constrained to any
particular physical embodiment that creates and maintains the
physical connection media. This may be an important consideration
in certain embodiments because the application of the invention may
require that it operate in an integrated functional configuration
where a vehicle, marine, avionic, appliance, alarm, power
management, building management, factory integration, data
collection, or other multiple device connection (network or
standalone) in a wide range of connection topologies (such as bus,
star, point-to-point, relay, message passing, or routed mesh) are
applied for the entire application. The advantages of integrating
the available apparatus controller subassembly 900 into a larger
set of physical and logical connections (shown as the control data
flows and external interfaces 1800) to control, manage, diagnose,
acquire the data, or provide a regulated function for the invention
are beneficial.
[0135] Another application shown in FIG. 3 may be the role and
composition of the power source module 1000. The power source
module 1000 supplies electrical current (in certain applications
one or more feeds of DC power) to the air charging motor
subassembly 400 and to the apparatus controller subassembly 900.
Other embodiments may also supply the sensor subassembly (intake)
300, the sensor subassembly (outflow) 600, the control valve
subassembly (intake) 200 (if powered), the control valve
subassembly (outflow) 700 (if powered), and the control data flows
and external interfaces 1800 (if required) from the power source
module 1000 as well.
[0136] As previously discussed with respect to some embodiments,
the apparatus may retain the capability to locally supply the DC
power from one or more power storage modules (not shown). In
addition, the capability to bypass the power storage modules
(optionally in a specific embodiment), have multiple supply paths
for energy to be converted or supplied through the power source
module 1000 to the air charging motor subassembly 400, and be able
to control, manage, report, and diagnose these features from the
apparatus controller subassembly 900, provides other advantages
unique to this invention. Power storage components managed by the
power source module 1000 may be with, or without, internal
capabilities providing data (such as, for example, manufacturer,
model, serial number, cumulative usage, current capacity levels,
etc.).
[0137] The capability to convert multiple supply energy sources to
DC power (for example, but not limited to, AC power, DC power at a
different voltage, pneumatic power, chemical energy, thermal
energy, an induction power supply, etc.) provides for high levels
of flexibility and options for continued operations by the user. An
example of this multi-source capability is the availability of
either AC power (in various voltages, phases, and amperages), or DC
power (in a mobile power plant supply feed) that may then be
conditioned (e.g., rectified) appropriately to provide operating
charge to the power storage capacity. The technology enabling the
power storage module can be a simple rechargeable battery
technology (including choices such as Ni-Cad, Lead-Acid, Li-Ion,
NMH, and others), or a different form such as a super-capacitor,
fuel cell, wet cell, thin metal film cell, etc.
[0138] A design priority for the power source module 1000 may be
that it can provide a consistent sensor and control data flows 1400
for the apparatus controller subassembly 900. This can be
accomplished while providing a power flow 1500 to the air charging
motor subassembly 400 that is better conditioned (e.g., clean and
consistent) than externally-supplied power. In some applications
this may be modified to meet lower requirements for some
embodiments, but other embodiments will use this capability to
provide power source module 1000 alternatives for user application
configuration. Thus, a single embodiment may have multiple models
or product family members depending on the application
configurations for power supply.
[0139] An example of a preferred embodiment of the power source
module 1000 is the use of Boulder Technologies GP100TMFSC batteries
in the 12-V (or 24-V) configuration to provide a power source that
is mediated using a current limiter and power sensing circuit. This
preferred embodiment provides local storage capacity for the power
source module 1000 and resources to be managed by apparatus
controller 900.
[0140] Another characteristic of the exemplary systems and methods
described is the ability to use power sources, such as those
described in the preferred embodiment, or others, to provide a
power source that is independent of external power sources and that
is under the direct control of the apparatus controller subassembly
that can optimize its power expenditure while having closely
monitored operations. This feature may allow an embodiment to apply
the use of a local power supply, not required to support other
functions outside the air-moving application, that can be used to
overcome in-rush current requirements, manage outage conditions
(such as after-cooling), and handle control actuation needs to
self-protect the entire air handling apparatus.
[0141] The apparatus controller subassembly 900 may use the
information from the sensor and control data flows for motor 1300
and the sensor and control data flows 1400 from the power source
module 1000 to determine appropriate operations, sequencing, and
control processes for the invention. In turn, the power source
module 1000 may incorporate current limiters, programmable power
management, or other active electrical energy management that
provide for the system to be efficient with its utilization of
electrical power and supplies. Use of up-line supply sensing (not
shown) can also be integrated into embodiments of the invention to
supply some applications considerations such as hot switching, hot
unplugging, or cold attachments. The application of the highly
intelligent apparatus controller subassembly may provide the above
described advantages, and others, over extant applications within
the state of art and practice.
[0142] FIG. 4 illustrates an exemplary apparatus for generation of
high velocity mass air flow. FIG. 4 shows the air charging motor
subassembly 400, from the drawing for FIG. 3, along with a set of
connected components. In this embodiment the air inflow 110 is
equivalent to the air intake 100 in FIG. 3. The air charging
effector and motor housing 145 holds the air charging effector
subassembly 150 and the air charging motor subassembly 140. The air
charging effector subassembly 150 corresponds to the air charging
effector subassembly 500 in FIG. 3. The air charging motor
subassembly 140 corresponds to the air charging motor subassembly
400 in FIG. 3. The air outflow 180 corresponds to the air outflow
800 in FIG. 3. The cable for apparatus controller and power 190
corresponds to the physical connection alluded to by the block
diagram elements sensor and control data flows for motor 1300 in
FIG. 3, the power flow 1500 in FIG. 3, and sensors integrated into
the housing or the air charging motor subassembly (not shown).
[0143] In this preferred embodiment, the air charging effector
subassembly 150 contains an air charging wheel that pressurizes and
accelerates air to meet the applications needs for a high velocity
mass air flow. In other embodiments the air charging effector
subassembly 150 may contain other air flow effector devices. In
FIG. 4, the air charging wheel may be driven by an electric motor
where the electric motor shaft may be directly coupled in-line with
the air charging wheel. The apparatus controller subassembly is
normally held in a separate enclosure that may incorporate
additional sealing (for environmental protection), cooling,
connectors, interfaces, or external interfaces. The apparatus
controller subassembly may also contain the power source module or
this may be enclosed separately depending on the physical mounting
for the invention.
[0144] The apparatus controller subassembly 900 may include the
ability to interact with the power source module 1000 to control
the deployment of the power source in a manner consistent with a
series of profiles, or user demand characteristics, that are
supported by the operation of the apparatus controller subassembly.
The apparatus controller subassembly may be capable of operating
certain functions of the invention on an autonomous basis (for
example, for manufacturing testing, field diagnostics,
failure/fallback operations, application system diagnostics,
maintenance functions, and the like) or under the direction of the
external flows through the control and data flows from external
interfaces 1800. In a preferred embodiment, this may be transported
across an application-network such as NMEA 2000. Other transport
could be via CAN, IEEE 802, IEEE 1394, or the like.
[0145] The thermal management 195 provisions for some embodiments
may be relatively simple. In more complex embodiments there may be
active, or passive, heating/cooling thermal management provisions
that may be managed by the apparatus controller subassembly based
on sensor, operating, design, or application requirements.
[0146] In the normal operation of preferred embodiments, the duty
cycle of the unit may be either continuous or intermittent (regular
or irregular cycles, depending on the application needs). This
characteristic may be true of some embodiments, and driven by a
unit interfacing with the apparatus controller subassembly.
[0147] FIG. 5 illustrates another exemplary embodiment of an
apparatus for generating a high velocity mass air flow. As shown in
FIG. 5, the air charging motor and air effector subassemblies
housing 45 may be directly connected to the apparatus controller
housing 95. The power source model is not shown. The air intake 10
corresponds to the logical functions shown as the air intake 100 in
FIG. 3. The air intake 10 allows the flow of air across the
baseplate for the apparatus controller subassembly and across the
air charging motor and air effector subassembly providing a
mechanism for integrated cooling and heat dissipation. The air
outflow 80 corresponds to the logical functions shown as the air
outflow 800 in FIG. 3. The air charging motor subassembly 40 and
the integrated sensors that correspond to the sensor and control
data flow for motor 1300 in FIG. 3 are in the same housing as the
air effector subassembly 50. A connector for control sensors, data
flow, and external interfaces 180 is also shown. The power source
module (not shown) may also feed information back to the apparatus
controller subassembly 90 and power is locally transformed through
the apparatus controller subassembly's 90 control.
[0148] In this alternate embodiment, the integration of the
apparatus controller subassembly 90 suppresses additional costs in
the cabling, attachment, and support of the invention in more than
one packaging article. The power supply module 100 cables can allow
for simplifying the power supply module 100 to eliminate the stored
power configuration if the lowest possible price-point is a highly
desired design requirement.
[0149] This embodiment has the advantages of a very compact form
factor packaging, cooling air drawn across the electrical motor and
control apparatus assembly, and ability to integrate sensors into a
compact design if needed. This alternate embodiment shows that the
physical packaging for the invention can vary across
embodiments.
[0150] Other features, advantages, and benefits are described
below. In accordance with another aspect of the present
invention(s), the methods and systems allow for a user to obtain a
high velocity mass air flow while the user retains control of the
operation of the apparatus.
[0151] In accordance with another aspect of the invention, the
methods and systems allow for the user to obtain a high velocity
mass air flow that utilizes a power module subassembly that is
integrated into the control of the control apparatus element.
[0152] According to another aspect of the invention, the user may
obtain a high velocity mass air flow that can be controlled
externally in an application through the application of a highly
capable control apparatus.
[0153] In accordance with yet another aspect of the invention, the
methods and systems allow the user to obtain a high velocity mass
air flow where the apparatus controller is capable of controlling a
plurality of an electric motor, power supply module, thermal
management, control valves, and sensors.
[0154] According to another aspect of the invention, the user may
obtain a high velocity mass air flow that can use sensor, or sensor
based, information for control of the apparatus.
[0155] According to another aspect of the invention, the user may
obtain a high velocity mass air flow that is controlled by a
control apparatus capable of determining appropriate functional and
environmental, operating and non-operating conditions and modes
that protect the safety of the apparatus.
[0156] In accordance with another aspect of the invention, the
methods and systems allow for the user to obtain a high velocity
mass air flow that is controlled by a control apparatus capable of
determining appropriate functional and environmental operating
conditions and modes that enable automatic operational and
performance adjustment of the apparatus.
[0157] In accordance with another aspect of the invention, the
methods and systems allow for the user to obtain a high velocity
mass air flow that utilizes an electric motor, coupled to an air
effector, powered by a power module detached from a continuous
supply of power.
[0158] According to another aspect of the invention, the user may
obtain a high velocity mass air flow that utilizes an electric
motor, coupled to an air effector, where the unit may be directly
connected to an electrical, or other, power source external to the
unit, and where the unit can operate, in a different operating
mode, without the direct provision of such a power source.
[0159] In accordance with another aspect of the invention, the
methods and systems allow for the user to obtain a high velocity
air mass flow that utilizes an electric motor, coupled to an air
effector, where the unit may be directly connected to an
electrical, or other, power source external to the unit, and where
the unit can operate in a mode that provides supplemental power to
the unit when power demand exceeds the external power source
supply.
[0160] According to another aspect of the invention, the user may
obtain a high velocity mass air flow where the information on these
activities is relayed for purposes of audit, control, management,
assessment, compliance or examination.
[0161] According to another aspect of the invention, the user may
obtain a high velocity mass air flow where the data from the
operation of the unit can provide diagnostic, operating history,
sensor measurements, or other metrics from the unit as part of
controlled operation.
[0162] According to another aspect of the invention, the user may
obtain a high velocity mass air flow where the information on these
activities is processed by an apparatus (that may include human
participation) to determine if compliance with "terms and
conditions of use" (internal compliance), contractual compliance,
regulatory compliance (compliance with administrative or
cooperative regulations), and legal compliance (by statute, treaty,
or common law) has been appropriate and as specified.
[0163] In accordance with another aspect of the invention, the
methods and systems provide for the safe operation of the unit that
is governed by a control apparatus that utilizes available sensor
and control inputs to decide whether safe operation is
possible.
[0164] According to yet another aspect of the invention, the user
may obtain a high velocity mass air flow that can directly control
intake and outflow control valves that change the characterization
of the apparatus' performance.
[0165] According to another embodiment of the invention, the device
may be used as an "inflator/deflator" for partial, or fully, marine
vehicles, entertainment and advertising, modular constructions for
shelters, and industrial framing components.
[0166] According to another embodiment of the invention, the device
may be used as a mass air flow device in an HVAC system.
[0167] According to another embodiment of the invention, the device
may be used as a mass air flow device to manage the air charging
requirements in a vehicular or other transportation device where an
internal combustion engine is combined with a plurality of one or
more other motive power subsystems. Such applications include those
sometimes identified as "hybrid" or "plug in" propulsive
mechanisms. There are also applications for such a device in purely
electrical vehicles, as well as, non-vehicular fixed/mobile
applications where the motive power is used for production,
operations, and/or generation. In an exemplary application, the
device may be linked with the existing propulsive mechanism control
modules as either a controlled sub-system peripheral (e.g.,
extending the ability of the propulsive mechanism control to air
charging as well as other functions), or as an independent or
autonomous device that provides a self-managed capability to
provide air charging in a tailored fashion to the propulsive
application requirement.
[0168] For propulsive mechanisms where both a combustion engine and
an electrical component are incorporated, an mass air flow device
embodiment enables efficient operation of the combustion mechanism
by providing air charging, supports the application of smaller (and
lighter) propulsive mechanisms, and allows optimization of
propulsive mechanism operation by choosing where, how, and for what
performance to expend electrical power and combusted fuels. The
selection of an optimization strategy may be accomplished by the
mass air flow device embodiment, by interactions with the vehicular
control modules, or under the direct instruction of the vehicular
control modules. The incorporation of the mass air flow device
allows the propulsive mechanism control modules flexibility in
managing combusted fuel--air mixtures' stoichiometric ratio (where
the ratio by weight may dynamically range from about 9:1 for
ethanol (e.g., 9.7:1 for E85) to about 14.67:1 for gasoline, to
about 17:1 for compressed natural gas (e.g., primarily methane) and
the ratio may vary depending on other environmental, operating
history, operating optimizations, and the like) on a dynamic
basis.
[0169] A benefit of incorporating a mass air flow device into the
air charging management regime for a propulsion application is to
provide operational performance, practicality or diverse fueling,
and reliability by dynamically adjusted operation of the entire
propulsion mechanism. Because the mass air flow device embodiments
described are driven by electrical power sources, the presence of
large electrical capacities provides for a range of air charging
not otherwise possible in air charging devices coupled directly to
combustion cycles and combustion. A direct consequence of the
availability of the mass air flow device embodiment is the
availability of air heated by compression that can also
significantly improve the operation of many electrical battery
mechanisms by subsystem warming. The same mass air flows can also
be diverted for the comfort, or preservation, of passengers and
cargo.
[0170] FIG. 6 illustrates an embodiment of the invention in a
vehicle implementation with a hybrid electrical (e.g., battery) and
a combustion engine. The embodiment functions in a manner similar
to the embodiment described with reference to FIG. 3, supra.
Additional vehicle components are shown that are not part of the
earlier embodiment to illustrate other aspects of the invention. As
shown in FIG. 6, the flow of air follows the path from the vehicle
air intake 100 through a control valve subassembly (intake) 200,
sensor subassembly (intake) 300, air charging effector subassembly
500, sensor subassembly (outflow) 600, and control valve
subassembly (outflow) 700, into a vehicle air intake manifold 1900
and into a vehicle combustion engine 2000. In some embodiments,
control valve subassemblies 200 and/or 700, as well as airflow
sensor subassemblies 300 and/or 600 may be excluded or an integral
part of an existing intake air management system, in which case
sensor and control data flows 1100, 1200, 1600, and 1700 may be
replaced or supplanted by control and data flows through control
data flows and external interface 1800.
[0171] As shown in FIG. 6, torque produced by the vehicle
combustion engine 2000 may be passed by mechanical coupling into a
hybrid vehicle motor/generator 2100, creating electrical power
stored in a vehicle power storage component 2200. In some
embodiments, this electrical power will require conditioning or
regulation by a power regulator 2300, before flowing into the
apparatus power storage component 2400. Stored electrical power may
then be delivered to the air charging motor subassembly 400 by a
power source module 1000. Power flow 1500 may be regulated by the
apparatus controller subassembly 900 by means of sensor and control
data flows 1400. The controller subassembly 900 may monitor the
operation of combustion engine 2000 through control and data
interface 1800 and modulates power delivery to the air charging
system to optimize the engine combustion cycle. The apparatus
controller subassembly 900 may then control the operations of the
embodiment according to dynamic or preset operations.
[0172] For hybrid and plug-in automotive (and other transportation)
applications, (there are other fixed installation applications such
as standby generators, on-site power, and fixed plant motors where
this applies as well), the mass air flow device described may be
used with particular benefits. The application of an "intelligent"
air charging subsystem can be combined with other vehicular
subsystems such as, for example, active drive trains, active
suspension, fuel/ignition management, emissions controls,
electrical management, environmental sensing, active braking,
dynamic engine management, or active environmental (compartment)
management and the like to optimize the fuel efficiency, comfort,
operational flexibility, or performance of the vehicle.
[0173] In FIG. 7 an exemplary embodiment of the invention is shown
with a large illustrative suite of sensors. The exemplary
embodiment illustrates the application of an embodiment of the
invention to use with an internal combustion engine (on a platform
such as those shown in FIGS. 28, 29, and 30; or a distinct internal
combustion engine propulsion, stationary application, marine or
portable power generation, marine propulsion, or testing
application) 7-1900, 7-2000, 7-2100 where air charging is provided
to the air intakes. The embodiment apparatus controller 7-900 uses
internally stored codes, internally stored data, profile
information from vehicle systems 7-3000 (illustrated by historical
data 7-700, user profile data 7-710, user demand 7-720), internally
stored 7-900 or from the vehicle engine control unit (ECU)
7-2500)), to control the apparatus. The control is manifest through
the actions of the power source module 7-1000, the air-charging
motor 7-400, and through inlet and outlet valve management (as
shown in FIGS. 31 and 32 and the bypass valve 7-510). The apparatus
controller 7-900 may also be responsible for some safety functions.
The air charging motor 7-400 drives the air charging effector
7-500. The airflow through the embodiment in this application has
an air intake 7-100 going through an inlet air filter 7-101. After
going through the air charging effector 7-500 the air may be
re-circulated or vented by the bypass valve 7-510. Additional air
charging occurs via the Turbocharger subassembly 7-103 where the
air is vented. The additional airflow from the Turbocharger
assembly also ends up in the air intake 7-1900. After going through
the internal combustion engine 7-2100 the air exhausts 7-2000 and
then may be used for the turbocharger 7-103 to air charge more
inlet air from the inlet air filter 7-101 and deliver it back into
the air intake 7-1900. The air charging motor 7-400 may be
controlled by the apparatus controller 7-900 that can control the
rotating assembly, the electric operations, and access to the data
and sensors present in the air charging motor 7-400. The sensors
for temperature 7-620, pressure 7-610, airflow 7-600, voltage
7-650, battery condition 7-695, vibration 7-660, gas composition
7-630, current 7-640, emissions 7-635, engine condition 7-690,
acoustic 7-685, fuel data 7-670 (from fuel tank 7-2510), position
7-680, and information from the engine control unit 7-2500 may be
used by the apparatus controller 7-900. The transfer of data from
sensors to the apparatus controller can occur across a plurality of
communications and methods, such as described in FIGS. 33, 34, 35,
36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, and 47. The power
source module may manage a local secondary power device, such as
described in FIG. 18, and may handle related safety features.
[0174] FIG. 8 shows an embodiment of the invention that is applied
to the generation of boosted air for an internal combustion engine
with a turbocharger also present. The airflow starts at an air
intake 8-100 and air filter 8-101 to be routed to the turbocharger
8-103 or to the air charging effector of the embodiment 8-500. The
outlet flow from the air charging effector 8-500 may be rerouted by
a bypass valve 8-510 or is supplied to an internal combustion
engine 8-2100 (illustrated as a vehicle, but which could be a
stationary generator, mobile generator, test unit, or other such
article) through the air intake 8-1900. After use by the internal
combustion engine 8-2100 the air exhaust through the outlet 8-2000
can be used to power the turbocharger assembly 8-103. As shown, the
air charging effector 8-500 is driven by the air charging motor
8-400 under the control of the apparatus controller 8-900. Power
for the apparatus controller 8-900, air charging motor 8-400, and
the bypass valve 8-510 (optional) may be supplied by a power source
module (not shown) and secondary power storage device (not shown).
Sensors and other data inputs (not shown) may also be used by the
unit (including the control, sensor, and power flows between the
air charging motor 8-400 and apparatus controller 8-900). In like
fashion to the embodiment shown in FIG. 7, sensors, inlet and
outlet valves, and connections and communications with other
platform functions can embellish the embodiment.
[0175] In FIG. 9, an embodiment of the invention is applied to the
generation of air charging for an internal combustion engine. As
shown, the airflow starts at an air intake 9-100 and air filter
9-101 to be routed to the air charging effector of the embodiment
9-500. The outlet flow from the air charging effector 9-500 may be
supplied to an internal combustion engine 9-2100 (illustrated as a
vehicle, but which could be a stationary generator, mobile
generator, test unit, or other such article) through the air intake
9-1900. After use by the internal combustion engine 9-2100 the air
exhaust through the outlet 9-2000 can be used to power the
turbocharger assembly 9-103. As shown, the air charging effector
9-500 is driven by the air charging motor 9-400 under the control
of the apparatus controller 9-900. Power for the apparatus
controller 9-900, air charging motor 9-400, and the bypass valve
(optional, not shown) may be supplied by a power source module
(9-1000) and secondary power storage device (not shown). Sensors
and other data inputs (such as those from the electronics control
unit 9-2500 or not shown) may also be used by the unit (including
the control, sensor, and power flows between the air charging motor
9-400 and apparatus controller 9-900). In like fashion to the
embodiment shown in FIG. 7, sensors (pressure 9-610, temperature
9-620, or mass airflow 9-600), inlet and outlet valves, and
connections and communications with other platform functions can
embellish the embodiment.
[0176] FIG. 10 shows an embodiment of the invention that is applied
to the generation of air charging for an internal combustion
engine. The airflow may start at an air intake 10-100 and air
filter 10-101 to be routed to the air charging effector of the
embodiment 10-500. The outlet flow from the air charging effector
10-500 can be rerouted by the bypass valve 10-510 or supplied to an
internal combustion engine 10-2100 (illustrated as a vehicle, but
which could be a stationary generator, mobile generator, test unit,
or other such article) through the air intake 10-1900. After use by
the internal combustion engine 10-2100, the air may exhaust through
the outlet 10-2000. The air charging effector 10-500 may be driven
by the air charging motor 10-400 under the control of the apparatus
controller 10-900. Power for the apparatus controller 10-900, air
charging motor 10-400, and the bypass valve (optional) may be
supplied by a power source module (not shown) and secondary power
storage device (not shown). Sensors and other data inputs (not
shown) are also used by the unit (including the control, sensor,
and power flows between the air charging motor 10-400 and apparatus
controller 10-900). In like fashion to the embodiment shown in FIG.
7, sensors, inlet and outlet valves, and connections and
communications with other platform functions can embellish the
embodiment.
[0177] FIG. 11 is a simplified drawing illustrating the functional
placement of elements of an embodiment in an air moving
application. The use of an embodiment of the invention in an
air-moving application calls for an inflow process through an air
intake. The inflow may be subject to a plurality of operations
including modification, limitation, augmentation, or conditioning
by a subassembly referred to as the inlet control valve 11-530. The
modification of the airflow is illustrated by the use of devices to
reduce turbulence in the air. The limitation of the airflow is
illustrated by the use of limiting valves (such as pop-off pressure
valves), barriers (such as butterfly valves), or orifice constraint
(such as iris valves). The augmentation of the airflow is
illustrated by the addition to the air intake from re-circulated
gas, additional flows (such as added mixture components or
additives to the airflow for combustion augmentation), or combining
the flows of multiple subassemblies. The conditioning of the
airflow is illustrated by the use of a device to pre-swirl the air
in the intake. The outflow may be subject to a plurality of
operations like those of the inflow with additional paths possibly
present to re-circulate, bypass, or divert outputs 11-520. The
recirculation path returns some, or all, of the output from the air
charging effector 11-500 to the intake and inflow operations. The
bypass path 11-510 is illustrated by the venting of the device to
atmosphere. The diversion of outflow air is illustrated by dividing
the stream for different applications or for further air charging
operations in an additional stage. Numerous filtering, sensor
measurement, and airflow path combinations are possible without
impacting the essential innovative content of the invention. A
specific embodiment of the invention may have none, some, or all of
the inlet and outlet airflow functions other than a direct
path.
[0178] The air charging effector 11-500, present in all embodiments
of the invention, operates on the airflow to change its measured
characteristics. In other alternate embodiments where
instantiations of the invention are used to generate vacuum other
effectors may be used. The air charging effector may change the
rate of flow, the pressure of flow, the volume of flow, or it may
not change things at all depending on the operating target set for
it by the apparatus controller. A change in the rate of flow may be
illustrated by the increase in the velocity of the airflow measured
in meters/second. A change in the pressure of the flow may be
illustrated by the increase in measurable pressure due to the
compression of the flow by a compressor wheel and collector
measured in torr. A change in the volume of flow may be illustrated
by the increase in measureable volume due to the air effector
measured in cc per minute.
[0179] The air charging motor 11-400 may be directly connected to
the apparatus controller 11-900 and may also be connected to
electrical power. The apparatus controller 11-900 may be capable of
starting, stopping, running, and controlling the running of motors
(like 11-400) in small increments. In exemplary embodiments using
direct current motors, the rotation of the motor may be controlled
by the motor controls to the extent that discrete electrical timing
pulses are handled by the motor controls to cause the sequence of
electrical events rotating the shaft of the motor 11-400. The
connections between the air charging effector 11-500 and the air
charging motor 11-400 are coupled and are illustrated by
connections that are directly mounted onto the shaft of the
electric motor, hooked to the electric motor 11-400 through a
gearbox subassembly, coupled by various mechanical means such as
small belts or coupled via other shaft rotation conversions. The
apparatus controller sub-assembly 11-900 makes use of control
signals and feedback indicators from the air charging motor
sub-assembly. Illustrative examples of the control signals and
feedback indicators are the position information on the rotating
assembly, electrical feedback indicators, and electrical current
measurements. In various alternative embodiments, none, one, some,
or all, of the connections between the air charging motor and
apparatus controller may be absent depending on the application for
the embodiment or the nature of the specific air charging
motor.
[0180] Present throughout the embodiment of the apparatus may be
safety features and considerations. Self protection for the air
charging effector subassembly in the embodiment of the invention is
provided by the apparatus controller. Simpler mechanical
protections (such as bypass or relief valves) may also be present
in alternative embodiments. The packaging of the embodiment may
incorporate safety features as well to present incorrect electrical
terminations, mis-wired sensors, or missing airflow path ducts'
connections. The apparatus controller 11-900 may then handles a
plurality of connections to other elements such as sensors, data
devices, or other control mechanisms. (See FIGS. 33, 34, 35, 36,
37, 38, 39, 40, 41, 42, 43, 44, 45, 46, and 47).
[0181] In alternative embodiments the apparatus controller 11-900
can be a self-sufficient and standalone device and thus requiring
minimal connections to external controls or functions. In other
alternative embodiments, the apparatus controller may have
substantial quantities of connections for sensors, communicating
with the application' apparatus, and communicating with other
control devices outside the scope of this application. Not
illustrated on this FIG. 11 are the power control subassembly (see
FIG. 18) with alternatives for power management, storage, and
connections. The apparatus controller 11-900 may have the
capability to control the power control subassembly 11-400 and
power storage modules (not shown) in the exemplary embodiments. It
is possible for an alternative embodiment to not have this control
because of control being vested in an external control apparatus.
(not shown).
[0182] In FIG. 12 illustrates an embodiment of the invention for an
internal combustion engine application with two stages of
supercharging and two superchargers. As shown, the airflow starts
at an air intake 12-100 and air filter 12-101 to be routed to the
supercharger 12-104 or to the air charging effector of the
embodiment 12-500. The outlet flow from the air charging effector
12-500 may be rerouted by a bypass valve 12-510 or may be sent to
the supercharger assemblies 12-104. Air is supplied to an internal
combustion engine 12-2100 (illustrated as a vehicle, but which
could be a stationary generator, mobile generator, test unit, or
other such article) through the air intake 12-1900. After use by
the internal combustion engine 12-2100 the air may exhaust through
the outlet 12-2000. As shown, the air charging effector 12-500 is
driven by the air charging motor 12-400 under the control of the
apparatus controller 12-900. Power for the apparatus controller
12-900, air charging motor 12-400, and the bypass valve 12-510
(optional) may be supplied by a power source module (not shown) and
secondary power storage device (not shown). Sensors and other data
inputs (not shown) may also be used by the unit (including the
control, sensor, and power flows between the air charging motor
12-400 and apparatus controller 12-900). In like fashion to the
embodiment shown in FIG. 7, sensors, inlet and outlet valves, and
connections and communications with other platform functions can
embellish the embodiment.
[0183] The embodiment illustrated uses a shared apparatus
controller 12-900 for both air charging motors 12-400. In an
alternate embodiment, each motor could have its own apparatus
controller (for example if demanded by physical spacing). In this
embodiment, the air charging motors 12-400 could have a single
power control module (not shown) and share a single secondary power
storage device (not shown) or have their own dedicated secondary
power storage devices (not shown).
[0184] In FIG. 13, an embodiment of the invention is applied to the
generation of boosted air for an internal combustion engine with a
turbocharger also present. As shown, the airflow starts at an air
intake 13-100 and air filter 13-101 to be routed to the
turbocharger 13-103 or to the air charging effector of the
embodiment 13-500. The outlet flow from the air charging effector
13-500 may be rerouted by a bypass valve 13-510 or may be supplied
to an internal combustion engine 13-2100 (illustrated as a vehicle,
but which could be a stationary generator, mobile generator, test
unit, or other such article) through the air intake 13-1900. After
use by the internal combustion engine 13-2100, the air may exhaust
through the outlet 13-2000 can be used to power the turbocharger
assembly 13-103. The air charging effector 13-500 may be driven by
the air charging motor 13-400 under the control of the apparatus
controller 13-900. Power for the apparatus controller 13-900, air
charging motor 13-400, and the bypass valve 13-510 (optional) may
be supplied by a power source module (not shown) and secondary
power storage device (not shown). Sensors and other data inputs
(not shown) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 13-400 and
apparatus controller 13-900). In like fashion to the embodiment
shown in FIG. 7, sensors, inlet and outlet valves, and connections
and communications with other platform functions can embellish the
embodiment.
[0185] The embodiment in FIG. 13 may be applied as a series
turbocharging configuration to overcome turbo lag. The air charging
effector 13-500 may be engaged on a demand basis by the apparatus
controller 13-900 to increase the incoming pressure air to the
turbocharger assembly 13-103. This configuration allows the
turbocharger to spool up more quickly and thus deliver more air
charging to the internal combustion engine.
[0186] FIG. 14 shows an embodiment of the invention comprising an
internal combustion engine application with multistage
supercharging. Three stages of supercharging are shown. Also as
shown, the airflow starts at an air intake 14-100 and air filter
14-101 to be routed to the supercharger 14-104 or to the air
charging effector of the embodiment 14-500. The outlet flow from
the air charging effector 14-500 may be rerouted by a bypass valve
14-510 or may be routed through the two stages of supercharger
compressor assemblies 14-104. Air may be supplied to an internal
combustion engine 14-2100 (illustrated as a vehicle, but which
could be a stationary generator, mobile generator, test unit, or
other such article) through the air intake 14-1900. After use by
the internal combustion engine 14-2100, the air may exhaust through
the outlet 14-2000. The air charging effector 14-500 may be driven
by the air charging motor 14-400 under the control of the apparatus
controller 14-900. Power for the apparatus controller 14-900, air
charging motor 14-400, and the bypass valve 14-510 (optional) may
be supplied by a power source module (not shown) and secondary
power storage device (not shown). Sensors and other data inputs
(not shown) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 14-400 and
apparatus controller 14-900). In like fashion to the embodiment
shown in FIG. 7, sensors, inlet and outlet valves, and connections
and communications with other platform functions can embellish the
embodiment.
[0187] The exemplary embodiment illustrated uses a shared apparatus
controller 14-900 for both air charging motors 14-400. In an
alternate embodiment each motor could have its own apparatus
controller (for example if demanded by physical spacing). In this
embodiment the air charging motors 14-400 could have a single power
control module (not shown) and share a single secondary power
storage device (not shown) or have their own dedicated secondary
power storage devices (not shown). In this application, the
multiple stages of superchargers may be used to provide very high
volumes of air and high flow rates, but at the penalty of high
power demanded by the supercharger compressor assemblies 14-104.
One use of this embodiment of the invention may be to increase the
effectiveness of the supercharger stages by providing them with air
charging (especially at low power rates transferred to the
supercharger assemblies 14-104).
[0188] Also, the plurality of the superchargers illustrated in FIG.
14-104 could be powered by either belt drive or exhaust gas flows.
In alternate embodiments, additional electric motor 14-400 and air
effector assemblies 14-500 could be substituted for any or all of
the superchargers illustrated. In this alternate embodiment,
different electric motor 14-400 and air effector assemblies 14-500
could be substituted to replace belt or exhaust drive superchargers
for one or more stages of the air charging process. In an alternate
embodiment, the air charging function next to the engine intake
14-1900 could be an air effector assembly 14-500. This alternate
embodiment has the advantage of no ducting, plenum, or manifold to
add latency (turbo lag) to the air charging process. In an
alternate embodiment where the air effector assembly 14-500 is
placed between a supercharger and another supercharger, the purpose
of the embodiment may be to compensate for a notch, or lack of
overlap, between the flow ranges of two devices. In this
embodiment, the apparatus controller 14-900 may be able to smooth
the transition between air charging states for the internal
combustion engine 14-2100. The power source module (not shown) and
the secondary power storage device (not shown) may be managed by
the apparatus controller 14-900 in accordance with optimal
operations under a profile. In an alternate embodiment, the use of
a series of air effectors 14-500 (multiple stages, or multiple
stages with and without other belt or exhaust driven units 14-404)
driven by electric motors 14-400 and controlled by the apparatus
controller 14-900 has the advantage of having the air charging
process under the management and control of a single, or
cooperating, apparatus controller 14-900. For any of these with one
or more electric motor 14-400 and air effector assemblies 14-500 a
plurality of power source modules (not shown) and secondary power
storage devices (not shown) could be managed by the apparatus
controller 14-900 or more than one apparatus controller. In like
fashion a plurality of additional inlet and outlet valves (as
discussed in FIGS. 31 and 32) can be applied to manage the
isolation, combination, or routing of airflows throughout the
combinations of devices in multiple embodiments.
[0189] FIG. 15 shows in an internal combustion engine application
with multistage, parallel supercharging. As shown, the airflow
starts at an air intake 15-100 and air filter 15-101 to be routed
to the turbocharger 15-103 or to the air charging effector of the
embodiment 15-500. The outlet flow from the air charging effector
15-500 may be rerouted by a bypass valve 15-510 or may be routed
through the two stages of supercharger compressor assemblies
15-103. Additional bypass and gas control valves route air as
needed 15-540 15-550. Air may be supplied to an internal combustion
engine 15-2100 (illustrated as a vehicle, but which could be a
stationary generator, mobile generator, test unit, or other such
article) through the air intake 15-1900. After use by the internal
combustion engine 15-2100, the air may exhaust through the outlet
15-2000 to power the turbochargers and finally exhausted 15-105.
The air charging effector 15-500 may be driven by the air charging
motor 15-400 under the control of the apparatus controller 15-900.
Power for the apparatus controller 15-900, air charging motor
15-400, and the bypass valve 15-510 (optional) may be supplied by a
power source module (not shown) and secondary power storage device
(not shown). Sensors and other data inputs (not shown) may also be
used by the unit (including the control, sensor, and power flows
between the air charging motor 15-400 and apparatus controller
15-900). In like fashion to the embodiment shown in FIG. 7,
sensors, inlet and outlet valves, and connections and
communications with other platform functions can embellish the
embodiment.
[0190] The embodiment illustrated may use a shared apparatus
controller 15-900 for both air charging motors 15-400. In an
alternate embodiment, each motor could have its own apparatus
controller (for example if demanded by physical spacing). In this
embodiment the air charging motors 15-400 could have a single power
control module (not shown) and share a single secondary power
storage device (not shown) or have their own dedicated secondary
power storage devices (not shown). In this application the multiple
stages of super turbochargers are used to provide very high volumes
of air and high flow rates, but at the penalty of high power
demanded by the super turbocharger compressor assemblies 15-1043.
The use of the embodiment of the invention may be to increase the
effectiveness of the supercharger stages by providing them with air
charging (especially at low power rates transferred to the super
turbocharger assemblies 15-1043). The embodiment thus reduces turbo
lag at a design point where the primary and secondary turbocharger
assemblies 15-103 are ineffective or less effective.
[0191] FIG. 16 is another embodiment illustrating the application
of the invention to an air charging requirement including the use
of exhaust gas return for an internal combustion engine (i.e.,
secondary air injection into exhaust gas recirculation). As shown,
the airflow starts at an air intake 16-100 and air filter 16-101 to
be routed to the air charging effector of the embodiment 16-500.
The outlet flow from the air charging effector 16-500 can be
rerouted by the bypass valve 16-510 or may be supplied to an
internal combustion engine 16-2100 (illustrated as a vehicle, but
which could be a stationary generator, mobile generator, test unit,
or other such article) through the air intake 16-1900. After use by
the internal combustion engine 16-2100, the air may exhaust through
the outlet 16-2000. The exhaust gas return control valve 16-550
controls the recirculation of exhaust gas back through the air
charging effector 16-500 or its venting 16-105. The air charging
effector 16-500 may be driven by the air charging motor 16-400
under the control of the apparatus controller 16-900. Power for the
apparatus controller 16-900, air charging motor 16-400, and the
bypass valve (optional) may be supplied by a power source module
(not shown) and secondary power storage device (not shown). Sensors
and other data inputs (not shown) may also be used by the unit
(including the control, sensor, and power flows between the air
charging motor 16-400 and apparatus controller 16-900). In like
fashion to the embodiment shown in FIG. 7, sensors, inlet and
outlet valves, and connections and communications with other
platform functions can embellish the embodiment.
[0192] In FIG. 17, an embodiment of the invention is applied to the
generation of air charging for an internal combustion engine and
secondary air injection into the exhaust catalytic conversion
assembly 17-2400. As shown, the airflow starts at an air intake
17-100 and air filter 17-101 to be routed to the air charging
effector of the embodiment 17-500. The outlet flow from the air
charging effector 17-500 can be rerouted by the bypass valve 17-510
or may be supplied to an internal combustion engine 17-2100
(illustrated as a vehicle, but which could be a stationary
generator, mobile generator, test unit, or other such article)
through the air intake 17-1900. An alternate pass controlled by the
exhaust air injection control valve 17-530 may provide an airflow
to exhaust catalyst subassembly. After use by the internal
combustion engine 17-2100 the air exhaust through the outlet
17-2000. The air charging effector 17-500 may be driven by the air
charging motor 17-400 under the control of the apparatus controller
17-900. Power for the apparatus controller 17-900, air charging
motor 17-400, and the bypass valve (optional) may be supplied by a
power source module (not shown) and secondary power storage device
(not shown). Sensors and other data inputs (not shown) may also be
used by the unit (including the control, sensor, and power flows
between the air charging motor 17-400 and apparatus controller
17-900). In like fashion to the embodiment shown in FIG. 7,
sensors, inlet and outlet valves, and connections and
communications with other platform functions can embellish the
embodiment.
[0193] This embodiment may provide an improvement over older
techniques that used belt-driven air pumps or other power take offs
to power the air pumping assembly. For example, the embodiment
could, at different times, be applied to pumping cooling or heating
air to the exhaust catalyst 157-2400 or to supply oxygen to the
exhaust catalyst assembly 175-2400.
[0194] FIG. 18 shows an exemplary embodiment of the power source
module and power storage devices. The embodiment provides for
flexibility and control of multiple power sources 18-1100 18-1200
29-1010 18, and the use, in exemplary embodiments, of a local
secondary power storage device 18-1200. The availability of power
in these embodiments from the local secondary power storage device
18-1200, the common electrical grid 18-1100, the engine battery
29-1010, the engine in generator mode 18-2200, and any secondary
battery storage 29-1010 (other than a hybrid primary storage
battery or fuel-cell) allows the apparatus power storage module
18-1000 to select from a plurality of sources for a plurality of
uses (including recharging the local secondary power storage device
18-1200). The operations of the apparatus power source module may
be directed by the apparatus control subassembly using the profiles
of operation and optimization strategies derived from the current
operating profiles requirements. The management of power
expenditure by the embodiment may include the air charging motor
18-400 and may also include sub-optimal air flow generation,
apparatus safe operation, and power management for inlet and outlet
management as present in certain embodiments. Different embodiments
present in a single platform (illustrated simply by a hybrid car
plugged into the power grid) can be simultaneously applied to
separate operating needs (illustrated by keeping the cargo
compartment of a vehicle warm, maintaining a warmth level in a
battery compartment, and maintaining a warmth level in the engine
emissions control) under the operation of the apparatus controller
and profiles. Across an operating period could place the priority
for a sequence of operations of the apparatus power source module
18-100 to recharge its own secondary power storage device 18-1200,
maintaining warmth levels in various compartments of the vehicle
(such as prioritizing warmth in the battery compartment while
recharging is conducted), and then shifting to warming the
passenger compartment only shortly before more vehicle use takes
place. The apparatus controller may also respond to external
conditions known from sensor data (such as heat or cold) and
dynamically change apparatus power source module operations under a
profile for these conditions. Under dynamic load conditions (such
as route planned power consumption, steep hills, or high
performance requirements) the apparatus power source module in an
embodiment can, under control and cooperation of the apparatus
control subassembly, plan, distribute, supply, restore, and
conserve power capacity, power expenditure, power distribution, and
power intake.
[0195] The capabilities of the apparatus power source module may be
common to exemplary embodiments of the invention with specific
instantiations subject to variances for requirements and
optimizations in a specific platform environment. In the
embodiments of the invention described herein, the assumption is
that the functions of the apparatus power source module and
secondary power storage device are functionally common and
consistent with the description provided for the embodiment of FIG.
18.
[0196] FIG. 19 illustrates an embodiment of the invention for
heating of air to be supplied to warm a battery compartment. As
shown, the airflow starts at an air intake 19-100 and air filter
19-101 to be routed to the air charging effector of the embodiment
19-500. The outlet flow from the air charging effector 19-500 can
be rerouted by the recirculation valve 19-510 or may be supplied to
the battery compartment 19-190 (illustrated as a vehicle, but which
could be a stationary room, mobile plenum, test unit, or other such
article) through the air intake. After cycling through the
compartment the air may be re-circulated or vented 19-510. The air
charging effector 19-500 may be driven by the air charging motor
19-400 under the control of the apparatus controller 19-900. Power
for the apparatus controller 19-900, air charging motor 19-400, and
the recirculation valve (optional) may supplied by a power source
module (not shown) and secondary power storage device (not shown).
Sensors 19-610 19-620 19-600 and other data inputs (such as those
from the engine control unit 19-2500) may also be used by the unit
(including the control, sensor, and power flows between the air
charging motor 19-400 and apparatus controller 19-900). In like
fashion to the embodiment shown in FIG. 7 sensors (19-610, 19-620,
19-600), inlet and outlet valves, and connections and
communications with other platform functions can embellish the
embodiment. The nature of running a compressive air charging
effector 19-500 is that the energy transferred may also increase
the heat of the air output by up to about 20 degrees or more
(depending on ambient conditions and air intake setups). The
availability of warming for the battery compartment may serve to
keep the available energy capacity of the battery up in very cold
conditions. The use of a local secondary power storage device (not
shown) or plug-in grid power to externally power the air charging
motor 19-400 may also provide a mechanism to maximize the battery
capacity available at low or very high ambient temperatures.
[0197] FIG. 20 shows an embodiment of the invention that may be
applied to the heating of air to be supplied to warm a passenger,
cargo, or electronics assembly compartment. As shown, the airflow
starts at an air intake 20-100 and air filter 20-101 to be routed
to the air charging effector of the embodiment 20-500. The outlet
flow from the air charging effector 20-500 can be rerouted by the
recirculation valve 20-510 or may be supplied to the passenger,
cargo, or electronics assembly compartment 20-19200 (illustrated as
a vehicle, but which could be a stationary room, mobile plenum,
test unit, or other such article) through the air intake. After
cycling through the compartment, the air my be re-circulated or
vented 20-510. The air charging effector 20-500 may be driven by
the air charging motor 20-400 under the control of the apparatus
controller 20-900. Power for the apparatus controller 20-900, air
charging motor 20-400, and the recirculation valve (optional) may
be supplied by a power source module (not shown) and secondary
power storage device (not shown). Sensors 20-610 20-620 20-600 and
other data inputs (such as those from the engine control unit
20-2500) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 20-400 and
apparatus controller 20-900). In like fashion to the embodiment
shown in FIG. 7, sensors (20-610, 20-620, 20-600), inlet and outlet
valves, and connections and communications with other platform
functions can embellish the embodiment.
[0198] The nature of running a compressive air charging effector
20-500 as shown is that the energy transferred may also increase
the heat of the air output by up to about 20 degrees or more
(depending on ambient conditions and air intake setups). The
availability of warming for the passenger, cargo, or electronics
assembly compartment will serve to keep the available energy
capacity of the passenger, cargo, or electronics assembly up in
very cold conditions. The use of a local secondary power storage
device (not shown) or plug-in grid power to externally power the
air charging motor 20-400 may also provide a mechanism to maximize
the passenger, cargo, or electronics assembly capacity available at
low or very high ambient temperatures. Of particular benefit in a
vehicular application at low temperatures is the availability of
heated air in a very short (e.g., less than one minute) period of
time. Existing hybrid vehicles and electric vehicles use either
primary electrical storage power for a resistance heater and fans,
or heated air or coolant from an internal combustion engine, or
generated electricity for resistance heating from the internal
combustion engine to generate this heat. The illustrated embodiment
can provide both an airflow and heated air in a very short period
of time possibly using only its onboard secondary power storage
device (if properly sized) for power until other power is
available, for example, from the hybrid electrical systems. In a
power configuration and profile using grid power the embodiment
acts as a warmer assembly similar to those extant using resistive
elements and fans.
[0199] FIG. 21 shows an embodiment of the invention as applied to
the cooling of air to be supplied to cool a passenger, cargo, or
electronics assembly compartment. As shown, the airflow starts at
an air intake 21-100 and air filter 21-101 to be routed to the air
charging effector of the embodiment 21-500. The outlet flow from
the air charging effector 21-500 can be rerouted by the
recirculation valve 21-510 or may be supplied to the heat
exchanger/chiller assembly 21-2600. As shown the heat
exchanger/chiller assembly then supplies the cool air to the
passenger, cargo, or electronics assembly compartment 21-2050
(illustrated as a vehicle, but which could be a stationary room,
mobile plenum, test unit, or other such article) through the air
intake. After cycling through the compartment, the air may be
re-circulated or vented 21-510. The air charging effector 21-500
may be driven by the air charging motor 21-400 under the control of
the apparatus controller 21-900. Power for the apparatus controller
21-900, air charging motor 21-400, and the recirculation valve
(optional) may be supplied by a power source module (not shown) and
secondary power storage device (not shown). Sensors 21-610 21-620
21-600 and other data inputs (such as those from the engine control
unit 21-2500) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 21-400 and
apparatus controller 21-900). In like fashion to the embodiment
shown in FIG. 7, sensors (21-610, 21-620, 21-600), inlet and outlet
valves, and connections and communications with other platform
functions can embellish the embodiment.
[0200] The nature of running an air charging effector 21-500 is
that the airflow may be supplied to the heat exchanger/chiller
assembly 21-2500. The heat exchanger/chiller assembly 21-2500 can
take the form of a simple intercooler or be used to drive the
exchange in a fluid cooling cycle. The availability of airflow for
the passenger, cargo, or electronics assembly compartment may serve
to keep the available energy capacity of the passenger, cargo, or
electronics assembly up in very hot conditions. The use of a local
secondary power storage device (not shown) or plug-in grid power to
externally power the air charging motor 21-400 may also provide a
mechanism to maximize the passenger, cargo, or electronics assembly
capacity available at very high ambient temperatures. Existing
hybrid vehicles and electric vehicles typically use either primary
electrical storage power for a cooler/chiller and fans, or cooled
air or coolant from an external source. The illustrated embodiment
may provide both an airflow and cooling air in a very short period
of time possibly using only its onboard secondary power storage
device (if properly sized) for power until other power is
available, for example, from the hybrid electrical systems. In a
power configuration and profile using grid power, the exemplary
embodiment may act as an airflow assembly. When used in alternate
embodiments of the invention, spiral or scroll effectors may be
used for cooling applications where they are more appropriate than
compression based air-effectors.
[0201] FIG. 22 shows another embodiment of the invention that may
be applied to the cooling of air to be supplied to cool a
passenger, cargo, or electronics assembly compartment. As shown,
the airflow starts at an air intake 22-100 and air filter 22-101 to
be routed to the air charging effector of the embodiment 22-500.
The outlet flow from the air charging effector 22-500 can be
rerouted by the recirculation valve 22-510 or may be supplied to
the heat exchanger/chiller assembly 22-2600. The heat
exchanger/chiller assembly then supplies the cool air to the
passenger, cargo, or electronics assembly compartment 22-2050
(illustrated as a vehicle, but which could be a stationary room,
mobile plenum, test unit, or other such article) through the air
intake. After cycling through the compartment, the air may be
re-circulated or vented 22-510. The air charging effector 22-500
may be driven by the air charging motor 22-400 under the control of
the apparatus controller 22-900. Power for the apparatus controller
22-900, air charging motor 22-400, and the recirculation valve
(optional) may be supplied by a power source module (not shown) and
secondary power storage device (not shown). Sensors 22-610 22-620
22-600 and other data inputs (such as those from the engine control
unit 22-2500) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 22-400 and
apparatus controller 22-900). In like fashion to the embodiment
shown in FIG. 7, sensors (22-610, 22-620, 22-600), inlet and outlet
valves, and connections and communications with other platform
functions can embellish the embodiment.
[0202] The nature of running an air charging effector 22-500 as
shown is that the airflow may be supplied to the heat
exchanger/chiller assembly 22-2500. The heat exchanger/chiller
assembly 22-2500 can take the form of a simple intercooler or be
used to drive the exchange in a fluid cooling cycle. The
availability of airflow for the passenger, cargo, or electronics
assembly compartment may serve to keep the comfort level of the
passenger, cargo, or electronics assembly in very hot conditions.
The use of a local secondary power storage device (not shown) or
plug-in grid power to externally power the air charging motor
22-400 may also provide a mechanism to maximize the passenger,
cargo, or electronics assembly comfort available at very high
ambient temperatures. The illustrated embodiment may provide both
an airflow and cooling air in a very short period of time possibly
using only its onboard secondary power storage device (if properly
sized) for power until other power is available, for example, from
the hybrid electrical systems. In a power configuration and profile
using grid power, the embodiment may act as an airflow assembly.
When used in alternate embodiments of the invention, spiral or
scroll effectors can be used for cooling applications where they
are more appropriate than compression based air-effectors.
[0203] FIG. 23 shows an exemplary embodiment that may be used as an
inflator/deflator for a plenum or flexible membrane. As shown, a
relatively simple embodiment of the invention may be coupled via
airflow connections to a plenum. Depending on the settings, or
controlled by the apparatus controller 23-900, the air charging
effector 23-500 inflates or deflates the plenum 23-4000 by the
operation of the air charging motor 23-400. Simple sensor outputs
(not shown) to detect pressure may be used by the apparatus
controller 23-900 to control operation of the rotating element of
the air charging motor subassembly 23-500 to halt continued
operations when no longer necessary. In alternative embodiments,
the apparatus controller 23-900 may have sensor inputs from human
users that cause it to automatically control the settings of the
inflator and deflator valves 23-520 23-530 of the embodiment.
Relief 23-570 and check valves 23-560 may serve to protect the
assemblies and plenum 23-4000. The power management control
subassembly 23-1000 and power storage module subassemblies (not
shown on the Figure for clarity) can be present with local power
storage and power management, or may simply be fed in an
alternative embodiment directly to the apparatus control 23-900 and
air charging motor 23-500. The device/system may comprise a
portable packaging including a power management control 23-1000
subassembly and power storage module. The entire package may be
about 23 centimeters in length, about 20 centimeters in width, and
about 15 centimeters in depth, for example. The application of this
embodiment may include a large number of fixed plenum sized
applications (such as rigid inflatable boats, inflatable industrial
bladders, inflatable buildings, moon bouncers, and others) and some
applications where a continued pressurized airflow is needed (such
as advertising semi-rigids).
[0204] FIG. 24 is an embodiment of the invention with a minimal
illustration for application of the invention to heating,
ventilating, and other airflow applications (i.e., non-automotive).
As shown, the airflow starts at an air intake 24-100 and air filter
24-101 to be routed to the air charging effector of the embodiment
24-500. The outlet flow from the air charging effector 24-500 can
be rerouted by the outlet control valve 24-520 or may be supplied
to an air plenum. The air charging effector 24-500 may be driven by
the air charging motor 24-400 under the control of the apparatus
controller 24-900. Power for the apparatus controller 24-900, air
charging motor 24-400, and the valves 24-520 24-530 (optional) may
be supplied by a power source module (not shown) and secondary
power storage device (not shown). Sensors and other data inputs
(not shown) may also be used by the unit (including the control,
sensor, and power flows between the air charging motor 24-400 and
apparatus controller 24-900). In like fashion to the embodiment
shown in FIG. 7, sensors, inlet and outlet valves, and connections
and communications with other platform functions can embellish the
embodiment.
[0205] For example, the high velocity and mass air flow of one such
embodiment can be used as a substitute for the large fans used to
furnish air into combustion heating furnaces. Another embodiment
could be used to supply ambient airflow to a heat exchanger/chiller
assembly with an air charging effector optimized for flow. Units as
small as 400 g for a 50,000,000 cc/min air mover are possible with
this configuration optimized for smaller spaces and features.
Multiple embodiments sharing the apparatus controller 24-900 and
power management modules (not shown) can reduce average controller
and packaging to less than about 3 kg.
[0206] FIG. 25 is illustrative of multiple embodiments of the
invention applied to a single platform having multiple
applications. As shown in FIG. 25, the airflow begins at an air
inlet and filter 25-101 that provides air to air charging effectors
25-500 likely to be in three different physical compartments of the
platform. The air charging needs may be for heating/cooling the
battery compartment 25-2010, supplying charge air to the vehicle
internal combustion engine 25-1900, and for heating/cooling the
interior/cargo/electronics compartment 25-2020. Common to the each
of the instantiations of the three embodiments is the air charging
motor 25-400 and air charging effector assembly 25-500 (although
the air effectors present in each instantiation may be distinct).
Recirculation and other valves (forms of the inlet and outlet
controls discussed with FIGS. 31 and 32) 25-530, 25-510 may be used
to control air flow to the end areas and devices. As shown, heat
exchangers/chiller assemblies are present as needed for cooling
25-2500 or compressive heating is used for warming. The internal
combustion engine takes air in through the intake 25-1900 and then
exhausts it. In this combination of embodiments, the power control
module (not shown) and secondary power storage device (not shown)
(discussed with reference to FIG. 18) may exist for each
instantiation or be shared depending on specific platform
requirements. The apparatus controller 25-900 may also be shared,
or replicated in the same or slightly different forms, depending on
platform requirements. A plurality of sensors and other
communications connections (such as those shown in FIG. 7 and
detailed in FIGS. 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44,
45, 46, 47) may be used for each instantiation of an embodiment
combined to meet the needs of a platform and multiple
applications.
[0207] FIG. 26 is an embodiment of the invention applied to
exhausting the air from an engine compartment. As shown, the
airflow starts at an air intake and air filter to be routed to the
air cooling heat exchanger 26-2500 (supplied by a cooling fluid
cycle 20-106) and then through the plenum 26-2050 to the air
charging effector of the embodiment 26-500. The outlet flow from
the air charging effector 26-500 can be rerouted by the outlet
control valve (not shown) or may be removed from an air plenum
26-2050. The air charging effector 26-500 may be driven by the air
charging motor 26-400 under the control of the apparatus controller
26-900. Power for the apparatus controller 26-900, air charging
motor 26-400, and the valves (not shown optional) may be supplied
by a power source module (not shown) and secondary power storage
device (not shown). Sensors and other data inputs (not shown) may
also be used by the unit (including the control, sensor, and power
flows between the air charging motor 26-400 and apparatus
controller 26-900). In like fashion to the embodiment shown in FIG.
7 sensors, inlet and outlet valves, and connections and
communications with other platform functions can embellish the
embodiment.
[0208] The high velocity and mass air flow of one such embodiment
can be used a substitute for the large fans used to furnish air
into combustion heating furnaces. Another embodiment could be used
to supply ambient airflow to a heat exchanger/chiller assembly with
an air charging effector optimized for flow. Units as small as
about 400 g for a 50,000,000 cc/min air mover are possible with
this configuration optimized for smaller spaces and features.
Multiple embodiments sharing the apparatus controller 26-900 and
power management modules (not shown) can reduce average controller
and packaging to less than about 3 kg. Engine manufacturers
continually look for ways to keep the total heat environment of
their compartments in control. This embodiment of the invention can
be connected to the engine control unit or platform control unit to
actively cool (by exhausting) the engine environment (connections
using the communications or capabilities shown to sensors in FIGS.
33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47). In
many applications platforms the structural disadvantages of holes
in the engine compartment are at least partially overcome by using
the smaller aperture (nominally less than about 12 centimeters in
an embodiment) than extant fans (often in excess of about 20
centimeters).
[0209] In FIG. 27, an embodiment of the invention is applied to the
heating of air to be supplied to warm a passenger, cargo, or engine
compartment. As shown, the airflow starts at an air intake 27-100
and air filter 27-101 to be routed to the air charging effector of
the embodiment 27-500. The outlet flow from the air charging
effector 27-500 can be rerouted by the recirculation valve 27-510
or may be supplied to the passenger, cargo, or engine compartment
27-200 (illustrated as a vehicle, but which could be a stationary
room, mobile plenum, test unit, bubbling air, or other such
article) through the air intake. After cycling through the
compartment the air may be re-circulated or vented 27-510. In an
alternate embodiment, the plenum 27-2050 may include an open
bubbling-air device that feeds the heated air as small bubbles into
a fluid. The air charging effector 27-500 may be driven by the air
charging motor 27-400 under the control of the apparatus controller
27-900. Power for the apparatus controller 27-900, air charging
motor 27-400, and the recirculation valve (optional) may be
supplied by a power source module (not shown) and secondary power
storage device (not shown). Sensors and other data inputs (such as
those from the engine control unit 27-2500) may also be used by the
unit (including the control, sensor, and power flows between the
air charging motor 27-400 and apparatus controller 27-900). In like
fashion to the embodiment shown in FIG. 7, sensors, inlet and
outlet valves, and connections and communications with other
platform functions can embellish the embodiment.
[0210] The nature of running a compressive air charging effector
27-500 as shown is that the energy transferred may also increase
the heat of the air output by up to about 20 degrees or more
(depending on ambient conditions and air intake setups). The
availability of warming for the passenger, cargo, or engine
compartment may serve to keep the comfort of the passenger, cargo,
or engine up in very cold conditions. The use of a local secondary
power storage device (not shown) or plug-in grid power to
externally power the air charging motor 27-400 may also provide a
mechanism to maximize the passenger, cargo, or engine capacity
available at low ambient temperatures. The embodiment can provide
both an airflow and heated air in a very short period of time
possibly using only its onboard secondary power storage device (if
properly sized) for power until other power is available from the
grid electrical systems. In a power configuration and profile using
grid power, the embodiment may act as a warmer assembly similar to
those extant using resistive elements and fans. In an example
embodiment, the apparatus may be applied to the warming of
compartments and facilities in bodies of water. This is needed both
to maintain comfort conditions and to maintain the operating
character of the engine compartments by keeping them sufficiently
heated (and air circulated) to avoid formation of ice and frost.
Depending on the outlet device the heated airflow can also be
augmented by resistive heating elements to increase its airflow
temperature to be applied to frost or ice reduction.
[0211] Intake (inlet) and outflow (outlet) subassemblies occur in
most embodiments of the invention to support optimization of
airflow through the air effector subassembly. The plurality of
components in the inlet and outlet subassemblies is illustrated by
instantiations including diverter valves, active swirl assemblies
in the inlet, outlet directing vanes, active swirl assemblies in
the outlet, and the appropriate valves such as iris, servo, or
diaphragm types. Both active and passive valves can be applied to
inlet or outlet functions. Both powered and unpowered valves can be
applied with solenoids or other powered mechanisms used for valve
controls. An exemplary example of embodiments of active inlet (FIG.
31) and active outlet (FIG. 32) show that the valve subassemblies
may use power sourced from the local Power Source Module
31-1000/32-1000, control from the Apparatus Controller
31-900/32-900, and related sensor data 31-880/32-880 to conduct
operations of a valve actuator 31-410/32-410 and consequently a
valve 31-530/32-530.
[0212] In another exemplary embodiment, the capability of an inlet
control to manage the pre-swirl on a dynamic basis can alter the
functional delivery of a mass air flow to a very different set of
efficiency bands. In an exemplary embodiment the capability of an
outlet control to manage the pre-swirl on a dynamic basis for the
outflow going into another component of a multi-stage embodiment
(thus it becomes the pre-swirl of the next stage) can alter the
functional delivery of the mass air flow of the next stage of an
application.
[0213] Valves in the embodiments of the invention include inlet,
outlet, bypass valves, re-circulating valves, vents, exhausts, and
connections points between airflows. Unpowered inlet and outlet
valves are illustrated by the use of `diverters` or `gates` that
may be operated by a plurality of methods such as manual
intervention, pressure in the airway, or mechanical linkages.
Powered inlet and outlet valves may also have unpowered `safe` or
`fallback` settings (that use mechanisms such as pressure loading
or mechanical springs) to handle conditions of power loss or to
protect against damage. In like manner, powered valves may have
manual or mechanical settings (that use methods such as vacuum
pressure, mechanical linkages, or manual stops) to ensure access to
`safe` or `fallback` settings. For valves (inlet and outlet valves
in general including bypass valves, re-circulating valves, vents,
and exhausts) in general the provision of feedback, pressure,
temperature, or other sensors in the assembly also implies a need
for the information for the control element to properly manage the
valve or know its setting. Local safety provisions in the valve may
override control setting in the event of sensor failure detected in
the valve assembly.
[0214] FIGS. 33-47 are examples of various methods and
configurations for sensors, sensor data, identification and
metadata, messages, inquiries, stored information, human
interactions, and interactions with other control elements in
exemplary applications where the embodiments of the invention may
be in use. These examples are illustrative and instantiations of
the invention may have a plurality of these, and similar,
elements.
[0215] FIG. 33 is a simple connection of a sensor directly into the
Control element of the systems and methods for generation and
management of mass air flow. The illustrative example of a
thermocouple outputs an electrical signal that may be translated,
for example, into a useful digital representation and then into a
control domain value for action and processing. Thus, signal
conditioning, calibration, ranging, and other sensor management and
sensor control functions can be supported directly by the control
element as the instantiation of the embodiment requires. Data
acquisition, data translation, data validation, data context, and
data integration are also functions that may be directly supported
by the control element as the instantiation of the embodiment
requires. Other functions may also similarly be supported.
[0216] FIG. 34 illustrates the acquisition of a sensor value into
the Control element of the systems and methods for generation and
management of mass air flow. The illustrative example is of a
pressure sensor that converts the raw sensor response into a useful
digital or analog representation that may subsequently be
transferred into the control domain for action and processing.
Thus, the handling of sensor functions can be divided between
elements of the invention and external components at the useful
convenience of the instantiation of the embodiment.
[0217] FIG. 35 has the illustrative example sensor, for pressure,
communicating with the Control element via a sensor, or sensor
data, multiplexor interface.
[0218] FIG. 36 has the illustrative example sensor, for pressure,
communicating with the Control element via a local application
platform network. Thus, the illustrations are showing that multiple
communications media, methods, and connections can be used with
interfacing and connection functionality divided between elements
of the invention and external components at the useful convenience
of the instantiation of the embodiment.
[0219] FIG. 37 is the interconnection of the local platform
application control units to the Control element. The illustrative
example shows an engine control unit, or a fuel management system
control unit, connected via an engine network to the Control
element. Other embodiments may also interface to a plurality of
other controls such as emissions controls, entertainment controls,
suspension controls, drive train controls, power management
controls, lighting controls, passenger comfort controls, security
controls, or monitors as needed for the efficient and effective
control of the particular embodiment.
[0220] FIG. 38 shows an exemplary interconnection of indirect
controls to the Control element of the systems and methods for
generation and management of mass air flow. The illustrative
example shows other controls including, for example, Passenger
Comfort, Suspension, or Fuel Level, connection via another control
or diagnostics unit that then sends the data onwards to the
controller. Although the fuel level (or electrical capacity as an
example) that may be useful in managing the system's power usage is
not normally available directly to the Control element of the
invention; it may be available to another control or diagnostics
unit that can provide an access point by which said data can be
conveyed to the Control element. The Control element may then
perform a plurality of functions on the data that includes process,
act, store, retrieve, and communicate said data. Illustrations of
these indirect controls (that can also be connected more directly
to the Control Element of the embodiments of the invention in
alternate embodiments) include accelerometers, global position
tracking, vehicle weight on wheels, ambient lighting conditions,
vehicle total power consumption, or battery cycling, age, charge
state information, etc.
[0221] FIG. 39 shows an example of the interconnection of indirect
controls to the Control element. Like FIG. 38, this figure is an
illustrative example of the connection of the Control element with
the control, diagnostics, or other data unit in the application
platform (shown as connected via a controls interface and a
transmission media). This may be accomplished by a plurality of the
wide range of transmission media, transmission protocols, and
transmission physical senders and receivers.
[0222] FIG. 40 is like FIG. 36, but includes the addition of the
electrical and communications methods to access desired data via
local network, or bus, monitoring. This monitoring (sometimes
called `snooping`) allows a less costly interconnection of an
embodiment of the invention. The passive observation of the data
traffic in the device can be used by the Control element to
dynamically alter the behavior of embodiments of the invention.
[0223] FIG. 41 shows an example of an interconnection from
identification or metadata sources in the local application
platform to the Control element. Identification or metadata sources
in the local application platform are the values such as those
representing the model, serial number, version, configuration
management, manufacturing source, engineering control, performance
values, data configuration, connection, security, power management,
capabilities, or capacities of the other functional elements in the
local application platform. A plurality of these data elements can
be used by a specific instantiation of an embodiment for the
control, monitoring, and behavioral management of the invention.
These data elements may also be accessed, for the local invention,
directly by the Control element.
[0224] FIG. 42 shows an example of the interconnection from a
diagnostic, archive, data logging, or other stored data values
within the local application platform. Stored data such as the
times of the last platform operations, operating status, last known
configuration or behavioral settings, set points, sensor
configuration, diagnostic state, length of operation, duration of
run, prior error conditions seen by the device, and conditions of
other platform elements can be used by the Control element in
managing and controlling embodiments of the invention.
[0225] FIG. 43 shows an example of the interconnection of User
Profile data with the Control element via a communication media
such as a network. User Profile data is a set of data that provides
parameters, set points, operating protocols, limits, behavioral
directives, and startup data values for the optimal operation of
the embodiment. The Control element may access this information, to
dynamically control the behavior of embodiments of the
invention.
[0226] FIG. 44 shows an example of the interconnection of User
Profile data with the Control element directly into the unit. This
provides a simplified case for alternate embodiments of the
invention from the more complex case in FIG. 43.
[0227] FIG. 45 shows an example of the interconnection of emissions
sensor data with the Control element via a network interface. As an
illustrative example the provision of additional air charging for
use by a catalytic converter, emissions gas recirculation, or other
emissions function the Control element can thus has data to
determine the optimal dynamic behavior of embodiments of the
invention.
[0228] FIG. 46 is an exemplary interconnection of a predictive unit
with the Control element via a network interface. The illustrative
example shows the availability of prediction data to the Control
element. Prediction data may be produced from a variety of methods,
such as historical patterns (as an example, normal length of drive
or number of air charging events in a time period), hyper-real time
predictions based on sensor and behavioral data, or defined
parameters allowing predictions (such as the appropriate optimal
settings for operations during startup, shutdown, maintenance,
diagnostic, or specific operating profiles). The access to this
data may thus allows the Control element to manage elements such as
rotating assemblies, power consumption, data access, or flow
management (inlets, outlets, operating set points, operating
rotational controls) on a dynamic basis.
[0229] FIG. 47 shows an example interconnection of human input
through a user interface, and then via a plurality of
communications media, protocols, and connections present; to the
Control element. The human input can be used to dynamically control
the instantiation of the invention.
[0230] Exemplary applications include, but are not limited to:
[0231] 1. Active Drive Trains: that may use an air charging
subsystem to manage the availability of torque to the engine for
dead stop take offs or transitions between drive train ("shift")
states; and heavy engine load conditions, such as going up a steep
hill;
[0232] 2. Active Suspension: that may use an air charging subsystem
to preset suspension characteristics for `lags` in
acceleration;
[0233] 3. Fuel/ignition management: that may use an air charging
subsystem to handle flexible fuel (Ethanol, gasoline, diesel,
natural gas, hydrogen, or combination fuels) in the same engine by
dynamic air charging configuration;
[0234] 4. Emissions controls: that may use the air charging
subsystem to handle the needs for additional air flows (such as
Engine Gas Recirculation, Emissions cooling, pre heating of
catalytic converters, active filtration or emissions heating);
[0235] 5. Electrical management: that may use an air charging
subsystem to handle the needs to reduce battery demand during
combustion engine operations or to add additional performance to
power generation capacity while in a demand mode for combustion
engine operation or to act in managing overall power supply,
capacity, and expenditure;
[0236] 6. Environmental sensing: that may use an air charging
subsystem to handle the effects of very cold conditions on battery
performance, engine fuel burning temperature performance, or for
supplying non combustion heat to vehicular components;
[0237] 7. Active braking: that may use the air charging subsystem
to efficiently add power for electrical generation in the engine
for powered (magnetic or friction) braking of the vehicle.
[0238] 8. Dynamic Engine Management can use the air charging
subsystem to add pressurized air intake or exhaust as needed to
optimize engine configuration of mechanical functions (such as
engine cycle configuration, operation of engine cycle components,
and pneumatic controls); and 9. Environmental Management: that may
use an air charging subsystem to add warm air to a passenger or
cargo compartment prior to electrical or combustion based heating.
This can also be used to warm batteries for better performance in
cold conditions. This can also be used to cool batteries with
airflow for better performance in hot conditions.
[0239] 10. Active brake cooling can use the air charging subsystem
to blow air across the brakes thereby providing a cooling effect
and providing a means for cleaning the brakes under limited soiling
circumstances.
[0240] 11. An embodiment could be employed to generate large number
of bubbles for an instantiation where the heat and bubbles were
used to oppose the formation of ice onto surfaces.
[0241] 12. An embodiment could be employed to generate a lowered
plenum pressure in an area where a negative pressure should be
maintained for cleanliness purposes.
[0242] These applications use two features of an embodiment of the
invention: 1) the use of a compressive capacity that heats the air
while generating the mass air flow, and 2) the capability of the
control module of the embodiment to act autonomously, in
integration, or under the control of an external management
capability.
[0243] Common to all of the preferred embodiments of the invention
are the specific capabilities providing a comprehensive range of
apparatus management of power (power consumption and capacity), air
charging mechanism management (electric motor subassembly
management of the rotating subassembly, inlet/outlet active
management features, and dynamic management of fluid flow), and
capabilities and capacity to consider sensor, control, and stored
information to function in a complex operating environment.
[0244] Another capability or capacity of the apparatus is the
functioning of the device in a safe manner with an incorporated set
of features to protect the device, operating environment, and human
users. Examples of a plurality of features incorporated through the
elements composing the invention are safety limits (illustrated by
current limiting in the Power Module or operating thermal limits
hot and cold for the rotating assembly), sequences of behavior to
limit possibly hazardous conditions (illustrated by self-shutdown
of the rotating assembly, distinct startup sequences in response to
environment conditions, fail-safe settings for inlets and outlets
in the event of missing or invalid sensor data) (sometimes called
safety protocols), element controls for components of the
inventions (illustrated by turning off power to network interface
connections if repeatedly creating network errors on operations),
indicators and annunciators (illustrative means such as visual,
audible, tactile, or via connections) of the status of the device,
safety optimization rules (illustrated by reduction of
functionality to restricted levels to conserve power to maintain
limited operations instead of a total functional shutdown), data
logging and archiving (illustrated by storage and archiving of
operating states, events, durations, commands, or other diagnostic
information during manufacturing test, field test, diagnostic test,
or on command from an external control unit), regulatory compliance
restrictions (illustrated by rejection of operating conditions that
would create a regulatory compliance exception, tracking of
regulatory compliance exceptions, or storing compliance
measurements), and self-management of the device (illustrated by
rejection of an invalid set point, conflicting operating
parameters, or rejection of commands that could create a hazard
condition).
[0245] Embodiments of the invention may differ in their specifics,
but exemplary embodiments of the invention may incorporate a
plurality of features that are an innovative exploitation of, for
example, the available sensor, fine motor control, and power
management capabilities. These features can include the management
of the device (including inlet, outlet, and air effector
management) to reduce or restrict operations in surge or stall
conditions. In an analogous fashion to the operation of anti-skid
brakes or anti-slip transmission features the control elements of
the invention's embodiments can manage a plurality of the features
of the embodiment (including inlet, outlet, airflow, air effector,
and power management) to maintain the effective levels of operation
possible to the device within its targeted operating profile. The
active management of the features present in an embodiment of the
invention also support device capabilities of self-protecting the
apparatus from operating conditions possibly harmful to the device
(such as extended operations at levels with certain harmonics, or
operations at levels with high vibration or shock conditions, or
operations at levels damaging to the recipient of the outflow, or
operations where power consumption would cause negative effects).
The power management module present in an exemplary embodiment may
also provide for the functional enablement of safety and protection
features of the device such as management of power consumption for
safe operation of the power storage module, management of power
consumption for safe operation of the larger battery/power storage
module in the application (such as a hybrid battery or fuel cell),
protection for the device against electrical quality concerns (such
as sags, surges, fade, spikes, or drops in supply), and management
of the device for the application (illustrated by preferences for
the operation of the platform over passenger comfort without an
override).
[0246] Operation of the embodiments of the invention may occur
under a profile of usage. The use of stored profiles of usage for
embodiments of the invention provides specific benefits not
available to other conventional systems or elements. The basic
concept of a stored profile can be found in a wide variety of
implementations in both vehicular and non-vehicular
implementations. Some of the novel and innovative aspects of the
application of profiles to the embodiments of the present invention
may include the availability of the extent and capabilities of
profiles from high level operating strategies through low level
motor controls. A profile for an embodiment of the invention may
include a plurality of parameters, set points, configuration
information, operating capabilities, communications sequences and
interactions, data handling rules, data storage requirements,
security information, stored processing codes, stored objects,
encoded personal data, location information, optimization
priorities, operating user preferences, maintenance state,
operating constraints, and regulatory requirements.
[0247] The storage, communication, and processing of these profiles
can be accomplished with a wide variety of extant representations,
media, communications methods and apparatus, processing modules,
interpretation methods, storage media, storage handling, integrity,
validity, and security methods, encodings, encryption, partial or
complete retrievals, partial or complete storage, constructions,
version and configuration controls, external representations,
translations, and dynamic algorithmic transformations.
[0248] The operational application of profiles in the embodiments
of the invention can include both the retrieval, storage, and
processing of the numeric, measurement values, textual, or
selection indicators for use by the control element of embodiments
of the invention, and the dynamic changes and modifications of the
profiles that may occur during normal, and abnormal, functions
applied to the storage, representation, and translations of the
profile components. Profiles in the context of the invention
applies to all of the representations, storage, and processing of
the individual, and collective, numerical, measurement, textual, or
selection indicators at any point in their existence and
handling.
[0249] "Parameters" can be a plurality of numerical, measurement
values, or selection indicators for use by the control element of
embodiments of the invention. The parameters cover the requirements
of the control element of the embodiments of the invention to
properly control the apparatus. The parameters may vary based on
the instantiation of the embodiment, but can include a plurality of
motor parameters (e.g., startup, shutdown, motor electrical
interfacing, motor rotational characteristics, motor electrical
consumption, diagnostic and error conditions, availability of
diagnostic or configuration information via separate motor
interfacing, motor type, motor electrical configuration of
windings/poles, motor thermal characteristics, motor response
curves, motor efficiency, motor safety responses, motor safe
operation, and others), measurement and sensor translation values
(such as conversions from thermocouples or pressure sensors to data
ranges normally used by the control element, sensor conversion
values for external sensors, or other information), and other such
values.
[0250] "Set points" can be a plurality of numerical, measurement
values, or selected operating labels for use by the control element
of the embodiments of the invention. The set points cover the
dynamic operating values that the control element of the
embodiments of the invention applies to the consistent operation of
the device. The set points may vary based on the instantiation of
the embodiment, but can include a plurality of the values such as
idle rotational speeds, minimum operating speeds, tables of
operating speeds against ambient temperature or pressure, minimal
or maximal temperatures, minimal or maximal pressures, minimal or
maximal speeds for conditions of other components in the apparatus,
a table of normal operating conditions known as `low`, `medium`,
`high` (or other labeled operating conditions uniform between
profiles, but having different set point values), tables of
operating values for different power store levels, tables of
operating values for different power store types, tables of
operating values for different power store discharge rates, tables
of operating values for different power consumption rates, or other
such values.
[0251] "Configuration Information" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
configuration information covers the static and dynamic operating
values that the control element of the embodiments of the invention
applies to the consistent operation of the device. The
configuration information may vary based on the instantiation of
the embodiment, but can include a plurality of the values that
identify the components, versions, or engineering controls; that
identify the number of components present and their capacities or
capabilities as needed by the control element; the configuration
possibilities for the correct interoperation of the device with its
application (such as requirements for other information, device
configuration, number and type of other elements present, or
requirements for proper operations); the information labeling other
collections of data useful for handling external (human or
apparatus driven functions) functions (such as warranty, factory
records, minimum training or certification requirements for safe
maintenance, compatibility with replacement parts, or other
labels); and other such values.
[0252] "Operating Capabilities" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
operating capabilities may vary based on the instantiation of the
embodiment, but can include a plurality of the values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The operating capabilities can
include the non-sensor information that identifies controls for the
inlet and outlet controls (active or passive), the static operating
demands for the behavior of the apparatus (such as the presence or
absence of a connection to a secondary air injection requirement),
the fault tolerance element presence or absence (redundant modules,
redundant air effectors and motors, absent backup power storage
modules, redundant human interfaces, redundant support for multiple
external diagnostic interfaces, and others), the static or dynamic
condition of air inlets and outlets, the static or dynamic
condition of filters; the static or dynamic condition of sensors,
communications methods and apparatus connections.
[0253] "Communications sequences and interactions" can be a
plurality of numerical, measurement values, textual, or selected
operating labels for use by the control element of the embodiments
of the invention. The communications sequences and interactions
cover the dynamic operating values that the control element of the
embodiments of the invention applies to the consistent operation of
the device. The communications sequences and interactions may vary
based on the instantiation of the embodiment, but can include a
plurality of the values illustrated by communications timeouts,
sequencing of protocols to be used during operations, sequences of
data transmission, error handling codes for communications
integrity checking, encryption keys, encryption algorithm
identification, communications media checking and preferences,
communications protocols, identification values for broadcast or
communications interconnections, availability of communications
functions such as diagnostic data retrieval, data communications
archiving, or control and diagnostic interactions.
[0254] "Data handling rules" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
data handling rules covers the dynamic operating values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The data handling rules may
vary based on the instantiation of the embodiment, but can include
a plurality of the values covering data logging intervals, data
logging contents, responses to diagnostic data retrieval requests,
data archiving, event logging, sensor value handling, power
component characteristics, and handling values for other
application platform needs.
[0255] "Data storage requirements" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
data storage requirements cover the dynamic operating values that
the control element of the embodiments of the invention applies to
the consistent operation of the device. The data storage
requirements may vary based on the instantiation of the embodiment,
but can include a plurality of the values and operations related to
size and speed of the available data store; the capacity for
logging, archiving, and redundant storage functions; the data
organization and data structure of stored numerical, measurement
values, textual, or label data, representation, and structural
information; data storage sequences, events, connections, and
interactions.
[0256] "Security information" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
security information covers the dynamic operating values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The security information may
vary based on the instantiation of the embodiment, but can include
a plurality of the values such as encryption keys, identities,
authentication sequences, access controls, functional controls,
integrity checking, validity checking, and conformance. The
purposes of the security information handling are to control
knowledge, access, integrity, validity, and conformance for
functions such as factory testing, diagnostics, warranties,
protections against stolen or misappropriated devices, protections
against access of information when not controlled, operational
integrity, valid operating combinations, maintenance access,
modification and reconfiguration controls, and conformance to
specifications.
[0257] "Stored processing codes" can be a plurality of numerical,
procedural values, textual, or selected operating labels for use by
the control element of the embodiments of the invention. The stored
processing codes cover the dynamic operations that the control
element of the embodiments of the invention applies to the conduct
of the device. The stored processing codes may vary based on the
instantiation of the embodiment, but can include a plurality of the
functional representations used to store the events, flow of
events, evaluations, calculations, and data management during the
conduct of operations. The availability in the profiles of stored
processing codes supports the extension of functions of the control
element, and other apparatus components, by the ability to
statically or dynamically add, change, delete, access, or copy the
pre-existing processing codes. The profile provides a specific
mechanism and functionality to update, reduce, extend, copy,
validate, verify, or replace processing codes in the control
element, or other component elements, or the apparatus that
embodies the invention.
[0258] "Stored objects" can be a plurality of stored data, stored
processing codes, configuration information, security information,
encoded personal data, or other profile representations stored as
objects for use by the control element of the embodiments of the
invention. The stored objects covers the static and dynamic
operating objects that the control element of the embodiments of
the invention applies to the consistent operation of the device.
The maintenance state may vary based on the instantiation of the
embodiment, but can include a plurality of the objects stored as
one or more parts of the profile. Thus, a profile consists of a
variety of collections of stored objects that can be statically or
dynamically handled and processed during the normal functions of
the control element of the embodiments or the invention or by
components of the embodiments of the invention depending on the
instantiation of the invention.
[0259] "Encoded personal data" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
encoded personal data covers the data that the end user or device
operator of the embodiments of the invention applies to the
presence in the apparatus. The encoded personal data may vary based
on the instantiation of the embodiment, but can include a plurality
of the data such as identification of asset the apparatus is
attached to, the routing for retrieved stored data, identification
of the data handling of archived or logged measurement values and
operating information, batch or group identification for multiple
apparatus, lot tracking information, materials or disposal
handling, and other such data.
[0260] "Location information" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
location information covers the dynamic operating values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The location information may
vary based on the instantiation of the embodiment, but can include
a plurality of the values useful to the embodiments of the
invention such as current location, route planning, energy plan for
routing, operational plans for device functions on route, route and
time dependencies, or such other data. The purposes of the location
information for the control element may be to allow the
optimization priorities for the apparatus to be acted upon. Thus,
the knowledge of a long uphill grade at a certain part of a
forthcoming route can allow the control element of the apparatus to
plan for the energy consumed during that part of the route (longer
and higher level operations of an air charging device in this
example). In analogous fashion, a long downhill grade with
regenerative recapture of the energy in a hybrid vehicle thus allow
higher levels of battery warming or passenger comfort operations
during that part of the route. Routing and time dependencies can
provide for additional air charging for dual-transmission vehicles
allowing higher performance from the combustion engine component in
order to adjust speeds on a longer trip to reach a destination in a
time period. For very short runs the need for passenger comfort may
outweigh the need for conserving power capacity. For long runs the
need for battery warming may exceed that of air charging. The
availability of location information to the Control unit of the
embodiment of invention enables this capabilities and functions
when needed.
[0261] "Optimization priorities" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
optimization priorities cover the dynamic operating values that the
control element of the embodiments of the invention applies to the
operation of the device. The optimization priorities may vary based
on the instantiation of the embodiment, but can include a plurality
of the values that allow operation of the device supporting a
variety of optimizations. An embodiment of the apparatus can always
be composed where the safety features of the apparatus and method
are always the highest automatic priority for the device. In
alternative embodiments the conservation of power capacity, the
ability to reach a destination at certain time, the maintenance of
comfort for passengers, cargo, or vehicle components, or the need
for internal combustion engine fuel can be priorities for control
of the apparatus at the lowest level. An additional illustration of
an optimization priority is providing a choice to the platform
human user between cabin comfort and environmental emissions
levels; or between depletion of electrical capacity and fuel
capacity. In these cases the optimization priorities can be
dynamically modified by human (as part of an informed decision) or
application systems intervention in pre-selected types of
conduct.
[0262] "Operating user preferences" can be a plurality of
numerical, measurement values, textual, or selected operating
labels for use by the control element of the embodiments of the
invention. The operating user preferences cover the dynamic
operating values that the control element of the embodiments of the
invention applies to the consistent operation of the device. The
operating user preferences may vary based on the instantiation of
the embodiment, but can include a plurality of the sensor,
pre-selection, and automated selection of the optimization
priorities, operating constraints, and operating profiles to be
applied at specific instances by the Control element. The functions
addressed are the identification, selection, and initiation of the
profile in the operations controlled by the Control element.
Further, the switching, adding, deleting, modification, updating,
replacement, or translation/transformation of profiles in response
sensor, pre-selection, or automated selection is also a function of
the Control element of the invention.
[0263] "Maintenance state" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
maintenance state covers the dynamic operating values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The maintenance state may vary
based on the instantiation of the embodiment, but can include a
plurality of the values for functions of the apparatus and methods
for hot swapping components of the apparatus, the ability to bypass
certain operating constraints, regulatory requirements,
optimization priorities, sensor measurements, or conformance
requirements such that a qualified user can access the
functionality of the device in a secure access controlled
manner.
[0264] "Operating constraints" can be a plurality of numerical,
measurement values, or selected operating labels for use by the
control element of the embodiments of the invention. The operating
constraints cover the dynamic operating values that the control
element of the embodiments of the invention applies to the
consistent operation of the device. The operating constraints may
vary based on the instantiation of the embodiment, but can include
a plurality of the values time or calendar values (such as those
limiting the hours of the day, days of the week, duration in hours,
duration in days, other bounding values), values for minimal and
maximal limits of continuous operations, values for minimal or
maximal apparatus behaviors in normal or abnormal conditions (such
as pre-run, after-run, maintenance cycles, diagnostic cycles, or in
override conditions), values for consistent operations (illustrated
by compatibility with other configuration information, regulatory
requirements, or air charging requirements), and other
information.
[0265] "Regulatory requirements" can be a plurality of numerical,
measurement values, textual, or selected operating labels for use
by the control element of the embodiments of the invention. The
regulatory requirements cover the dynamic operating values that the
control element of the embodiments of the invention applies to the
consistent operation of the device. The regulatory requirements may
vary based on the instantiation of the embodiment, but can include
a plurality of the values that delimit the operating states or
operating requirements of the apparatus. The regulatory
requirements may include a plurality of requirements such as
minimum/maximum operating elapsed times, minimum/maximum operating
temperatures, minimum/maximum operating pressures, average
performance over a defined interval of time or elapsed time,
minimum/maximum operating components functional, minimum/maximum
data logging, minimum/maximum operator interactions, and other such
data.
[0266] The usefulness of these profiles can be illustrated by the
following examples, but the scope and coverage of the embodiments
of the invention are not limited to these examples.
[0267] In a simple embodiment for a propulsion vehicle a human
operator of the apparatus and methods might select between `high
performance`, `best energy conservation`, `most comfortable`, or
`regulatory testing` profiles, for example.
[0268] In a complex embodiment for a hybrid propulsion vehicle
having multiple power stores, the profiles might be applied, and
changed, for dependencies of vehicle routing, ambient conditions,
power store status, levels of available internal combustion fuel,
fuel mixture, user preferences, and the like.
[0269] The air charging mechanism (subsystem where the embodiment
is implemented) effects on engine performance are such that a
smaller engine may be used where a larger, heavier, or higher
fuel-consumption engine may otherwise have been required. The
vehicle designers, operators, or managers can also select the usage
pattern, control points, performance trade-offs, and other
characteristics of the vehicle operations depending on what
features, energy usage, and/or controls are appropriate at design,
deployment, or in dynamic operation of the vehicle.
[0270] The extant trend to flexible fuel vehicles (which may be
particularly important in emerging world markets) allows a wider
range of fuel capabilities because the mass air flow device air
charging characteristics allow for fuels such as ethanol (with, for
example, a 9.1:1 by weight stoichiometric ratio), E85 (9.7:1),
gasoline (14.7:1), or natural gas (17:1) to be combusted. This
range (of over 80% variance) is even more complex when
environmental (such as outside temperature), operating history
(engine status), fuel blend (that may be a combination of fuels),
or operating needs (high altitude, high demand, low demand) are
factored into vehicle management on a dynamic basis. The ability
(reliability) to operate the vehicle may depend on the ability of
the air charging subsystem to supply appropriate amounts of air
when attempting to operate on specific fuels and conditions.
[0271] The application of the invention's mass air flow devices
into a hybrid, plug-in, or electrical vehicle (see e.g., FIGS.
28-30) may be especially beneficial because it enables operating
possibilities and performance characteristics not easily achieved
by even combinations of other devices.
[0272] Another feature of exemplary embodiments of the present
invention includes the flexibility and capability of the mass flow
device to interact with the external controls and environment in
ways not previously available. For example, earlier attempts at
high velocity mass air moving devices were limited in many
situations to simply being turned on or off by a switch control.
Other devices were limited to a set palette of operating flows or
very limited operating cycles. The limitations from these earlier
devices were often due to immediately available power, lack of
sensory or control inputs, or highly constrained motor control
functions.
[0273] The various embodiments of the invention may include a
plurality of the features documented here, but many different
combinations are possible due to the ability to "soft configure"
the device at design, manufacturing, and/or in the field. The
ability to customize the configuration of the device while using
the same base physical components (such as, for example, the motor,
connectors, physical fittings, etc.) also are advantageous to the
control of design costs (e.g., using high levels of reuse, design
for configuration, design for customization, and component design
for design cost control), control manufacturing costs (e.g., common
components, design for manufacturing, integrated features for test
management, integrated features for manufacturability, integrated
features for mass customization in manufacturing, integrated
features for quality assurance), and in the field (e.g., common
replaceable components, design for field service, integrated
self-test features, integrated self-protection features, integrated
features for field service quality assurance, and integrated
features for field flexibility).
[0274] The interactions of the different embodiments of the
invention may include several categories of interactions. These
exemplary categories are not mutually exclusive, nor are the
embodiments limited to a subset of the interactions. Depending on
the embodiment, the invention may be capable, with appropriate
control flows, of operating in any, or all, of the described
interactions with full capability (or a subset as required).
[0275] The interactions of the mass flow device can occur in both
direct (e.g., control flows, signals, or switching) and indirect
(e.g., power states, sensor inputs, common actuator states,
broadcast data bus/transport messages) methods. The interactions
can occur as conditional requests, preemptory commands, and/or as
informational status only. Note that example messages may be
dependent on implementation and any specific device embodiment may
handle interactions in a manner consistent with the specific
implementation and product environment.
[0276] The table below illustrates exemplary interactions:
TABLE-US-00001 Interaction Direct- Description Indirect Interaction
Examples Control Flow Direct Conditional Report Power Module State,
Request Bring Up Check Control Flow Direct Preemptory Set mass air
flow desired, Command Turn Device Off Control Flow Direct
Informational Power availability High Status Accelerating Stopping
Parked-Idle Control Flow Direct Preemptory Enter diagnostic mode
Command Control Flow Direct Conditional Report history of operation
Request Control Flow Direct Preemptory Change operating
customization or Command configuration Control Flow Direct
Informational Sensors available Status Signals Direct Change in
Change to Performance profile Profile Change to Energy Saver
profile Change to City Profile Change to High Altitude Profile
Signals Direct Preemptory Entering external power module Command
recharge Signals Direct Conditional Generate heated airflow if
possible Request Switching Direct On/Off Power feed from external
power goes to zero Switching Direct Informational Going from
external power generator Status to stored power Power State
Indirect Informational Power Current available is reduced (measured
by device sensor) Power Current available is reduced (external bus
message from external power unit) Power State Indirect Preemptory
External bus interface issues power Command reset Power State
Indirect Conditional Broadcast external bus message Request
requesting power consumption to be reduced if possible Sensor
Inputs Indirect Informational High Temperature Conditions Status
Low Temperature Conditions Overpressure Condition Underpressure
Condition Sensor Inputs Indirect Conditional Local energy cell
reports 50% Request available capacity Sensor Input Indirect
Conditional Local energy cell reports fully Request charged Sensor
Input Indirect Preemptory Local energy cell reports zero Command
available capacity Common actuator Indirect Preemptory Outflow
actuator set to waste gate state Command output until needed Common
Actuator Indirect Conditional Inflow closed due to obstruction -
state Request reduce operation if needed Broadcast messages
Indirect Preemptory Retransmit - last message had an Command error
Broadcast message Indirect Conditional Selective Rollcall for
devices Request Report any warning or diagnostic messages Report
any fault conditions
[0277] Exemplary categories of interactions between the various
mass flow device embodiments and the external include:
TABLE-US-00002 Interaction Description Example None Isolated Unit
Predefined On/Off Air Flow Cycle External Power Up/Down Controlled
for specific Switched operating cycle by On/Off external control
flow Independent Operates without Uses own sensors to outside
direction determine if mass air flow of controls flushing is
required Uses own controllers to operate simple or complex cycling
of mass air flows Independent - Operates with Sensors shared with
other Indirect indirect sensor devices that trigger mass air or
control flow flows when needed (such as information emergency
failover) Triggered by low temperature sensors that other devices
need supportive heated air flows Independent - Operates indepen-
Operates independently Informational dently but supplying intake
and provides infor- outflow information to mation to other devices
other devices Operates independently for history, while supplying
operating diagnostics, conditions, sensor readings, and operations
and diagnostic information to other devices Fully Controlled Under
control of engine Integrated completely by management, or Slave
external HVAC environmental management unit controller Fully
Operates under Cooperating with fuel and Integrated highly
autonomous environmental management Peer management with
controllers, or | information and HVAC environmental units control
requests distributed in a facility from other devices
[0278] None Category of Interaction:
[0279] An exemplary embodiment of the "None" category of
interactions may include uses of the high velocity mass flow device
for ventilation purposes. For many types of this use, the high
velocity mass flow device may be coupled to an inflow and outflow
that directs the mass air flow to or from the compartment.
Operations run either until stopped by an operator or sensors
indicate that the function is complete or needs to be halted for
other (such as, for example, diagnostic failure) reasons.
[0280] External Switched Category of Interaction:
[0281] An exemplary embodiment of the "External Switched" category
may include a power up/down interaction where the external power
supplied to the unit may be controlled by the external application.
A simple application occurs when an "automated warming" or an
"automated inflator" function is initiated by an external control
application to refresh air in an otherwise overheated passenger
compartment. The external controller (such as a climate control
module for the passenger compartment) switches the mass flow device
by Power Up/Down supplied to the device. Operations may run either
until stopped by this external switching or because of other
reasons (such as, for example, reaching a pre-set run time or
diagnostic failure).
[0282] Independent Category of Interaction:
[0283] An exemplary embodiment of the "Independent" operation
includes an application wherein the mass flow device may be
deployed to act as a mass air flow for flushing a specified
compartment on a self controlled basis. The device' sensors may act
to trigger a control flow that initiates a mass air flow flush (for
example, to expel unwanted concentrations of gas or particles).
Operations may run until a preprogrammed operating cycle is
completed or until other conditions are reached (such as, for
example, sensors reporting a clearance state, diagnostic failure,
or low power conditions). An example of this embodiment is flushing
all of the too warm or too cold air from a vehicular compartment
(battery or passenger) on a fixed basis, or to purge accumulated
gaseous by-products as part of preset operating profile.
[0284] Independent--Indirect Category of Interaction:
[0285] An exemplary embodiment of the "Independent--Indirect"
operation may include a mass flow device deployed in concert with
other devices in an environmental control situation or in an
environmental protection role for sensitive equipment (such as, for
example, batteries, instrumentation, etc.). Sensors hooked into the
communications interface (external) from the device that detect a
state that requires the application of a mass air flow are then
acted in response by the mass flow device. An example of this
sensing state includes the failure of another mass air flow device
or a falling temperature. This state sensing then triggers
operations of the device to provide a mass air flow (that will act
as a heat transfer due to the compressive heating of the creation
of the pressurized flow) to support the required environment.
Operations may run a condition such as those that show the sensor
data is now within control limits without the operation of the
embodiment, that the state of power support is inadequate, or until
a preprogrammed operating cycle is complete.
[0286] Independent--Informational Category of Interaction:
[0287] An exemplary embodiment of the "Independent--Informational"
application of the mass flow device occurs when the embodiment is
in direct control (and possibly in sole interface) to sensors in
the air flow path (e.g., intake, and outflow, or, onto other
elements of environment hooked to the external data interface) or
other data flows in the environment (such as, for example, control
states, power information, or operating profiles based on time,
events, or sequences). The device is responsible for interpreting
and acting upon the received sensor or data flows and conducting
operations in response that may be a simple operating cycle, or a
complex algorithmic response, or a heuristic control system
process. Autonomous operations in response to the sensor or data
flows can be monitored, recorded, or relayed to other devices,
management reporting systems, maintenance stations, archival
recording devices, or other readouts and storage as may be
required. Additional control flows, data flows, and sensor relay
may occur in addition as in those operating modes where the
embodiment acts as a primary management controller in a larger
environment. Operations may continue until sensor inputs, operating
profiles, local power switching, or other indications cause the
embodiment to discontinue operations.
[0288] Fully Integrated Slave Category of Interaction:
[0289] An exemplary embodiment of the "Fully Integrated Slave"
application of the mass flow device occurs when the embodiment is
under the direct control of an external management unit that
controls the starting and stopping of the unit (with local
exceptions in the embodiment to self-management directives),
conduct of operations (including application of, for example,
preset profiles, operating control strategies, and feedback driven
controls), and provide data (such as, for example, diagnostic,
sensor, operating, or status information). The external management
may be responsible for directly commanding the unit to perform
operations (even though it may be acting on sensor information
provided by the embodiment or by status information related to the
state of power module activity). The operations of the embodiment
may continue until the unit completes the commanded operations
(that may return it to a specific operating mode, such as
continuing to relay sensor data), the embodiment acts under
self-management directives (such as, for example, to fault and
cease operations in self-protection or due to conditions where
damage would result to the embodiment, persons, or surrounding
devices), the embodiment is commanded by the external management
via a control flow to interrupt operations, or until insufficient
power is available to operate.
[0290] Fully Integrated Peer Category of Interaction:
[0291] An exemplary embodiment of the "Fully Integrated Peer"
application of the mass flow device may occur when the embodiment
is operating both under the control of an external management
controller (in similar fashion to all of the functions described
for the "Fully Integrated Slave" category of interaction) while in
addition the unit pursues independent operations as previously
established for the unit (for example, conducting self-diagnostic
checks and "warm up" actions when the embodiment first receives
power or has idle functional time). The unit may be responsible for
arbitrating both the Requested Functions, Preemptory Commands, and
responding to direct and indirect signals and flows (e.g., data,
control, or sensor) that may occur. The unit is responsible for
maintaining operations under a set of strategies (such as, for
example, profiles, operating modes, and information actions such as
those found in the "Independent--Informational" interaction
category). The complexity of actions of the device in the "Fully
Integrated Peer" category of interaction may be determined based on
the particular application in which the device may be operating
such as, for example, with heuristic, pre-planned, or control-loop
response strategies. The functions that provide information to
outside devices (directly via the external data and control flows
interface or indirectly via sensor information that is
shared/relayed/available) may continue as controlled by the
embodiment.
[0292] The following are exemplary engine and vehicle applications
in which the mass flow device may be used and/or incorporated.
Exemplary applications include:
[0293] I. IC Engine/Fuel Types:
[0294] 1. Gasoline:
[0295] Gasoline engines benefit from reduced pumping losses with
positive intake pressure. Active control of intake air pressure
optimizes combustion efficiency at varying engine speeds and under
wide ranging ambient pressure and temperature conditions.
[0296] 2. Diesel/Biodiesel:
[0297] In addition to benefits for gasoline engines, compression of
intake air charge provides heat for starting and running at low
ambient temperatures. Active control of intake air pressure and
temperature optimizes combustion under various mixes of traditional
and bio-derived fuels. On-demand pressurized intake charge reduces
particulate (smoke) emissions by optimizing combustion under
acceleration.
[0298] 3. Ethanol:
[0299] Active control of intake mass air flow allows for most
efficient combustion of pure ethanol or intermediate
gasoline/ethanol blends. Heated intake charge aids fuel
vaporization for engine operation at low ambient temperatures.
Additional mass air flow allows for full combustion of larger
volume of ethanol as required to produce equivalent power to
gasoline fuels.
[0300] 4. Natural Gas:
[0301] Active control of intake mass air flow allows for precise
optimization of lean-burn or stoichiometric combustion of natural
gas blends of varying gas compositions. Increased mass air delivery
increases maximum power available from natural gas fuels.
[0302] 5. Hydrogen:
[0303] Increased mass air flow to engine allows for complete
combustion under stoichiometric conditions requiring significantly
more airflow than traditional fuels. Compressed intake flow
compensates for volume of combustion chamber displaced by gaseous
hydrogen fuel. It has been shown that the stoichiometric or
chemically correct A/F ratio for the complete combustion of
hydrogen in air is about 34:1 by mass. This means that for complete
combustion under normal operating conditions, 34 pounds of air are
required for every pound of hydrogen. This is much higher than the
14.7:1 A/F ratio required for gasoline.
[0304] Due to hydrogen's low ignition energy limit, igniting
hydrogen may be easy and gasoline ignition systems can be used. At
very lean A/F ratios (e.g., about 130:1 to about 180:1) the flame
velocity may be reduced considerably and the use of a dual spark
plug system may be preferred. Also, hydrogen engines are typically
designed to use about twice as much air as theoretically required
for complete combustion. At this A/F ratio, the formation of NOx
may be reduced to near zero. Unfortunately, this also reduces the
power out-put to about half that of a similarly sized gasoline
engine. To make up for the power loss, hydrogen engines may be
larger than gasoline engines, and/or may be equipped with a mass
flow device.
[0305] 6. Hydrogen Fuel-Cell:
[0306] In a hydrogen fuel-cell vehicle a recognized concern is the
ability of the vehicle to operate in cold-weather/ambient
conditions. The embodiment of the invention can be applied to the
direct realization of these goals. The unique and innovative
features of the invention, in these two embodiments, are the
provision of a fuel cell warmer that does not depend on electrical
resistive heating while providing warm air for other purposes, a
fuel cell cooler that also has unique and innovative features, and
that the control and management of air moving devices are under the
control of an apparatus that can either manage, be managed, or
jointly manage the provision of heating and cooling to the fuel
cell apparatus. Specifically, the fuel cell warmer uses a
compressive heating mechanism, instead of a resistive electrical
element, that also can cycle warm air for passenger or cargo
comfort. The fuel cell cooler can be more effective with a full
integration of the cooling power consumption process with the fuel
cell power management control.
[0307] II. Power Storage/Hybrid Types:
[0308] 1. Battery Cell:
[0309] Power stored by hybrid vehicle motor/generator is available
to maintain sufficient charge in apparatus power storage. Air
charge produced by mass airflow device may be used to maintain
vehicle batteries at optimal operating temperature. Power supplied
by hybrid power storage cells at variable high voltage levels may
require voltage regulation, isolation, and conditioning to supply
power to airflow apparatus power storage device. Positive pressure
mass air flow provides combustion engine with additional torque for
acceleration when vehicle battery reserves are depleted or to
optimize combustion for recharging process. See FIG. 28.
[0310] 2. "Plug-In" Hybrid:
[0311] Hybrid vehicles operated on electric power to the limits of
battery capacity are left without electric motor assist when
batteries are depleted. On-demand mass air flow provides for
additional engine torque as needed during such periods. See FIG.
29.
[0312] 3. "Pure" Hybrid:
[0313] Hybrid applications in which an internal combustion engine
is used only to provide electrical power to motor systems benefit
from the ability to closely control operating cycle of engine for
maximum efficiency under varying environmental conditions and fuel
supplies. See FIG. 30.
[0314] While the present invention has been described in connection
with the exemplary embodiments of the various Figures, it is not
limited thereto and it is to be understood that other similar
embodiments may be used or modifications and additions may be made
to the described embodiments for performing the same function of
the present invention without deviating therefrom. Therefore, the
present invention should not be limited to any single embodiment,
but rather should be construed in breadth and scope in accordance
with the appended claims. Also, the appended claims should be
construed to include other variants and embodiments of the
invention, which may be made by those skilled in the art without
departing from the true spirit and scope of the present
invention.
* * * * *