Abstrict An apparatus and method for automatically regulating the environmental
system of a motorized vehicle and other articles having storage
compartments. As impinging air flow is directed through the cabin
or compartment subject to environmental control it comes in contact
with a desiccant filler contained within a desiccant wheel or canister.
The desiccant material absorbs moisture out of the air stream. The
resultant air stream, or the extracted moisture released into another
air stream, may then be directed to the interior of the motorized
vehicle or used in other parts of the system. The net effect is
a decrease or increase in the relative humidity level of the air
mass contained in the cabin or compartment of a motorized vehicle
or refrigeration unit. As one portion or element of the desiccant
filler becomes saturated, the other portion or element of the desiccant
filler completes it's regeneration cycle. The air streams are altered
so that the designated air stream remains in either the hydrous
or anhydrous desiccant, thus producing a constant air flow containing
either an increased relative humidity or an air stream with a reduced
relative humidity to achieve the desired result. The apparatus includes,
at least one moisture collection device having an inlet and an outlet,
and a system of flow conduits or paths into and out of the compartment
or cabin. The air streams may be directed to at least one heat exchanger,
a pre-cooler, a compressor, or an evaporator.
Claims What is claimed is:
1. A method of improving the efficiency of an air conditioning
system for a compartment of a motorized vehicle, comprising: (a)
providing a desiccant-based moisture collector; (b) dehumidifying
a first air stream by directing the first air stream through the
desiccant-based moisture collector, so that the first air stream
becomes a dehumidified first air stream; (c) after step (b), pre-cooling
the dehumidified first air stream! (d) after step (c), cooling the
dehumidified and pre-cooled first air stream with the air conditioning
system of the motorized vehicle, whereby less energy is required
for the air conditioning system to cool the dehumidified first air
stream than would have been required to cool the first air stream
prior to dehumidification; and (e) directing the dehumidified and
cooled first air stream into the compartment of the motorized vehicle.
2. The method of claim 1 wherein: in step (d), the cooling is
performed in a cooling device of a compressor based refrigeration
air conditioning system.
3. The method of claim 1 wherein: the pre-cooling includes transferring
heat from the dehumidified first air stream to a stream of outside
ambient air.
4. The method of claim 1 further comprising: regenerating the
moisture collector by passing a hot air stream through the moisture
collector and transferring moisture from the moisture collector
to the hot air stream.
5. The method of claim 4 wherein: in step (a), the moisture collector
comprises an enclosed canister; and further comprising directing
the first air stream and the hot air stream through the moisture
collector in an alternating manner.
6. The method of claim 4 further comprising: discharging the hot
air stream to the atmosphere.
7. The method of claim 1 wherein: in step (b), the first air stream
includes air from outside the compartment.
8. The method of claim 1 wherein: in step (b), the first air stream
includes air from inside the compartment.
9. The method of claim 4 wherein: in the regenerating step, the
hot air stream includes waste engine heat from an engine of the
motorized vehicle.
10. The method of claim 1 wherein: in step (a) the desiccant-based
moisture collector includes a relatively thin layer of solid desiccant
material on a honeycomb supporting structure so that the desiccant
material can rapidly absorb heat and give up heat.
11. The method of claim 3 wherein: in the pre-cooling step, the
transferring of heat from the dehumidified first air stream to the
stream of outside ambient air includes: transferring heat from the
dehumidified first air stream to an intermediate stream of heat
transfer fluid; and transferring heat from the intermediate stream
of heat transfer fluid to the stream of outside ambient air.
Description BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to a method and apparatus
for both humidification and dehumidification through the use of
desiccant materials, as well as the automatic regulation of the
relative humidity of the air contained in motor powered vehicles
(hereinafter "motorized vehicles"), and the efficient
automatic elimination and prevention of frost, fog, or condensation
on the inside of the window glass of vehicles, and the elimination
and prevention of frost in refrigeration units.
2. Description of the Related Art
The invention provides features and benefits by controlling relative
humidity in a way not previously available. Automobiles, trucks,
vans, trains, boats, ships, military vehicles, aircraft, tractors,
motorized recreation vehicles, and various other types of motorized
vehicles have previously lacked a successful and economical method
or apparatus to automatically monitor and control the relative humidity
within the cabin of the vehicle.
Previously produced motorized vehicle environmental systems have
been developed to increase or decrease the cabin air temperature,
regulate the rate of air flow, filter dust or pollen particles out
of the air, defrost/defog the windshield, or reduce cabin noise,
but none of the environmental systems have attempted to economically
and effectively regulate the relative humidity level of the cabin
air. Although the environmental systems in some over the road trucks
have utilized water humidification and various dehumidification
methods in the past, the systems were either inefficient, unhealthy,
or expensive due to their initial installation cost, maintenance
requirements, or their high level of energy consumption. There are
currently desiccant based dehumidification systems for commercial
buildings, however, they do not use the same processes or methods
to provide a heat source for regeneration or the same configuration
of desiccant wheel that is used as an element of this inventive
method and apparatus, and none employ a canister like that shown
and claimed.
Traditional refrigeration and freezer units produce frost or condensation
within the box or on the evaporator coils when the humidity of the
air reaches the saturation point as the air is cooled in the unit.
The inherent frost problem restricts the air flow over the coils,
creates a frost buildup on the inside of the box, and limits the
efficiency of the coils. The current methods of defrosting these
types of units use additional energy and utilize expensive apparatus
to remove the frost.
In previously manufactured motorized vehicles the relative humidity
of the cabin has essentially been unmonitored, unregulated and uncontrolled
except through the use of traditional air-conditioner evaporator
units. The lack of humidity control of the cabin air in motorized
vehicle can have a negative effect on safety, comfort, health, and
operating efficiency.
In motorized vehicles the need for an efficient and effective way
to increase the relative humidity in the cabin to improve the comfort
for the occupants has existed for many years. If the motorized vehicle
is operating in cold weather without the addition of humidity into
the cabin air, the continued use of the heater in combination with
the introduction of cool dry fresh air from outside will cause the
relative humidity in the cabin to decrease to a point where the
occupants may become uncomfortable. Traditional humidification units
have experienced many problems due to the need to haul water and
health hazards are present from the growth of bacteria, mold and
mildew in the system.
In aircraft the problem is compounded because of the long duration
of the flight and the extremely low levels of humidity that occurs
in aircraft. In most long range commercial aircraft the cabin environmental
system is heated by compressed air taken from the compressor section
of the turbine engine. Outside air enters the engine air intake,
is compressed and thus heated by the compressor section of the engine.
Some of the hot compressed air going through the engine is vented
off from the engine prior to the air entering the burner section
of the engine. The hot air is then forced into the cabin environmental
system.
During most flights, the outside air has a low relative humidity
before it is heated, and the result of heating the air produces
an extremely low relative humidity when the air enters the cabin.
Even the moisture given off by evaporation from the occupant's perspiration
and from evaporation of moisture out of the occupants lungs is not
sufficient to keep the cabin at a high enough relative humidity
for it to be comfortable to the occupants. The moisture given off
by the occupants and generated from other sources escapes out of
the cabin as the stale cabin air is expelled from the cabin. Although
the cabin of a commercial aircraft may have the temperature regulated
very close to 70.degree. F., the relative humidity can drop to well
below 20%.
The CO.sub.2 in the cabin can cause discomfort for the occupants
when the CO.sub.2 reaches levels greater than 1000 ppm (parts per
million). This high level of CO.sub.2 exist because of the low percentage
of new fresh air brought into the cabin as compared to the ratio
of old stale air recirculated. The ratio of the fresh air is inadequate
to replace enough of the unwanted CO.sub.2. If the environmental
system circulates in more fresh air from outside to reduce the ratio
of CO.sub.2 and increase the ratio of Oxygen, the resultant air
mass would have an even lower relative humidity. This would produce
a relative humidity level even lower than the current uncomfortable
levels of less than 20%.
These extreme conditions cause the passengers to experience substantial
discomfort caused by two factors: 1.) stuffy feeling from poor ventilation
of fresh air; and 2.) dryness from extremely low relative humidity.
The effects of these two factors manifest in the physiological conditions
for the occupants as respiratory irritation, headaches, and fatigue.
These same factors also effect the flight crew and impact the safe
operation of the aircraft due to the crew member's distraction from
the effects of high CO.sub.2 and low relative humidity.
In aircraft design, there has always been strong economic pressure
to reduce the operational cost by reducing the cost of fuel. The
weight of the aircraft has a direct relationship to the consumption
of fuel. For each pound of cargo which must be reduced to off set
an additional pound of aircraft weight there is a penalty due to
the loss of revenue for the pound of cargo and the additional cost
of fuel to transport the extra weight added to the aircraft. If
an inventive apparatus is installed in the aircraft, the weight
of the apparatus is added to the total air frame weight. Of course,
the additional weight of the apparatus will have a long term operational
cost disadvantage simply due to the weight of the apparatus installed
in the aircraft. The benefits of passenger comfort must off set
the cost penalty of initial unit cost and long term operational
fuel cost. The cost benefit of lower aircraft weight due to the
conditioning of the air in the cabin is a respectable trade-off.
It is commonly understood that water is heavier than air. What
is not commonly understood is that water vapor is lighter than air.
Since the inventive apparatus adds water vapor to the air contained
in the cabin the apparatus is actually reducing the weight of the
aircraft by reducing the weight of the cabin air. Air is made up
of: NITROGEN 78% (NI) with 14.0067 AMU (Atomic Mass Units); OXYGEN
21% (0) with 15.9994 AMU and OTHER GASES 1% which consist of: ARGON
0.9%, CARBON DIOXIDE 0.03% and varying amounts of WATER VAPOR Since
CARBON has an AMU of 12.011 the combined molecule of CARBON DIOXIDE
with CARBON: 12.011 and OXYGEN: 15.9994 is actually lighter than
OXYGEN alone with 15.9994. This would provide the designer with
a marginal incentive to increase the CARBON DIOXIDE content in the
air mass of the cabin to reduce the aircraft weight. When OXYGEN
15.9994 is combined with two (2) HYDROGEN 1.00794 AMU atoms the
result is a molecule with a much lower weight. Much lighter than
NITROGEN, OXYGEN, or CARBON DIOXIDE.
When water vapor is added to the cabin air mass unlike CARBON DIOXIDE
the passengers experience more healthful and comfortable breathing
and a significantly greater reduction in air mass weight. The evaluation
of the apparatus must consider not only to the comfort and safety
of the occupants, but also the offset in weight reduction from the
water vapor displacement of the heavier cabin air gasses. Many people
working with desiccants will refer to removing a given amount of
water from an air mass, and the values given may be pounds of water
or gallons of water, what they fail to mention is the water vapor
removed is replaced by a heavier air mass.
It is not practical for the aircraft designers to simply modify
the aircraft environmental systems by adding a conventional liquid
humidification apparatus which would increase relative humidity
in the cabin air with an atomized spray of water into the vent system
to perform the needed humidification. The addition of a water based
humidification system would only create a new set of problems. These
problems include the added cost of transporting the liquid water,
the additional maintenance expense to keep the system clean and
operating properly, and health concerns related to bacteria growing
in the wet area of the system.
The cabin environmental systems for today's commercial aircraft
were designed to use a minimum amount of energy from the engines
by simply recirculating more old stale cabin air and adding less
fresh air from outside the aircraft. The fresh air from outside
is brought into the aircraft by bleeding off heated compressed air
from the compressor section of the engine (bleed air). In today's
large long haul aircraft cabins, the manufactures have traded off
passenger comfort and health for fuel efficiency which has created
unhappy passenger with a strong desire for better comfort and a
more healthful environmental system.
There is a significant need to develop a method to economically
and safely humidify the fresh outside air which is forced into the
cabin. If aircraft cabin environmental systems had the capability
to increase the humidity in the cabin, this would not only solve
the current problem with the existing low level of relative humidity,
this would also enable the system designers to increase the ratio
of fresh air introduced into the cabin without causing a severely
negative impact on the relative humidity level of the cabin air.
For the environmental system to bring more fresh air into the cabin,
the designers must consider the following factors, including, but
not limited to: 1.) the need to compensate for additional heat from
the added fresh air to maintain the cabin temperature of 70.degree..
2.) the effects from a larger volume of fresh air on maintaining
the correct level of cabin pressure. 3.) the requirement for additional
humidification of the additional fresh air to correct for the lower
relative humidity.
Since the aircraft engine compressor system has the capability
to provide larger volumes of fresh air that is both heated and compressed
the modification to these elements of the existing environmental
systems would be minimal. The remaining system deficiency, which
is the lack of relative humidity control, would require the incorporation
of a new humidification system.
Although aircraft experience the most severe cabin environmental
problems related to low relative humidity, all other closed cabin
motorized vehicles including but not limited to cars, trucks, busses,
boats, military vehicles, trains, etc. experience similar low humidity
problems of varying degrees. Many occupants of land motorized vehicles
experience discomfort from low relative humidity in the cabin. The
operators of overland trucks, individuals spending long duration's
of time in automobiles, busses or other motorized vehicles experience
discomfort from extremely low relative humidity due to the effect
of operating the cabin heater for extended periods.
Just as most motorized vehicles have the need to regulate the temperature
for passenger comfort by either increasing or decreasing the environmental
air temperature and rate of air flow in the cabin, there is also
a need to control the percent of relative humidity of the cabin
air to provide an acceptable level of comfort.
Existing motorized vehicles lack an effective dehumidification
system, they have three significant reasons why this improvement
is needed: 1.) Safety could be enhanced by eliminating windshield
fog/frost; 2.) Comfort for the occupants could be improved by controlling
the maximum level of relative humidity; and 3.) Efficiency in the
operation of the motorized vehicle from a reduction of fuel consumption
could be attained due to the reduction of energy consumption of
the existing air-conditioning system since the current method of
dehumidification expends additional compressor energy on the condensation
of moisture on the evaporator coils of the traditional air-conditioner.
Motorized vehicle operation safety is believed to be significantly
enhanced by this invention due to the automatic prevention or rapid
elimination of visual impairment or obstruction from condensation,
fog, or frost on the inside of cabin windows of motorized vehicles
(e.g. cars, trucks, boats, helicopters, tractors, trains, military
equipment, airplanes, etc.)
Motorized vehicles have for years experienced window/windshield
condensation under certain environmental conditions. The closed
area of the cabin, along with the occupants breathing out moist
air, and in some cases rain soaked clothing tends to rapidly produce
condensation on the inside of the glass of the windows. Condensation
has been known to accumulate during the operation of a motorized
vehicle when the inside cabin air temperature and high relative
humidity of the cabin combines with the cold window glass to produce
windshield fog/frost.
Traditional cabin defrost/defog systems provide the operator with
the option to switch to outside air and/or increase the inside cabin
temperature to remove the condensation. This method of defrost/defog
attempts to eliminate the condensation by introducing outside air
with a lower level of humidity and/or change the inside air temperature,
or the temperature of the window glass, to avoid having the inside
air reach the due point. Another traditional approach, that consumes
additional fuel, is using the air-conditioner evaporator to defrost
the windshield while the heater is operating to warm the cabin.
The net result of these systems is the occupants must take the
necessary actions to attempt to eliminate the condensation, and
the comfort of the occupants may also be sacrificed so as to eliminate
the condensation. In these situations, safe operation of the motorized
vehicle could be jeopardized because the corrective action to eliminate
the condensation does not usually begin until the occupant can see
the condensation, which is often after the operator's vision is
already impaired. The operator must then adjust the environmental
controls by attempting to set the climate controls to a setting
which will eliminate the condensation. If the operator makes the
adjustment incorrectly the window may actually accumulate more condensation
and create a more serious unsafe condition, such as when the operators
vision through the windshield or other windows is completely blocked
by condensation.
There are times when the introduction of outside air is undesirable
to the occupants of the cabin, such as when the motorized vehicle
is passing through smog, exhaust filled environments, or in the
presents of other anxious gases or fumes. Most of the current methods
attempting to eliminate condensation are only adaptations to the
conventional heating and cooling units and neither of these systems
have the distinct capability to effectively control both the cabin
relative humidity and temperature. For example, on high humidity
days with rain soaked occupants entering the motorized vehicle the
systems must rapidly eliminate the condensation from the windshield.
As the cabin air mass warms up the moisture from the clothing begins
to evaporate into the air as the warmer air mass increases it's
capability to hold moisture. The warm moisture saturated air is
cooled when it comes in contact with the inside surface of the windshield
glass which causes the moisture to form condensation on the surface
of the glass. Many environmental control systems of motorized vehicles
do not have the capability to immediately eliminate or prevent the
formation of condensation on the windshield under these conditions.
Since the definition of environmental air-conditioning is not limited
to just cooling when considering occupant comfort, the definition
also encompass temperature, air motion, moisture levels, radiant
heat levels, dust, various pollutants, sound, and microorganisms
when considering the total cabin environment air conditioning. Relative
humidity control should be a major element of the overall system
design. Although many of the cabin environmental systems in today's
motorized vehicles have been improved to include automatic temperature
and air volume movement (CFM) control settings, manufactures have
not incorporated into climatic control systems the capability to
automatically and efficiently increase or decrease the relative
humidity level in the cabin.
The human body regulates it's temperature of 98.6.degree. F. during
different levels of physical activity. The metabolic rate of an
individual is based on the activity level of the individual. The
human body tends to be comfortable in a temperature range of 67.degree.
F. to -72.degree. F. in Winter and 73.degree. F. to -79.degree.
F. Summer. With the body continuously giving off heat @ 98.6.degree.
F. to the surrounding air mass with 70.degree. F., the body regulates
the rate of heat emission to maintain a constant 98.6.degree. F.
The body metabolic rate while sleeping is 0.7 while driving a car
1.5 while walking 2.6 and during competitive sports 8.7. The higher
the metabolic rate, the more heat the body needs to give off to
maintain 98.6.degree. F. The body controls it's temperature by controlling
the emission of energy from the body by radiation, by convection
to air currents that impinging on the skin or clothing, by conduction
of clothing and objects that are contacted, and by evaporation of
moisture in the lungs and of sweat from the skin.
Evaporation and convection heat loss are functions of air temperature
and velocity. Evaporation is a function, in addition, of relative
humidity. Air-conditioning (A/C) cooling units for traditional motorized
vehicles primarily use convection heat loss to maintain the comfort
for the occupants of the cabin. These A/C cooling units do not have
the capability to lower the relative humidity much below the saturation
level to enhance the human body's natural cooling effect from evaporation.
In the existing motorized vehicles equipped with environmental cooling
units, when the occupants wants faster cooling, they must lower
the unit's temperature setting, increase the air flow volume to
maximum, and set the unit's air flow to recirculate. These settings
may increase the body's cooling rate, but they also create an uncomfortable
cold clammy feeling for the occupants if the cabin has a high relative
humidity. If the relative humidity exceeds 60% the occupants feel
wet.
For example, when the temperature is below 70.degree. F. and the
relative humidity is in excess of 60% the occupant feels clammy-cold,
and with a high relative humidity and the temperature above 77.degree.
F. they feel sticky-hot. There are many times when the occupants
may be operating the A/C cooling unit because they feel uncomfortable
even when the cabin temperature is below 70.degree. F. due to a
relative humidity above 60%.
If the environmental control unit had the capability to independently
control the relative humidity the occupant would feel comfortable
using a smaller volume of cool air and would actually operate the
compressor cooling unit less often.
The air-conditioning cooling units in today's motorized vehicles
are both mechanical (belt) driven and electrical powered from the
engine. The air-conditioner system places an additional load on
the engine that decreases the motorized vehicle's acceleration performance
and increases the engine's fuel consumption. The lack of efficiency
in the air-conditioner equates into higher fuel cost of operating
the motorized vehicle and lower performance.
Since today's motorized vehicle's environmental systems lack the
capability to lower the relative humidity before the air passes
over the cooling coils, the air-conditioner must use additional
energy to condense out the moisture when the air has a high relative
humidity. The condensing out of the moisture on a high temperature,
high humidity day causes the unit to expends approximately 20% to
30% of it energy performing this conversion of water vapor to a
liquid. As the air temperature is lowered with a high relative humidity
it passes over the cooling coils and the moisture will condense
out as the air approaches the dew point. The condensation produced
from this cooling can create wet areas within the air-conditioner
unit where dangerous bacteria can grow and then spread into other
areas of the system or cause the inside of the motorized vehicle
to smell like mildew. If the cooling coils are below 32.degree.
F. the condensation will form frost on the coils.
Most available units are designed to maintain the cooling coil
temperature at about 35.degree. F. to eliminate the build up of
ice on the coils. The air-conditioning unit's air cooling output
is limited by it's ability to lower the air's temperature because
of this minimum temperature limit on the coils of 35.degree. F.
If the relative humidity in the air passing over the coils could
be lowered, the dew point of the moisture in the air would be lower
and the condensation would not form until the air reached a much
lower temperature, or if the relative humidity is low enough it
may never form frost when the air passes over these cold coils.
Since the units are limited by the 35.degree. F. coil temperature
the cold air output of the unit cannot be lower than the temperature
of the coils without a frost build up, therefore, the systems are
designed to put out larger volumes of air (Cubic Feet/Minute) to
accomplish the necessary cabin air cooling. Moving larger volumes
(CFM) of air requires greater energy consumption.
The currents systems are noisy and the blast of cold air on the
occupants produce an unpleasant cabin environment. Since these systems
produce cold moist air the occupants will set the temperature lower
because the occupant's own body is not benefiting by the potential
cooling effect from the body's natural evaporation that could be
gained with a lower relative humidity of the air stream entering
the cabin. Since the air-conditioners lack the capability to lower
the relative humidity without operating the compressor the occupants
will turn on the air-conditioner more often because they feel uncomfortable.
The occupants could be perfectly comfortable with a higher cabin
temperature if the relative humidity were lower.
In summary, high fuel consumption in the current environmental
systems is believed to be largely the result of: 1.) having to move
more CFM of air to accomplish the necessary cooling; 2.) minimum
cooling coil temperature of 35.degree. F.; 3.) the occupants will
set the desired temperature lower than necessary for comfort due
to high relative humidity; 4.)the occupants will use the unit more
often for comfort; and, 5.) cooling moist air requires more energy
than cooling dry air;.
Substantial savings in fuel consumption of motorized vehicles could
be obtained if cabin environmental units could efficiently lower
the relative humidity to a comfortable level in the cabin air.
Conventional systems do not have the capability to perform both
the humidification and dehumidification function utilizing the same
elements of their apparatus. Many times the environmental system
is operating the heater while the air-conditioning cooling is operating
to eliminate windshield condensation; and few if any, vehicles have
the capability to effectively dehumidify the cabin air.
Many motorized vehicles and trailers pulled by motorized vehicles
have refrigeration or freezer units to keep the contents of the
trailer or truck cold or below freezing. Most freezer equipment
has been designed to go through a defrost cycle to eliminate the
frost. The defrost cycles consist of a heating cycle in most cases
to melt the frost that has formed on the coils. These defrost cycles
are inefficient due to the heating and re-cooling required to perform
the defrosting. Some units have duel coils to allow one to defrost
while the other coil is cooling. None of these units has the capability
to regulate the relative humidity other than through the current
methods of using the cold evaporator coils to condense out moisture,
or allow the build up of frost and then melt the frost thereby allowing
the water to drained to the outside of the unit. A large amount
of energy is expended by these units to remove frost and moisture.
SUMMARY OF THE PRESENT INVENTION
The invention automatically regulates the environmental system's
impinging air flow through a desiccant coated materials and in this
way the moisture is adsorbed out of the air stream into the desiccant
or moisture is released out of the desiccant material into another
air stream to produce either a decrease or increase in the relative
humidity level of the air mass contained in a motorized vehicle
or refrigeration unit. The designated air stream passing through
the desiccant material is periodically altered by the process to
continually direct the air stream into either a hydrous or anhydrous
desiccant material.
The process and apparatus preferably achieve a system balanced
so as one element of desiccant becomes saturated, the other element
of desiccant completes it's regeneration cycle, the air stream is
altered so that the designated air stream remains in either the
hydrous or anhydrous desiccant, thus producing a constant air flow
containing either an increased relative humidity or an air stream
with a reduced relative humidity to achieve the desired result.
The cycling of the air flow over the desiccant is automatically
controlled to alternate between different sections of a desiccant
wheel or between different desiccant canisters to achieve a continuous
adsorption and regeneration process.
An important element of the desiccant wheel or desiccant canister
filler is the desiccant coated on a honeycomb or similar structured
material creating the air flow passages providing the even distribution
of the air stream over the surface of the desiccant. The surface
of the air flow passages are coated with a desiccant material so
as to expose the air stream to the maximum available surface as
it passes through the structure with a coating of hygroscopic material
such as lithium chloride, titanium silicate, or other desiccant
material capable of adsorbing moisture out of a cool air stream
and which is also capable of releasing the moisture through evaporation
when a hot air stream passes through the passages.
The titanium silicate desiccant which is produced by Engelhard
Corporation has the capability to effectively adsorb moisture at
room temperature and release moisture to regenerate the desiccant
through evaporation at 140.degree. F. The process of alternating
cycles of air sources over the desiccant material enables the system
to reuse the desiccant and continuously function over an indefinite
period of time. One of the unique features of this process is that
it utilizes as a source of regeneration energy (in most embodiments
of the apparatus and under most environmental conditions) the available
heat energy from the heating system, and/or excess heat energy from
the engine, and/or excess heat from the air-conditioner compressor
and coils to perform the desiccant regeneration.
The inventive process efficiently utilizes desiccants to counteract
the inherent environmental conditions of low relative humidity when
an air mass is heated and a high relative humidity when the environmental
air-conditioning cooling unit is operating. The invention also automatically
removes/prevents fog, frost, or condensation from the windshield
of a motorized vehicle, and prevents the build up of frost in refrigeration
unit through desiccant dehumidification. In addition the apparatus
automatically regulates the desired relative humidity of the air
mass to a level set either automatically or manually on the digital
automatic control unit of the apparatus while the environmental
air-conditioning cooling, heating, or refrigeration unit is on or
off and with the airflow selector set to recirculate or fresh air.
The intended functions are performed automatically through variations
in air flow over desiccant materials and/or the mechanical relocation
of desiccant materials as various air streams flows through the
apparatus. The inventive method and apparatus removes or adds humidity
to an air stream. When cool air passes over the desiccant surface,
moisture from the cool air is adsorbed into a desiccant material.
After the air stream is altered and/or the desiccant is repositioned
automatically by the system, a hot air stream is employed to release
the moisture from the desiccant into the hot air stream by evaporation
as the hot air stream passes over or through the desiccant material.
The desiccant regeneration occurs when a hot air stream changes
the desiccant from hydrous to anhydrous by evaporation as a hot
air stream passes through a desiccant material that is either adhered
to the surface of a honeycomb structure of NOMEX; or the desiccant
is adhered to a material similar in shape to the honeycomb, such
as rolled corrugated card board; or a combination of desiccant and
structural materials making up the structure of a canister filler
or desiccant wheel; all of which are here after referred to as honeycomb.
The air streams is alternately passed through either a desiccant
coated honeycomb canister filler or a portion of a desiccant coated
honeycomb wheel. After the moisture is adsorbed into the desiccant
during the cool air cycle, the desiccant on the honeycomb structure
is repositioned or the air stream is altered to cause a hot air
stream to pass through the structure resulting in the evaporation
of the moisture into the hot air stream thus causing the desiccant
to release the moisture into the hot air stream which increases
the relative humidity. Through this method the moisture can be removed
from one air mass and then transferred into another air mass by
a process of adsorption of moisture into the desiccant material
and then followed by the evaporation of the moisture out of the
desiccant material into another air stream.
The inventive method and apparatus has the ability to automatically
regulate the environmental conditions including the level of relative
humidity of the cabin air of a motorized vehicle, or the air contained
in a refrigeration unit. The automatic control unit, which is an
essential component, monitors internal and external environmental
factors and when necessary activates the appropriate process where
the air is conditions by controlling the apparatus and process to
provide comfort for the occupants, automatic defrosting/defogging,
and operational efficiency. The sequence of process steps, mechanical
actions, and airflow is automatically regulated by the automatic
control unit of the apparatus.
When dehumidification is required the process of adsorption of
moisture out of the cabin air stream is activated by directing a
cool air stream through the desiccant material which causes the
moisture to transfer to the desiccant. The cool air stream enters
the cabin as dehumidified air. After dehumidification has been accomplished
the air temperature may be further conditioned by either raising
or lowering the temperature before the air goes into the cabin.
The second phase of the process of dehumidification is the removal
of the moisture from the desiccant to regenerate the desiccant and
prepare the desiccant for another adsorption cycle. The removal
of the moisture from the desiccant is accomplished by evaporation
when a hot air stream passes through the hydrous desiccant causing
the moisture to transfer into the hot air stream by evaporation
which is then expelled from the apparatus.
Humidification of the cabin air is accomplished in a similar process
which is simply reversed, with the hot air stream going to the cabin
as opposed the cold air stream. The hot humid air stream may also
be further conditioned to regulate the air temperature before the
air enters the cabin. The process is automatically controlled and
performed efficiently since the heat required for regeneration is
supplied from excess engine heat or excess heat from the air-conditioner
cooling unit. The process provides a benefit when humidity is added
to a heated air mass and moisture is removed from a cooled air mass.
The apparatus may also independently alter the relative humidity
of the air stream when the cabin heating and air-conditioning cooling
unit is not activated.
The inventive apparatus size, air flow sequence, desiccant element
size and shape, case type, and specific functions may vary to meet
the specified needs of the motorized vehicle. Although the different
alternatives, methods, apparatus, and configurations describe herein
as best suited for preferred applications this in no way limits
the invention from using variations of the alternative processes,
described methods, apparatus and variations of configurations of
the apparatus which are described herein.
In the large commercial aircraft the embodiment may consist of
a unit containing a desiccant wheel or an adaptive canister case
system consisting of various shapes and quantities of canisters
depending on the requirements of the current cabin environmental
system, availability of compartment space and cabin layout. The
apparatus may be designed into a new motorized vehicle or adapted
to an existing design vehicle already produced where the apparatus
is an after market unit adapted to an operating motorized vehicle.
While an aircraft is loaded with people on the ground in hot humid
climate before take off the cabin may need dehumidification to maintain
passenger comfort. When an aircraft is on the ground the inventive
apparatus may perform dehumidification from a ground unit connected
to the aircraft by flexible duct hoses. While the aircraft is in
flight a variation on the apparatus may provide humidification for
the cabin fresh air supply by increasing the relative humidity of
the hot compressed air provided by the engine to the cabin.
Some smaller aircraft may use only an apparatus with the automatic
dehumidification function to defog/defrost the inside of the cockpit
windshield glass. In each case the apparatus is using variations
on the basic inventive methods to perform the intended function
described herein and a particular embodiment may include one or
more of the features described.
The automatic control of relative humidity provides comfortable
and healthful air for the occupants, safety for the operator of
the motorized vehicle by automatically eliminating or preventing
fog/frost (condensation) on the inside of the windshield, and efficiency
to the air-conditioning unit both in size and energy consumption.
Efficiency in operating the apparatus is attained through the inventive
methods that utilize in most cases, excess heat normally expelled
into the atmosphere or through redirection of the conventional heating
or recirculating air sources through the apparatus. The invention
does not requires an external (liquid) water source to humidify,
nor does it produce a (liquid) out put of water within the apparatus
while it is dehumidifying.
The humidification of the aircraft cabin air is accomplished by
the inventive method of passing the stale cabin air containing moisture,
through the desiccant coated honeycomb material where the moisture
in the cool air is adsorbed into the desiccant material before the
stale air is ejected from the aircraft. During the circulation of
fresh outside air into the cabin and before the release of stale
cabin air, the moisture in the stale air is extracted by a desiccant
material as the stale air is allowed to flow out through the desiccant
wheel or canister and the moisture is adsorbed into the desiccant
material, then the air flow to the moist portion of the desiccant
is altered to allow the fresh hot air to pass over the moist desiccant
material to receive the moisture contained in the desiccant when
the heat in the hot air causes the moisture to evaporate out of
the desicant.
The alternation of the desiccant cycle is accomplished when the
desiccant material collecting moisture from the stale moist cabin
air approaches the saturation point, the apparatus alters the air
flow so as to position the desiccant where a stream of hot fresh
air, from the compressor section of the engine, used for heating
the cabin will pass over the surface of the desiccant material.
The fresh hot dry air from the compressor section of the engine
or any other heated air source will cause the moisture in the desiccant
to evaporate into the hot air stream. The resulting moist fresh
hot air is directed into the cabin to provide the passengers with
a comfortable environment thus eliminating the problem of dry cabin
air without the need to transport water and utilize conventional
humidification methods.
In summary, on long high altitude flights, the desiccant material
removes the moisture from the stale cabin air before the air is
ejected from the aircraft. The desiccant is repositioned into a
hot air stream and then releases the moisture back into the fresh
hot air from the engine compressor before the air goes into the
cabin. A heat exchanger may be used to regulate the temperature
of the hot moist air before it enters the cabin.
The inventive apparatus may consist of two different types of desiccant
assemblies: a desiccant wheel or a desiccant canister.
A desiccant wheel is preferably constructed of NOMEX honeycomb,
rolled corrugated cardboard, or similar structure wheel consisting
of a light weight structure allowing air to freely pass through
the wheel with a coating of desiccant on the r of the structure
to provide the maximum surface area exposed to the air flow or a
material with desiccant integral to the structure or a combination
of both coated and integral desiccant. The smaller wheels may have
a center torque drive and the larger wheels may have either a center
torque drive or a perimeter belt and pulley drive system to slowly
rotate the wheel.
A desiccant canister is preferably constructed of NOMEX honeycomb
or similar structured material contained in a case of metal, plastic,
or other structural material. The honeycomb is positioned in the
case to allow the air to flow into the case through an input opening
in the case where the air passes through the tubular structure of
the honeycomb then out of the output opening of the case. The input
and output openings are connected to a rotary air valve, slide air
valves or damper type valves to alternate the airflow's between
a pair of canisters. As one canister completed the adsorption cycle
and the other canister completes the evaporation cycle the valve
changes the air flow between the canisters. Additional pairs of
canisters may be provided to level the air pressure in the line
during cycle changes and offer greater system capacity.
The process is automatically controlled by the electronic control
unit through sensors measuring temperature and relative humidity
within the apparatus and also external to the apparatus, and then
automatically regulating the desired relative humidity level in
the cabin by activating the humidification process to add moisture.
The control unit may stop the process by either turning off the
power to the desiccant wheel rotary torque motor or by not recycling
the crossover valve and allowing the air stream to continue to flow
through the same desiccant canister after it is saturated or regenerated.
The apparatus has air filters to prevent a build up of dust, dirt,
or foreign matter on the surface of the desiccant material.
In addition to the inventions standard method of aircraft cabin
air humidification by removing moisture from stale air before it
is expelled, the method may be expanded to include another source
of moisture from the ambient (outside) air. The outside air is used
as an additional source from which moisture is also adsorbed by
the desiccant as the outside air flows through the apparatus. After
the desiccant adsorbs the moisture out of the ambient air source,
the dry air is then expelled back to the outside atmosphere.
The automatic control unit of the apparatus determines when the
cabin relative humidity needs to activate the duel air sources for
humidification. This may only be necessary when the apparatus is
unable to obtain enough moisture from it's primary source of moisture
by reclaiming cabin moisture. Since the moisture will be adsorbed
out of the outside air with a significantly lower pressure as compared
to the inside cabin air which is at a higher pressure the apparatus
must have a seal system to prevent the cabin air from escaping into
the outside atmosphere. The canister type system has many advantages
for this application.
In motorized vehicles where cabin air pressure is not a factor
but the need for duel moisture sources exist the inventive apparatus
can produce the desired results from a single unit utilizing two
different stages or portions of a cycle of the same desiccant to
perform both outside air moisture adsorption and stale air adsorption
into the desiccant material that will be evaporated out of the desiccant
for humidification of cabin air.
Humidification of the cabin air for land or water motorized vehicles
is performed through a method of desiccant humidification where
moisture is adsorbed out of stale cabin air before it is expelled
from the motorized vehicle or the moisture is extracted from outside
air and then evaporated into the air stream entering the cabin from
the heater. The hot air source used to perform the evaporation may
be either recirculated cabin air or fresh outside air. The humidification
is accomplished without the need to transport water or spray a fine
mist of water into the impinging air stream or the process of passing
the air stream through a water saturated mat. If the temperature
required to evaporate the moisture from the desiccant is higher
than the desired cabin heat temperature, and the result of the evaporation
of the moisture is also a temperature higher than is desired by
the occupants of the cabin, then a heat exchanger (pre-cooler) is
activated by the control unit to lower the temperature of the moist
hot air before it enters the cabin. The automatic control unit senses
the cabin's relative humidity and compares the sensor readings to
the level set on the digital automatic control unit. The level may
be automatically set by the control unit or manually set by the
occupants of the motorized vehicle, if the control unit senses the
need to increase the relative humidity to meet the desired relative
humidity the control unit activates the apparatus to add humidity.
If the control unit senses that the relative humidity has reached
the desired level set on the control unit the system automatically
deactivates the humidification function of the apparatus. When the
automatic digital control unit senses that the relative humidity
of the cabin is higher than desired level the system automatically
activates the dehumidification functions of the unit. The automatic
control unit which is also connected to the environmental heating
and cooling system may further condition the air before it enters
the cabin to regulate the temperature level and air flow volume
(CFM).
Desiccant based dehumidification is a component of the inventive
method used as an element of the cabin environmental system providing
comfort for the passengers and is usually associated with the boarding
of the aircraft and during the time from ground operations to shortly
after take off, usually before the cabin heat system has started
to lower the relative humidity in the cabin after takeoff.
Many times during boarding passengers experience discomfort from
high humidity due to the physical exertion of boarding the aircraft
in conjunction with a hot humid external atmosphere, where the relative
humidity level of the cabin can exceed 80%. Dehumidification of
the cabin air during these conditions can significantly improve
the comfort of the crew and passengers. During passenger loading
and unloading, ground operations (taxi & waiting for take-off),
and other times the when cabin environmental cooling is necessary,
the cabin air dehumidification may either be supplied by an on-board
units or ground units which lower the relative humidity on hot and
muggy days to provide passenger comfort when conditions cause high
relative humidity in the cabin. As passengers board the aircraft
and exert the effort to store baggage, they often start to sweat
and add to what may already be a high relative humidity for the
air mass in the cabin. The addition of a safe and efficient environmental
system with humidity control capability will greatly improve the
comfort of the passengers during loading, ground operations, and
early in the flight.
The dehumidification of the cabin air is also believed to significantly
improve the efficiency of the air-conditioner cooling by removing
the moisture before the evaporator coils experience the additional
load required to condense out the moisture on a high relative humidity
day.
Dehumidification of motorized land or water vehicle's cabin air
is performed through a method of desiccant dehumidification where
recirculated cabin air passes through NOMEX honeycomb or similar
structure material coated with desiccant of either a wheel or canister
type which adsorb the moisture out of the air as it passes over
the desiccant material coated on the surface of the structural material.
The desiccant may also be part of the structural material and/or
imbedded in the structure of the wheel or canister. The desiccant
may also be placed or injected into a rounded, square, or rectangular
shaped tube positioned within the center of a larger honeycomb tube
structure. The apparatus is also capable of dehumidifying fresh
outside air before it enters the cabin. The wheel or canister is
regenerated and prepared for the next adsorption cycle when a hot
air stream is directed through the desiccant material to evaporate
off the moisture contained in the desiccant.
The excess heat of the engine provides the heat used to regenerate
the desiccant and prepare the desiccant for the next adsorption
cycle. Any one or combination of the engine's heat producing systems
such as the engine coolant fluid, oil cooler, exhaust manifold,
catalytic converter, exhaust pipe, air-conditioner coils or other
heat sources may be use either individually or collectively as a
heat source to evaporate the moisture contained in the desiccant.
The system is controlled by an automatic digital control unit where
the occupant sets the desired relative humidity level or the automatic
control unit establishes the desired relatively humidity and the
unit automatically selects the necessary process configuration,
activates the necessary components of the apparatus and continues
to operate until the desired relative humidity level is reached
after which the apparatus is turned off by the automatic control
unit.
In some applications, the automatic control unit also continues
to operate the regeneration side of the system after the engine
is turned off to prepare the desiccant for the next time the motorized
vehicle is started. In this case the residual excess engine heat
remaining in the engine and exhaust system after the engine is turned
off is used to regenerate the desiccant and then the desiccant is
isolated from any outside moist air by doors or air valves that
close to prevent unwanted moist air from coming in contact with
the anhydrous desiccant while the vehicle in not in use. The residual
regeneration feature provides for immediate windshield defog/defrost
the next time the engine is started.
The visibility of the pilot and crew while operating a large commercial
airliners, small private airplanes, or helicopters is extremely
critical to the safety of the aircraft. Visual impairment of the
flight crew or pilot distraction while attempting to clear windshield
condensation can directly contribute to the aircraft safety. The
lives on board the aircraft and others on the ground that could
be injured by a crash are dependent on the pilot's ability to see
clearly outside, especially during landing and take off.
The apparatus uses an automatic control unit that electronically
monitors relative humidity sensors and windshield temperature sensors
to automatically activate the desiccant dehumidification system
prior to the formation of condensation on the windshield, thereby
preventing condensation from ever forming on the windshield. The
automatic functioning of the apparatus relieves the pilot of ever
having to take any actions to clear windshield of fog, frost, or
condensation. Operational safety is enhanced since the pilot is
relieved of the possibility of distraction from windshield condensation
or the need to make equipment adjustments to eliminate windshield
fog or frost.
The operation of the aircraft apparatus is similar to that of the
land and sea motorized vehicles apparatus with the exception that
the source of heat in most cases will be transferred to the apparatus
via a hot air stream as opposed to coolant fluid.
This invention, through the use of a desiccant dehumidification
system, automatically lowers the relative humidity of the inside
cabin air; thereby, preventing or eliminating windshield condensation.
The present invention provides an automatic cabin humidity control
system which prevents condensation, frost, or fog from forming on
the inside surface of the windshield. The invention may also include
optional sensors to detect the exterior temperature and humidity.
For example, when the temperature and humidity approach (the saturation
point) a level where condensation may form on the windows an automatic
controller activates the desiccant dehumidification system. The
automatic control unit sends electrical current to the cabin chamber
fan, the rotary motor, the hot chamber fan, and the engine coolant
valve to move it to the open position for a desiccant wheel type
of apparatus. For the canister type apparatus, a variation of the
process where the desiccant wheel is replaces by a set of desiccant
canister, the automatic control unit activates fan motors to move
the air flow through the desiccant canisters and begins to alternate
the air streams between the duel canisters by periodically activating
the crossover valves to regulate the dehumidified air flow to the
inside of the windshield glass. The air stream is dehumidified when
it passes through the anhydrous desiccant material. As the desiccant
material in the canister becomes saturated with moisture the control
unit alternates the air flow by activating the input and output
crossover valves to redirect the air flow through another canister
that has completed the evaporation (regeneration) cycle. Heat exchangers
are arranged to heat or cool the various air streams when necessary
both before and after the air passes through the desiccant material.
The apparatus directs a stream of dehumidified air "dry air"
toward the windows to evaporate existing condensation that may exist,
or prevents the formation of new condensation. Additional heat may
be applied to the air stream after dehumidification to accelerate
the removal of condensation on the interior and melt ice or snow
on the exterior of the glass. The apparatus is designed to reduce
the humidity of the cabin air near the windows and continue to remove
humidity (moisture) until the humidity level reaches a desired level
within the cabin. Since the regeneration of the desiccant wheel
or canister is preferably accomplished by using the excess heat
from the engine, the only additional energy necessary to operate
the apparatus is in the form of electrical energy to operate the
controls, motors, and valves.
Although the desiccant system may use some of the existing air
ducts and vents design for the heat and air-conditioning system
to deliver dehumidified air, the inventive apparatus and method
are designed to function independently, such as those times when
the need to cool or heat the cabin does not coincide with the need
to reduce the relative humidity.
The inventive apparatus and system can be summarized in a variety
of ways, one of which is the following: an apparatus and method
for defrosting or defogging the interior portion of a windshield
with an impinging air stream, wherein the windshield surface to
be defrosted or defogged is contained within the cabin compartment
of a motorized vehicle, wherein the apparatus comprises: a rotary
desiccant wheel, a driver to rotate the wheel, a heat exchanger
(or other heat source), a case having an interior to house the desiccant
wheel, a first fan for drawing air from the cabin compartment of
the motorized vehicle and forcing the air through the desiccant
wheel to the upper section of the cabin side chamber of the case
and back to the cabin of the motorized vehicle, and a second fan
for pulling an air stream through a heat exchanger into the lower
chamber of the hot section of the case and then through the desiccant
wheel to the upper chamber of the hot section of the case where
the second fan ejects the hot moist air to atmosphere.
The desiccant wheel rotates within the cabin and hot chambers of
the case to enable the desiccant material applied to the desiccant
wheel to first collect moisture in the cabin chamber and then releases
the moisture in the hot chamber. This is accomplished by the delivery
of the moist cabin air to half of the desiccant wheel by the first
fan where the moisture is adsorbed by the desiccant. As the dry
air exits the wheel it is directed back into the cabin. The desiccant
wheel slowly rotates into the hot chamber where the second fan pulls
in air from atmosphere across the heating elements of the heat exchanger
then the hot air enters the hot half of the desiccant wheel to evaporate
off the moisture that was previously adsorbed by the desiccant in
the cabin side of the apparatus. The hot chamber recharges (evaporates
the moisture) the desiccant wheel to prepare it for it's next cycle
through the cabin side of the apparatus. The now dry desiccant material
on this portion of the wheel rotates back into the cabin chamber
to continue the repetitive cycle.
To provide instant windshield defrost/defog action as soon as the
engine is started, an after shut down regeneration feature may also
be an element of the invention where the apparatus continues to
regenerate the desiccant material after engine shut down to completely
regenerate all or a portion of the desiccant material and then isolate
this material until the engine is restarted. The residual engine
heat would be transferred to the heat exchanger by the coolant fluid
and used to evaporate the moisture as the hot side fan forces hot
air through the desiccant to continue or start up the regeneration
process for the desiccant after engine shut down while the desiccant
wheel torque motor and the cabin side fan is off. When the regeneration
is complete or the residual engine heat is depleted the automatic
control unit deactivates all the fans and motors, and closes vent
doors or air valves to the regenerated desiccant to isolate the
desiccant material from any out side air that may contain moisture.
For the desiccant canister version of the apparatus the instant
action is provided in a similar manner where the air flow through
the evaporation side of the process continues to flow to regenerate
the desiccant material after engine shut down while the fan for
the adsorption side of the apparatus and the cross over valves are
deactivated the hot coolant fluid continues to transfer the residual
heat from the engine to perform the regeneration until the heat
is depleted or the regeneration is complete after which the evaporation
side fan motor is deactivated and the desiccant material is isolated
from any source of moisture when doors are closed on both ends of
the desiccant canister. The doors or air valves may either be separate
doors from the crossover valve or one of the close positions of
the crossover valve. When the vehicle is started the automatic control
unit may senses the need for dehumidification to defog/defrost the
inside of the windshield glass and there is a source of anhydrous
desiccant completely regenerated which can instantly perform the
dehumidification.
The invention may also include a cabin air baffle (valve) to direct
the dehumidified cabin air from the invention into the air-conditioning
system return air to reduce/eliminate the build up of frost on the
cooling coils in the air-conditioner. The baffle would only be activated
to direct air to the air-conditioner after the system sensors and
control system determined that the need to lower the humidity for
windshield defog/defrosting had been accomplished, the air-conditioner
was on, and the humidity level was high enough to warrant the need
for dehumidification to eliminate frost or improve the efficiency
of the unit.
The preferred fan arrangement is configured to provide positive
pressure on the cabin side and negative pressure on the hot side
of the case. The fan configuration will force any air leakage from
the cabin side to the hot side and the design further incorporates
seals to prevent air flow from the hot side to the cabin.
The optional sensors are included in this alternative of the invention
to provide information to the automatic electronic humidity control
unit. The sensors transmit data used by the control device for determining
when the windshield is approaching the dew point. This is accomplished
by the sensors providing both cabin air and windshield internal
and external temperature, and relative humidity information to the
control device. The electronic control device uses the sensor data
to determine when to turn on/off the apparatus and also displays
temperature and relative humidity information so the occupant(s)
may adjust the desired humidity to a lower level for comfort after
the system has eliminated the possibility of fog/frost on the windshield.
The invention also includes a method of removing condensation from
the interior cabin compartment of a motorized vehicle, which can
be summarized as including the following steps: monitoring the temperature
and humidity level of the cabin of a motorized vehicle, regulating
the humidity level of the cabin by electronically controlling the
apparatus to automatically turn the system on when condensation
could form on the windshield of the cabin, dehumidifying the air
extracted from the cabin by passing the air through rotating desiccant
material or desiccant canister during a dehumidification cycle,
recharging the desiccant with hot air then expelling the moist hot
air from the apparatus outside the system, introducing a dehumidified
air stream into the cabin compartment of a motor vehicle to lower
the relative humidity in the cabin to prevent/remove fog/frost on
the windows.
The desiccant canister type apparatus consisting of duel desiccant
canisters containing honeycomb coated with desiccant material and
connected to inflow and outflow crossover valves and work in conjunction
with heat exchangers which are controlled by the automatic control
unit to heat or cool the air stream. The automatic control unit
for the canister type apparatus either opens or closes the coolant
valves and/or activates the coolant pump to circulate the coolant
through the heat exchangers. The automatic control unit either utilizes
a timer to set the interval between cycles or sensors are utilized
to measure the evaporation and adsorption rate of the desiccant
within the canister to determine when to alternate the adsorption
and evaporation canisters so that as one canister becomes saturated
with moisture, it is replaced in the air stream by another canister
that has just completed an evaporation cycle.
The apparatus can be summarized in a variety of ways one of which
is the following: an automatic electronic humidity control device
to receive data from the temperature and humidity sensors and determines
if the relative humidity is approaching the dew point on the inside
of the windshield, the electronic humidity control device controls
the activation of the fans, motors, heat exchangers and valves to
start or stop the dehumidification process, a fan first passes cabin
air through a rotating desiccant wheel driven by a torque motor
to remove the moisture from the cabin air then forces the dehumidified
air back into the cabin, another fan pulls air from atmosphere to
be heated by the heat exchanger then the hot air is used to recharge
the desiccant material on the wheel as the wheel rotates into the
hot chamber, the hot moist air is then expelled back into the atmosphere
by the fan and the desiccant wheel continues it's rotation back
into the cabin side chamber of the case to perform another cycle
of dehumidification, the control device provides the occupants with
an adjustment option to set the desired relative humidity for the
unit so it will continue to lower the relative humidity below the
point where the automatic control would turn the system off.
For both the desiccant wheel and desiccant canister type apparatus
the dehumidified air stream passing through the anhydrous desiccant
is cool. As the dehydrated cool air stream exits the honeycomb desiccant
coated material the air may be passed through a heat exchanger to
increase the temperature of the air stream which will increase the
capacity of the air to defog/defrost the windshield glass.
The Automatic Digital Control Unit for land based vehicles consist
of three different types of control. The first, is a full feature
unit which automatically determines the desired settings for the
unit based on sensor readings of temperature and humidity both inside
and outside the vehicle. The occupant sets the unit on automatic
and the unit will continue to control the environmental system by
monitoring the outside air temperature and relative humidity and
based on these readings the control unit will automatically set
the preferred temperature, fan speed, and relative humidity.
Since the occupants are dressed with warmer clothing in the winter
and they are comfortable in a cooler temperature the automatic control
unit sets the thermostat mechanism lower than 72.degree. F. As the
temperature outside decreases the setting by the automatic controller
is lowered. When it is very cold the setting may be 67.degree. F.,
and as the outside air temperature increases the setting will be
automatically increased up to 72.degree. F. in cold weather.
The temperature settings are pre-established and make up an element
of the environmental profile which over may adjust the cabin air
temperature during the time of operation and may provide a higher
temperature when heat is first provided to warn the occupants when
they initially enter the vehicle and as the seats and occupants
warm up the automatic control unit begins to lower the temperature
to maintain perfect comfort without the occupant having to make
any environmental control adjustments. When the control unit is
set to the automatic feature the system is automatically activated
when the occupant starts the vehicle. The automatic control unit
will also maintain the relative humidity setting in the center of
the relative humidity zone of comfort as the temperature setting
is automatically adjusted by the unit. When the automatic control
unit senses that the relative humidity is outside of the desired
range the control unit will activate the dehumidification or humidification
even with the heating or cooling deactivated.
During warm or hot climate conditions such as summer the automatic
control unit senses the outside conditions an automatically adjust
the temperature cooling settings and the relative humidity settings.
Depending on the outside air temperature the control unit may set
the temperature in a range of 73.degree. F. to 79.degree. F. for
the cabin and also regulate the relative humidity as the control
unit regulates the air stream to the selected predetermined temperature
profile to control the apparatus as it cools down the occupants
with a lower temperature when they first start the vehicle and then
as the occupant's bodies are cooled the temperature is increased
along the temperature profile to a static level above the cool down
temperature.
The automatic control unit considers the readings of the outside
air temperature and relative humidity when it selects the desired
profile. The fan speed is also regulated by the automatic control
unit to provide a higher volume of air when increased heating or
cooling is determined to be necessary by the control unit where
there is a large difference in the desired and actual cabin temperature
or during the warm up or cool down phase of the profile. The automatic
profile feature of the control unit would determine the temperature
setting, relative humidity setting and fan speed for the system;
and then activate the functions of the apparatus to deliver the
desired conditions. The environmental profile established temperature
and fan speed profile may be adjusted by the occupants to replace
the factory established profiles.
If the occupants wish to return the settings to the factory profile
there is a reset button available to quickly reset these adjustments
to the factory settings. The second mode of the control unit is
a manual setting unit, where the occupant sets the desired temperature,
humidity, and air velocity and the automatic control unit controls
the operation of the apparatus to meet the desired settings established
by the occupant. The third, is a mode where the occupant turns the
system on or off and manually sets the unit to operate at either
high, medium, or low. A vehicle may have a control unit capable
of utilizing one or more of the three modes listed above with a
selector to allow the occupant to select which type is desired at
any given time. All of the preferred embodiments of the units have
an automatic defog, defrost feature where the windshield is automatically
defrosted when the sensors relay the temperature and relative humidity
information to the control and the control unit processor determines
that defrosting is necessary to prevent the formation of condensation
on the windshield and activates the apparatus to prevent or remove
the condensation.
For the benefit of explanation the previous descriptions have generally
been separated into either humidification or dehumidification descriptions.
Although the inventive apparatus can take the form of a single function
apparatus, the apparatus with the greatest benefit to the occupants
is one in which the automatic control unit regulates the combined
functions of humidification or dehumidification of the cabin air
and defrost/defog of the windshield glass are provided in a single
unit incorporating the environmental heating and cooling systems.
The apparatus is capable of total automation where the occupants
may never activate or adjust the environmental control system and
the apparatus delivers the highest level of environmental comfort.
The present invention describes a method and apparatus for adding
humidity to heated air for motorized vehicles utilizing a desiccant
based system. The humidification is accomplished without using water
as a spray (atomized) or dripping water on a mat material for evaporation.
The apparatus does not require the motorized vehicle to transport
a container of water since the moisture used for humidification
is extracted out of another air source.
Another alternative to humidification is described in this inventive
method and apparatus where humidity can also be removed from the
cabin air before the air returns to the cabin. The automatic control
unit automatically selects and activates the desired alternative
after it determines if humidification or dehumidification is needed.
In motorized vehicles, the defrost/defog, dehumidification and humidification
function may be performed while the motorized vehicle's environmental
system is using only recirculating air in the cabin and the cabin
heating and cooling may be deactivated during humidity conditioning.
Depending on the space available and the environmental system requirements
the configuration of desiccant honeycomb structure may vary between
two alternative methods of passing the air over the desiccant material:
1.) A desiccant wheel is used to perform waterless humidification
of heated air by adsorbing the humidity out of a cool air stream
after which the air is expelled into atmosphere, following the adsorption
cycle is the evaporation cycle where the moisture is released out
of the desiccant wheel into a heated air stream which will be used
to heat the cabin of a motorized vehicle.
The desiccant wheel slowly rotates through two separate chambers
as the moisture is transferred from one air stream to the other.
As the air passes through the first chamber where the cool air containing
varying amounts of humidity is adsorbed into the desiccant material
coated on the wheel. The desiccant wheel consist of a series of
small cylindrical air passage ways, or tubes of a variety of shapes
(hexagonal or round, or corrugated, honeycomb NOMEX etc.) either
coated with or consisting of material containing desiccant. As the
air passes through the cylindrical tubes, the moisture is adsorbed
out of the air stream into the desiccant material. The wheel slowly
rotates out of the first chamber into the second chamber. In the
second chamber the heat from the hot air passing through the wheel
causes the moisture in the desiccant material to evaporate into
the hot air stream.
In a variation to this embodiment, the first chamber, where the
moisture is adsorbed into the desiccant wheel may be divided into
two stages. With the two adsorption stage system, the air from which
the moisture is adsorbed may be provided from two separate sources.
In this configuration, the (dry) anhydrous desiccant wheel would
enter the first stage of the cool chamber through which the lowest
humidity air source is passing to adsorb the available moisture.
The wheel would then rotate toward the second stage source of cool
air with the highest available humidity. Then the desiccant wheel
would rotate into the hot air stream chamber where the moisture
previously adsorbed into the desiccant would evaporate into the
hot air stream. The evaporation of moisture that takes place in
the hot chamber would recharge the desiccant wheel to prepare the
wheel for the next adsorption cycle.
This process would repeat itself until the humidity reaches the
desired level. The automatic control unit would then turn off the
fans, torque motors, and close the valves to the heat exchangers.
This multi-stage alternative enables the system to extract moisture
from internal air before it is expelled outside, and also extract
moisture from an external air source that would also be expelled
outside. The automatic control unit sensors indicate the air mass
with the greatest moisture content and the automatic control unit
would then activate the wheel torque motor to rotate in the desired
direction. 2.) In the alternative, an adaptive canister containing
NOMEX honeycomb coated with desiccant (or other corrugated shaped
material coated with desiccant) may be positioned so as to allow
the air to flow through the small passages formed by the structure
of the honeycomb is used to perform the desired result of either
humidification or dehumidification of the air going to the cabin.
This method uses multiple canisters to sustain a constant air flow
by switching from one canister to another so as to allow the desiccant
filler to go through the adsorption cycle in one (or some) of the
canisters while another (or others) are going through the regenerative
cycle. The switching of the air into and out of the canisters is
accomplished by either a rotary valve or a series of electronically
controlled slide valves or gate valves.
The method of the present invention may be summarized in a variety
of ways, one of which is the following: a method of altering the
humidity level of a passenger cabin of a motorized vehicle having
a windshield with an interior surface, comprising the steps of:
providing a desiccant based moisture collection means or device
for collecting moisture from air; positioning the moisture collection
means or device in the path of an air stream; providing a heat source
capable of emitting heat sufficient to evaporate moisture from an
air stream; positioning the moisture collection means or device
in communication with the heat source; evaporating the moisture
removed by the moisture collection means or device into the atmosphere;
and directing the air stream from which the moisture was evaporated
into or out of the passenger cabin of a motorized vehicle.
Positioning the moisture collection means or device in the path
of an air stream may further include the step of: providing communication
with an air stream originating from a source external to the passenger
cabin; providing communication with an air stream originating from
a source internal to the passenger cabin; or, providing communication
with an air stream originating from a combination of sources including
at least one source internal to the passenger cabin and at least
one source external to the passenger cabin.
Directing the air stream from which the moisture was recovered
into the passenger cabin of a motorized vehicle may include: directing
the air stream at the interior surface of the windshield; directing
the air stream from which the moisture was recovered to an evaporator
for lowering the temperature of the air stream from which the moisture
was recovered enabling the evaporator to operate more efficiently;
directing the air stream to a pre-cooler prior to delivery to the
cabin.
The method may also include providing at least one heat exchanger
means for adjusting the temperature of an air stream; selectively
diverting the path of the air stream, in which moisture collection
means is positioned, away from the moisture collection means to
enable substantially complete evaporation of moisture by the heat
source from the moisture collection means; or, providing a system
of sensors capable of monitoring the environmental conditions to
which the cabin of a motorized vehicle is subject, and selectively
performing the steps associated with altering the humidity level.
The present invention may also be summarized as follows: a method
of altering the humidity level of a device having a holding compartment
subject to induced environmental conditions, the method comprising
the steps of providing a desiccant based moisture collection means
for collecting moisture from air; positioning the moisture collection
means in the path of an air stream; providing a heat source capable
of emitting heat sufficient to evaporate moisture from an air stream;
positioning the moisture collection means in communication with
the heat source; evaporating the moisture removed by the moisture
collection means into the atmosphere; and directing the air stream
from which the moisture was evaporated into the holding compartment.
The method may also include the step of providing a refrigerated
holding compartment.
An apparatus of the present invention may be summarized as follows:
an apparatus for regulating the humidity level of the cabin compartment
of a motorized vehicle having a windshield, the apparatus comprising:
dehumidification means for dehumidifying an air stream, wherein
the dehumidification means partially comprises a filler component
with a moisture absorbing desiccant substance applied to its surface,
and a canister having an interior, an inlet and an outlet; means
for drawing air from a source thereof and directing the drawn air
to the inlet of the canister enabling the dehumidification means
to extract moisture from drawn air; and a heat exchanger for extracting
heat from the motorized vehicle and delivering it to the interior
of the canister to dry the desiccant material after it has absorbed
moisture.
The heat exchanger may be configured to extract heat from the engine
compartment of the motorized vehicle. The apparatus may further
comprise a system of baffles positioned within the canister to direct
the flow of air through the dehumidification means, or an exhaust
means for expelling dry air from the canister through the outlet
of the housing. The filler may be a desiccant wheel, or have a system
of corrugations comprising a plurality of cells having a substantially
hexagonal perimeter and at least one divider for dividing the plurality
of cells into subcells for increasing the available surface area
and strength associated with each cell. The subcells may be filled
with a solid material. The desiccant wheel may include a center
drive means for operating the wheel.
It is an object of the present invention to provide an apparatus
for and a method of desiccant humidification of the cabin air of
a motorized vehicle to increase the relative humidity of the air
contained in the cabin. The desiccant adsorbs moisture out of the
stale cabin air before it is released from the cabin into the atmosphere
after which the moisture contained in the desiccant material is
then released into the fresh air stream to raise the relative humidity
of the fresh air before entering the cabin.
It is an object of the present invention to provide a desiccant
based apparatus which is capable of continuously humidifying a fresh
air stream from the atmosphere which is forced into the cabin of
a motorized vehicle. The apparatus adsorbs the moisture out of the
stale cabin air as the stale cabin air passes through a desiccant
material before the air exits the cabin into the atmosphere and
the moisture in the desiccant material is later released into the
fresh air stream entering the cabin through evaporation which increases
the relative humidity of the fresh air stream.
It is an object of the present invention to provide an apparatus
for and a method of environmental air conditioning where the air
stream is continuously humidity conditioned by a process where the
position of a desiccant material or the air stream which is entering
a desiccant material is altered or alternated to provide continuous
humidification or dehumidification of the intended air mass and
the heat energy of regeneration is provided from excess engine heat.
It is an object of the present invention to provide an apparatus
for and a method of desiccant humidification where the moisture
contained in stale cabin air is reclaimed out of the stale air and
reintroduced into the fresh air stream which then enters the cabin
of a motorized aircraft in order to increase the relative humidity
of the fresh air stream.
It is an object of the present invention to provide an apparatus
for and a method of air craft cabin environmental humidity air conditioning
through desiccant based humidification which reclaims moisture from
stale cabin air which is then evaporated into fresh outside air
entering the cabin to lower the level of carbon dioxide by increasing
the ratio of fresh outside air as compared to the ratio of stale
cabin air without lowering the cabin relative humidity below the
human comfort level of 35% R.H.
It is an object of the present invention to provide an apparatus
for and a method of desiccant relative humidity control air conditioning
for the cabin air of a motorized vehicle where the excess vehicle
engine heat or the heat created from the act of compressing the
fresh air going to the cabin as it passes through or over the surface
of the desiccant material cause the moisture in the desiccant to
evaporate into the air stream.
It is an object of the present invention to provide an apparatus
contained within a non pressurized aircraft cabin compartment or
within any other area of the aircraft where two different air streams
each passed through separate sections of a single or multiple rotating
desiccant wheel to accomplish the adsorption and evaporation of
moisture into and out of the desiccant material for cabin humidification.
Where the source of moisture is cold fresh outside air passing through
one side of the desiccant wheel and returning to the atmosphere,
after which hot air performs the evaporation of the moisture out
of the desiccant material into the air entering the cabin.
It is an object of the present invention to provide an apparatus
contained within the cabin compartment of a motorized vehicle or
any other area of the vehicle where two different air streams each
passed through separate sections of a single or multiple rotating
desiccant wheel to accomplish the adsorption and evaporation of
moisture into and out of the desiccant material for cabin humidification.
Where the source of moisture is cool stale air from the cabin passing
through one side of the desiccant wheel and expelled into the atmosphere,
after which hot air performs the evaporation of the moisture out
of the desiccant material into the air entering the cabin.
It is an object of the present invention to provide an apparatus
contained within the cabin compartment of a motorized vehicle or
any other area of the vehicle where three different air streams
each passed through separate sections of a single or multiple rotating
desiccant wheel to accomplish the adsorption and evaporation of
moisture into and out of the desiccant material for cabin humidification.
Where the source of moisture is both cool stale cabin air and cold
outside air passing through one side of the desiccant wheel and
expelled into the atmosphere, after which hot air performs the evaporation
of the moisture out of the desiccant material into the air entering
the cabin.
It is an object of the present invention to provide an apparatus
where the air flow and desiccant wheel rotation are controlled by
an automatic control unit which monitors the process through temperature
and relative humidity sensors and then activates the motors and
valves to regulate the level of relative humidity within the cabin.
It is an object of the present invention to provide a process where
the adsorption and evaporation of moisture into and out of a desiccant
material for the purpose of raising the relative humidity of the
cabin air is accomplished with excess heat present in the compressed
air entering the cabin.
It is yet another object of the present invention to provide an
apparatus where the expansion of the cabin air of a pressurized
cabin as it escapes to atmosphere provides the cooling for a heat
exchanger when the air passes through a regulator valve into an
expansion chamber with a lower air pressure. The expansion chamber
is vented to atmosphere through a regulator valve which allows the
stale cabin air to escape into atmosphere. The cooling provided
by the heat exchanger/expansion chamber serves to cool the stale
air before it passes through the desiccant material during the adsorption
phase and also cools the hot compressed air from the engine used
to evaporate the moisture after the hot air passes through the desiccant
during the evaporation phase to regulate the cabin temperature.
It is a further object of the present invention to provide a process
of automatically regulating the relative humidity of the cabin air
of a motorized vehicle through the use of a desiccant apparatus;
automatically eliminating frost, fog or condensation on the surface
of the windshield glass of a motorized vehicle; automatically preventing
the formation of condensation, fog or frost on the surface of the
windshield glass of a motorized vehicle.
It is a further object of the present invention to provide a process
of automatically regulating the relative humidity of the cabin air
of a motorized vehicle through the use of a desiccant apparatus.
Where an Automatic Control Unit (ACU) consisting of temperature
and relative humidity sensors, a display unit with display features
and occupant control selection switches, an electronic control processor
and electrical output switches to activate, deactivate and regulate
the other components of the inventive apparatus. Although the capability
of the ACU may vary from regulating one element of the relative
humidity to a complete environmental control unit, the desiccant
invention must have a control method to produce the desired results.
It is a further object of the present invention to provide a process
of automatically eliminating frost, fog or condensation on the surface
of the windshield glass of a motorized vehicle through the use of
desiccants where the Automatic Control Unit (ACU) monitors a set
of sensors to automatically detects the formation of fog, frost,
or other condensation on the inside surface of the windshield glass
and then automatically activates the components of the inventive
apparatus to eliminates the condensation which may have formed on
the inside of the windshield glass.
It is a further object of the present invention to provide a process
of automatically preventing the formation of condensation, fog or
frost on the surface of the windshield glass of a motorized vehicle
through the use of desiccants where the Automatic Control Unit (ACU)
monitors a set of sensors to detect the environmental conditions
which may approach a point which could cause fog, frost or other
condensation to form on the inside of the windshield glass. The
ACU automatically activates the components of the inventive apparatus
prior to the formation of any condensation to assure the occupants
of the motorized vehicle never have their visibility impaired by
the formation of condensation while the vehicle is in operation.
It is a further object of the present invention to provide an inventive
apparatus which may utilize a center drive desiccant wheel consisting
of a honeycomb NOMEX wheel which has a (metal &/or plastic)
center spline drive to support the desiccant wheel and provide the
transfer of torque from the torque motor to the wheel. A reduction
gear box may provide the necessary RPM reduction from the motor
to the slowly rotating desiccant wheel. A metal &/or plastic
band may encase the perimeter of the wheel and attached to the wheel
by a permanent bond with an adhesive to provide structural support
and prevent abrasion of the NOMEX honeycomb where the wheel contacts
the seals or case during rotation.
It is a further object of the present invention to provide an inventive
apparatus which may utilize an adaptive desiccant canister case
in place of the desiccant wheel, where the air flow through a set
of desiccant canisters is alternated between the individual canisters
to provide a continuous adsorption and evaporation process.
It is a further object of the present invention to provide an inventive
apparatus which may have a set of vent doors (air valves) which
may be utilized to configure the air flow through the apparatus
in such a way as to allow the apparatus to continue to regenerate
the desiccant material after the motor is shut down by utilizing
the residual heat from the motor and then when regeneration is complete
the vent doors are configured to isolate the desiccant from air
exterior to the apparatus. The storage of regenerated desiccant
allows the apparatus to deliver an instant dehumidified air stream
immediately after the next engine start up. Dehumidified air may
be delivered by the apparatus before the motor has heated up to
a temperature capable of providing the necessary heat for evaporation.
It is a further object of the present invention to provide an inventive
method and apparatus capable of delivering a humidified air stream
to the cabin or a dehumidified air stream to the cabin; and/or a
defog/defrost dehumidified ambient or heated air stream to the windshield
from a recirculated air source originating from the cabin. The invention
is unique due to it's ability to deliver humidification, dehumidification,
and/or defog by using recirculated cabin air which allows the occupants
to avoid the need to introduce smoke or other noxious gases into
the vehicle from the exterior of the vehicle while conditioning
the air in the event that the vehicle is passing through an undesirable
air mass.
These and other objects, advantages and features of the present
invention shall become apparent after consideration of the specification
and drawings set forth herein, and all such objects, advantages
and features are contemplated within the scope of the present invention
whose only limitation is the scope of the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic side view of an embodiment of the apparatus
of the present invention in an automobile application;
FIG. 2 is a schematic top view showing the rotation of the desiccant
wheel of the apparatus of FIG. 1;
FIG. 3 is a schematic side view, with arrows to show the air flow
direction, of the overall system of FIG. 1 including components
of a representative motorized vehicle;
FIG. 4 is an enlarged schematic side view of some of the components
shown in FIG. 3 with arrows showing air flow and hot water(coolant)
flow direction, and electrical wiring;
FIG. 5 is an enlarged schematic of the apparatus case and components
shown in FIG. 4;
FIG. 6 is a detailed side view of the torque drive system and the
seal component, dividing the cabin and hot chamber shown in FIG.
5;
FIG. 7 is a perspective view of the apparatus of FIG. 4;
FIG. 8A is a perspective view of the lower case and components
of the apparatus of FIG. 7 with the top cover and desiccant wheel
removed therefrom;
FIG. 8B is a partial cross-section of the hot chamber side of the
case portion of the apparatus shown in FIG. 7;
FIG. 9A is a perspective of the embodiment of the desiccant wheel
of the present invention;
FIG. 9B is a front view of an alternate embodiment of the desiccant
wheel shown in FIG. 9A;
FIG. 10 is a partially fragmented perspective view of a portion
of the wheel shown in FIG. 9A;
FIG. 11 is a schematic view of the air flow pattern of the invention
shown in use in a helicopter embodiment of the system;
FIGS. 12 and 13 are detailed schematic views of the invention shown
in FIG. 11;
FIG. 14 is a summary chart listing sources of moisture, sources
of heat, and a summarized list of the inventive methods.
FIG. 15 is a method flow chart showing how fresh outside air is
heated and humidified to increase the relative humidity of the cabin
air.
FIG. 16 is a method flow chart showing how recirculated cabin air
is heated and humidified to increase the relative humidity of the
cabin air.
FIG. 17 is a method flow chart showing how recirculated cabin air
is dehumidified to lower the relative humidity of the cabin air.
FIG. 18 is a method flow chart showing how fresh outside air is
dehumidified to lower the relative humidity of the fresh air going
into the cabin.
FIG. 19 is a method flow chart showing how the relative humidity
of the cabin recirculated air is lowered before the dehumidified
air goes through the air-conditioner evaporator cooling unit thus
increasing the efficiency of the air-conditioner.
FIG. 20 is a method flow chart showing how the relative humidity
of fresh air going into the cabin is lowered before the air goes
through the air-conditioner evaporator cooling unit to increase
the efficiency of the air-conditioner.
FIG. 21 is a method flow chart showing how recirculated cabin is
dehumidified and then used to defog/defrost the inside surface of
the windshield.
FIG. 22 is a method flow chart showing how fresh outside air is
dehumidified and then used to defog/defrost the inside surface of
the windshield.
FIG. 23 is a summary chart showing the general functions and benefits
of the inventive method.
FIG. 24 is a diagram showing the desiccant process of humidification
of a fresh air stream going into an aircraft cabin from the engine
compressor to increase the relative humidity of the cabin.
FIG. 25 is a diagram showing the source of moisture and the air
flow for the desiccant humidification of an aircraft cabin.
FIG. 26 is a concept drawing showing a desiccant based aircraft
cabin humidification system utilizing a desiccant wheel where the
source of moisture is the outside air.
FIG. 27 is a concept drawing showing a desiccant based aircraft
cabin humidification system utilizing a desiccant wheel where the
source of moisture is the stale cabin air before it is expelled
from the aircraft.
FIG. 28 is a concept drawing showing a desiccant based aircraft
cabin humidification system utilizing a desiccant wheel where there
is a duel source of moisture.
FIG. 29 is a drawing showing a desiccant based aircraft cabin humidification
system utilizing a desiccant wheel.
FIG. 30 is a schematic showing a desiccant wheel aircraft cabin
humidification system.
FIG. 31 is a schematic showing a desiccant based aircraft cabin
humidification system utilizing a desiccant wheel including a cooling
unit to lower the air temperature of both the fresh air after it
is humidified and also the old stale air before the moisture is
adsorbed into the desiccant wheel.
FIG. 32 is a schematic showing a desiccant based aircraft cabin
humidification system utilizing a desiccant wheel including a cooling
unit to lower the air temperature of the fresh air after it is humidified.
The stale cabin air is not cooled before it passes through the desiccant
wheel.
FIG. 33 is a diagram showing the adsorption of moisture by a desiccant
canister from stale cabin air before the air is released into the
atmosphere.
FIG. 34 is a schematic drawing showing a duel alternating desiccant
canister process where one canister is in the adsorption cycle while
the other is in the evaporation (regeneration) cycle.
FIG. 35 is a schematic drawing showing a duel alternating desiccant
canister process where one canister is in the adsorption cycle while
the other is in the evaporation cycle included is the crossover
valve and the fresh air cooling unit.
FIG. 36 is a block diagram of an aircraft canister desiccant process
where a single crossover valve is utilized to alternate the air
flow both into and out of the canisters.
FIG. 37 is a block diagram showing the airflow through the rotary
crossover valve.
FIG. 38 is a cutaway drawing of a desiccant canister.
FIG. 39 is a cutaway drawing of a desiccant canister showing how
the canister can be adapted to various shape and size requirements.
FIG. 40 is a cutaway drawing top view of the air flow, baffles,
and honeycomb orientation in a desiccant canister.
FIG. 41A is a cut away of a desiccant canister which also serves
as a crash adsorption panel with a center input and out flow opening.
FIG. 41B is a cut away of a desiccant canister which also serves
as a crash adsorption panel with an off set input and out flow opening.
FIG. 42 is a drawing of a duel purpose desiccant canister with
the end enclosure removed to show the two canisters filled with
honeycomb which may be formed in various shaped to serve as a knee
bolster for the front seat in the event the vehicle is in a crash.
FIG. 43 is a drawing of a shaped NOMEX honeycomb showing the air
flow through the tubes (passages) created by the honeycomb structure
with an air space to allow a turn in air flow direction.
FIG. 44 is a drawing of a rotary crossover input valve.
FIG. 45 is a drawing of a rotary crossover out flow valve.
FIG. 46 is a block diagram showing the air flow of a single cycle
of the rotary crossover valve.
FIG. 47 is a drawing of the rotary crossover valve with (8) eight
connections.
FIG. 48 is a schematic drawing of a multi canister desiccant system
to provide uninterrupted air flow, while the valves for two canisters
change over, the other two canisters continue to flow uninterrupted.
FIG. 49 is a schematic view of a duel canister, duel rotary crossover
valve cabin desiccant apparatus for a non-pressurized vehicle utilizing
after process cooler & air-conditioner coils to further condition
the air going to the cabin which will humidify, dehumidify the cabin
air and defrost/defog the windshield.
FIG. 50 is a schematic view of a duel canister desiccant apparatus
for a non-pressurized cabin showing a configuration utilizing duel
crossover valves to humidify, dehumidify the cabin and defog/defrost
the windshield.
FIG. 51 is a diagram showing the adsorption and regeneration process
used in the humidification of recycled cabin air.
FIG. 52 is a diagram showing the adsorption and regeneration process
used in the dehumidification of recycled cabin air.
FIG. 53 is a diagram of a land vehicle showing the adsorption of
cabin moisture into a desiccant material before the air is vented
to the outside, and the evaporation of moisture out of the hydrous
desiccant material through the use of an engine heater utilizing
excess engine heat where the air is moved by an electrical fan.
FIG. 54 is a diagram of a land vehicle showing the reclamation
of moisture out of stale cabin air and the additional supply of
moisture from outside air to humidify the fresh heated air stream
entering the cabin.
FIG. 55 is a diagram of a land vehicle showing the dehumidification
of cabin air to enhance the efficiency of the air-conditioner cooling,
improve comfort, and increase the safety by defrosting the windshield.
FIG. 56 is a diagram of the air flow through a desiccant wheel
to perform defog/defrost/dehumidification of recirculated cabin
air.
FIG. 57 is a diagram of the air flow through a desiccant wheel
to perform the humidification of fresh heated air going into the
cabin.
FIG. 58 is a diagram of the air flow through a desiccant wheel
to perform the humidification of recirculated heated air going into
the cabin.
FIG. 59 is a diagram of the air flow through a desiccant wheel
to perform the dehumidification of fresh outside air going into
the cabin.
FIG. 60 is a process flow diagram of the multiple processes integrated
into a single apparatus utilizing a desiccant wheel capable of providing
heat with increased humidity, defrost/defog function for the windshield,
and dehumidified air to increased air-conditioner efficiency and
comfort.
FIG. 61 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler and cabin heating & cooling capability.
FIG. 62 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler and cabin heating & cooling capability
with the additional feature of dehumidified heat.
FIG. 63 is a side view of a desiccant wheel vehicle humidification/dehumidification
unit showing the air-conditioner condenser as the heat source for
evaporation.
FIG. 64 is a side view of a desiccant wheel vehicle humidification/dehumidification
unit showing the air-conditioner condenser as a second heat source
for evaporation.
FIG. 65 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit.
FIG. 66 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler showing an additional heat exchanger positioned
below the desiccant wheel which utilizes the fan without heating
the air stream entering the wheel.
FIG. 67 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler and two PCX heat exchanger coils.
FIG. 68 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler, PCX coils, and a split set of coils to provide
heat exchange for the pre-cooler and the air-conditioner. Regeneration
retention doors are shown which isolate the desiccant after regeneration
while the engine is off to provide instant defog/defrost immediately
after engine start up.
FIG. 69 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler, PCX coils, and a two separated sets of coils
to provide heat exchange for the pre-cooler and the air-conditioner.
Regeneration retention doors are shown which isolate the desiccant
after regeneration while the engine is off to provide instant defog/defrost
immediately after engine start up.
FIG. 70 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system which may be adapted
to a previously manufactured vehicle.
FIG. 71 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system with the defog/defrost
on.
FIG. 72 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system with the cabin dehumidification
on.
FIG. 73 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system with the cabin dehumidification
and windshield defrost on.
FIG. 74 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system with dehumidification
of the air supply for the air-conditioner to provide enhanced air-conditioner
efficiency.
FIG. 75 is a diagram of the air valves for a desiccant wheel vehicle
humidification/dehumidification/defog system with warm humid air
on.
FIG. 76 is a diagram of a duel desiccant canister humidification
system for a land based vehicle.
FIG. 77 is a diagram of a duel desiccant canister humidification
system capable of humidification, dehumidification, windshield defrost
and enhanced air-conditioner efficiency with either fresh outside
air or recirculated cabin air going into the cabin.
FIG. 78 is a drawing of an engine exhaust heat exchanger.
FIG. 79 is a drawing of an excess engine heat recovery systems
connected to the desiccant canister environmental system.
FIG. 80A is a drawing of a desiccant coated NOMEX honeycomb center
drive desiccant wheel.
FIG. 80B is a drawing of a desiccant coated NOMEX honeycomb center
drive desiccant wheel showing the retained moisture content percentages
as the wheel rotates.
FIG. 81 is a detail view of desiccant coated NOMEX honeycomb.
FIG. 82 is a detail view of super surface NOMEX honeycomb providing
additional surface area to enhance the adsorption and evaporation
process for a desiccant apparatus and the additional structure provides
improved compression and lateral strength when the honeycomb is
utilized in this apparatus or other structural applications.
FIG. 83 is a detail view of the expansion process of super surface
NOMEX honeycomb showing the flat, partially expanded and the completely
expanded structure where the corners of the internal structure have
been pre-folded.
FIG. 84 is a detail view of Poly-Shape NOMEX honeycomb providing
both additional surface area and an area capable of receiving a
filler material to enhance the adsorption and evaporation process.
FIG. 85 is a detail view of Poly-Shape NOMEX honeycomb showing
an area filled with a desiccant material to enhance the adsorption
and evaporation process or structural material to provide higher
compression strength and higher rigidity to side loads by locking
the honeycomb into the expanded position.
FIG. 86 is a detail view and chart showing the increase in surface
air of the Super Surface form over the traditional form of honeycomb
with an increase of 24% as compared to a smaller 50% size of the
traditional honeycomb shape.
FIG. 87 is a detail view and chart showing the surface area of
traditional honeycomb used as a comparison to the Super Surface
honeycomb.
FIG. 88 is a diagram of the sensor for the automatic control unit.
FIG. 89 is a diagram of the electrical output of the control unit
to the other components.
FIG. 90 is a diagram showing some of the occupant's selections
for the automatic control unit.
FIG. 91 is a chart listing some of the elements of the automatic
control unit functions,
FIG. 92 is a two part chart showing an environmental profile utilized
by the automatic control unit for cabin temperature and fan speed
based on outside air temperature, relative humidity and duration
of operation.
FIG. 93 is a two part chart showing an environmental profile utilized
by the automatic control unit for cabin air temperature, relative
humidity and fan speed based on the outside air temperature, relative
humidity and duration of operation.
FIG. 94 is a diagram showing sensors, control units, and devices
automatically operated by the control unit.
FIG. 95 is a drawing showing one example of the front of the control
unit display.
FIG. 96A is a drawing of the full function automatic digital control
unit with modes and functions shown.
FIG. 96B is a drawing of the full function automatic digital control
unit with modes and functions shown and labels for explanation of
the controls with the ACTUAL readings in the display.
FIG. 96C is a drawing of the full function automatic digital control
unit with modes and functions shown and labels for explanation of
the controls with the SET readings in the display.
FIG. 96D is a drawing of the full function automatic digital control
unit with modes and functions shown and labels for explanation of
the controls with the SET readings in the display with additional
selection for the left and right side of the vehicle.
FIG. 97A is a schematic view of a duel canister cabin desiccant
apparatus utilizing duel crossover valves.
FIG. 97B is a schematic view of a (4) four canister, duel rotary
crossover valve cabin desiccant apparatus capable of uninterrupted
air flow.
FIG. 98 is a schematic view of a duel canister, duel rotary crossover
valve cabin desiccant apparatus utilizing after process cooler/heater
coils to further condition the air going to the cabin.
FIG. 99 is a schematic view of a (4) four canister, duel rotary
crossover valve cabin desiccant apparatus utilizing after process
cooler/heater coils to further condition the air going to, the cabin.
FIG. 100 is a schematic view of a duel canister non-baffled straight
through air flow, duel rotary crossover valve cabin desiccant apparatus
utilizing after process cooler/heater coils to further condition
the air going to the cabin.
FIG. 101 is a drawing showing a desiccant wheel freezer box dehumidification
apparatus with two motors.
FIG. 102 is a drawing showing a desiccant wheel freezer box dehumidification
apparatus with one drive motor.
FIG. 103 is a drawing showing a desiccant wheel freezer box desiccant
based dehumidification apparatus with two drive motors.
FIG. 104A is a diagram of a continuous flow (4) four canister case
section of a desiccant apparatus with straight through unbaffled
canisters.
FIG. 104B is a diagram of the position of the rotary valve moved
forward to show the relative location of the case.
FIG. 104C is a diagram of the rotary crossover valve with a Detail
of a section of the valve.
FIG. 105 is a drawing of an example of a desiccant wheel "INPUT
-to- OUTPUT" vent off set which compensates for wheel rotation
and core cell openings.
FIG. 106 is a drawing of a desiccant based dehumidification apparatus
where an alternative to the inventive method utilizing a desiccant
wheel to dehumidify an air stream which will then enter an air compressor
to become dehumidified compressed air for use in general construction,
commercial, and industrial applications or may be utilized in medical
or private compressors.
FIG. 107 is a drawing of a desiccant based air compressor dehumidification
apparatus which is similar to the apparatus shown in FIG. 106 except
that the heat exchanger is removed and the heat for evaporation
is provided from the air stream which cools the compressor and air
cooled motor.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
FIG. 1 shows the relative position of the inventive apparatus in
a motorized vehicle designated generally by the reference letter
"V", but more particularly in an automobile application
where the engine is designated as 20 engine carburetor and air
filter as 212 the radiator as 19 and engine water (coolant) pump
18 which provides the heat system to the apparatus' heat exchanger
17.
The apparatus is supplied with hot water when the engine water
(coolant) valve 6 opens and the hot water flows through hoses to
the heat exchanger 17. The system incorporates a desiccant wheel
designated generally by the numeral 21 (also shown as 11 & 12).
An alternate source of heat can be obtained by using the heat from
the engine exhaust manifold and/or exhaust pipe (not shown). This
alternative source provides quicker heat to the system, however
special caution is required to prevent carbon monoxide from entering
the cabin. Another alternate source of heat may be obtained by using
bleed air from the compressor section of a turbine engine powered
vehicle shown in FIGS. 11 12 13.
A hot chamber fan 5 pulls outside air through the hot section of
the apparatus to regenerate the desiccant wheel 21. The outside
air at atmospheric temperature is heated as it passes through the
heat exchanger 17. As the hot air from the heat exchanger is delivered
to the desiccant wheel 21 contained in the case 40 and passes through
a portion of the desiccant wheel 21 moisture is adsorbed by the
desiccant material (not readily seen in the drawings) applied to
the wheel.
The system and apparatus are designed such that adsorbed moisture
in the desiccant of the desiccant wheel 21 evaporates into the hot
air and is expelled into the atmosphere. That is, after the air
passes through the desiccant wheel 21 it passes through the fan
5 and is expelled outside. Humid air in the cabin 42 is pulled out
of the vent 24 and the cabin side fan 3. The operation of the cabin
side fan 3 functions in the system by pushing this cabin air to
the desiccant wheel 21 where the humidity from the incoming cabin
air is adsorbed into the desiccant material of the wheel. After
the humidity is removed, the now dry cabin air is pushed further
through an air duct 46 connecting the cabin side of the apparatus
case 40 and directed through the windshield dash vent 25 back into
the cabin 42.
The system may also include an air baffle (valve) 80 to direct
the dehumidified cabin air from the invention into the air-conditioning
system return air to reduce/eliminate the build up of frost on the
cooling coils in the air-conditioner and increase the efficiency.
The baffle 80 includes conduit 81 connected to the air conditioner
82 and preferably would only be activated to direct air to the
air-conditioner 82 after the system sensors and control system determined
that the need to lower the humidity for windshield defog/defrosting
had been accomplished, the air-conditioner was on, and the humidity
level was high enough to warrant the need for dehumidification.
With reference to FIGS. 2-4 the location of the apparatus is preferably
offset from the center line (not shown) of the motorized vehicle
V. The desiccant wheel 21 of the inventive apparatus can be divided
with respect to it's position of rotation in to two sections: (i)
the cabin side of the desiccant wheel 11 and (ii) the hot section
of the desiccant wheel 12. The seal 9 that separates the two sections
is on both the top and bottom of the wheel, and attached to the
case 40 of the apparatus. The seal 9 prevents the cabin air from
mixing between the cabin air chambers 13 and 14 and the hot air
chambers 15 and 16.
The torque motor 4 rotates the wheel 21 (cabin section 11 to hot
section 12) slowly within the case 40. The rotation of the wheel
21 moves the desiccant applied to the wheel 21 from the cabin chamber
11 where moisture is accumulated (adsorbed), to the hot chamber
12 where the moisture is removed (evaporated) and expelled outside
through an exhaust conduit located at the hot chamber fan 5. The
moist cabin air passes through vent 24 then through an air conduit
44 from vent 24 to fan 3. Fan 3 forces the moist air into the lower
portion of the cabin chamber 14 and through the desiccant wheel
21 (the cabin side 11). The now dehumidified cabin air moves out
of the top of the cabin chamber 13 through an air duct 46 to the
dashboard vent 25. Vent 25 directs the dehumidified air toward the
interior cabin side of the windshield 50 (FIG. 1) to perform the
defrost function. Vent 24 and sensor 1 are preferably located under
the dash near the occupants feet. The sensor 1 can be of virtually
any suitable variety such as a standard 1/8 or 1/4 DIN manufactured
by Thermologic Corporation of Waltham, Massachusetts. An electrical
connection designated generally by the letter "E" is connected
to the sensor and used to transmit information electronic humidity
control device box 2. The control may also be of any suitable variety
such as the PAC series manufactured by Thermologic Corporation.
The humidity control box 2 is preferably located on the dash of
the motorized vehicle (not shown) next to the convention heat and
air-conditioning controls (not shown).
An alternative sensor system may include a second sensor for measuring
the windshield glass temperature. Such a temperature sensor may
be of any suitable variety such as a compact 1/8 DIN temperature
sensor manufactured by Thermologic Corporation. This alternative
glass temperature sensor would provide more accurate dew point data
for the humidity control device. The humidity control device box
2 has an electrical connection shown in FIG. 4 connecting it to
sensor 1 cabin chamber fan 3 hot chamber fan 5 and torque motor
4. The humidity control device box 2 has an electrical connection
shown in FIG. 1 connecting it to the coolant regulator valve 6.
The apparatus is shown offset to the engine 20 and the engine carburetor
(injector) and. air filter 212. The engine water (coolant) pump
18 provides the pressure to move the hot water (coolant) through
the regulator valve 6 directing the flow to the apparatus' heat
exchanger 17 or directly to the radiator 19. The hot water (coolant)
exits the apparatus heat exchanger 17 and moves to the radiator
19. In FIG. 2 the hot water passes through standard high temperature
rubber radiator hoses 54 to and from the heat exchanger 17.
FIG. 3 shows a side view of the system with the filters 22 &
23. An alternative position for filter 22 is shown in FIG. 8A with
the filter 22 located in front of the heat exchanger. The filters
prevent dust and dirt from building up on the desiccant wheel 21.
The cabin side of the apparatus, therefore, is made up of the dehumidified
cabin air chamber 13 which is connected to the defrost vent 25 by
air vent duct 46 and the cabin humid air chamber 14 which is connected
to the system's cabin air intake vent 24 by air vent duct 44. The
cabin side fan 3 forces the air through the half of the desiccant
wheel 11 presently located in the cabin side chamber 13 and 14 (FIG.
4). The moisture is removed from the air as it passes through the
small geometrically shaped holes 60 in the desiccant wheel 21 (FIGS.
9A, 9B, and 10), as the air moves from the humid chamber of the
cabin side of the case 14 to the dry (dehumidified) side of the
cabin chamber 13.
With reference to FIGS. 9 and 10 the desiccant material is preferably
a coating or treatment applied to the surface of the wheel 21. The
wheel 21 is comprised of rolled corrugated cardboard, paper, NOMEX
or similar material with a plurality of pores or holes 60 corresponding
to the corrugations 62 of cardboard treated with an adhesive hardening
agent to provide strength and rigidity (with the consistency of
cured fiberglass) for reliability and continuous operation in the
changes of moisture and heat of the apparatus case 40. After the
cabin air is dehumidified, it passes through the upper cabin chamber
13 into the air duct 46 and then to the defrost/defog vent 25. The
dry air passes over the surface of the windshield glass to remove
any condensation and continues to flow until the humidity level
in the cabin can not support the formation of condensation on the
surface of the interior glass. The occupants may use the alternative
humidity control device (not shown) to set the relative humidity
lower and in this case the system would continue to operate until
the desired relative humidity is reached, then the automatic function
of the control device would turn the system off The humidity control
device 2 continues to monitor and display the humidity level within
the cabin after it has deactivated the apparatus, and if it senses
the need to perform the dehumidification function it will automatically
reactivate the dehumidification system to lower it to the desired
level.
The arrows in FIG. 4 show the direction of air flow through the
apparatus. Moist air is pulled from the cabin of the motorized vehicle
and forced through the wheel 21 in the cabin chamber 13 and 14 of
case 40. With regard to the hot side of the apparatus, air is pulled
into the system from hot air feed (not shown) or the atmosphere
(inside the engine compartment) where it is drawn through the heat
exchanger 17 then into the lower hot chamber 16 then through the
slowly rotating desiccant wheel during which time the desiccant
is recharged, then the hot moist air is pulled into the upper hot
chamber 15 then the hot section fan ejects the hot moist air back
into the atmosphere.
In FIG. 8B and 4 the vertical line representing the center of rotation
passing through the torque motor 4 the reduction gear box 7 and
the vertical drive shaft 66 which is connected to the reduction
gear box 7 and transmits torque to the desiccant wheel 21 through
the spline hexagonal shape of both the drive shaft 66 and the center
hexagonal spline female receptacle 64 (hereafter female spline).
In FIG. 9B the female spline 64 is shown permanently bonded to the
center of the center drive desiccant wheel 21. The base of the female
spline 64 fits into the lower wheel bearing 150. The weight of the
desiccant wheel assembly 21 rest on the lower wheel bearing 150.
The lower wheel bearing 150 is fixed to the lower case 40. The design
of the torque drive system and case allows easy assembly for both
production or repair.
The case 40 which may be manufactured from plastic, NYLON, fiberglass,
metal or other suitable materials splits into two sections: (i)
the upper section (top cover) with fan 5 torque motor 4 reduction
gear box 7 and drive shaft 66 attached (the torque motor 4 reduction
gear box 5 and drive shaft 66 are assembled together before they
are attached to the top cover of the case 40); (i) the lower case
(base) with cabin fan 3 heat exchanger 17 hot filter 22 and lower
wheel bearing 150 attached. To assemble the case, first the desiccant
wheel assembly 21 is placed into the lower case, the lower female
spline 64 fits into a center bore receptacle in the lower wheel
bearing 150 (the center bore receptacle provides alignment for the
bottom of the wheel 21 with the lower case), then the upper case
is placed over the lower case, drive shaft 66 slides into the female
spline 64 of the wheel (drive shaft 64 is long enough to allow the
alignment of both sets of splines before the case is lowered into
the final position of assembly)
In FIG. 4 the vertical line passing through the torque motor 4
reduction gear box 7 and the case 40 referred to as the center
of rotation for the wheel 21 also represents the division of the
apparatus into two sections: (i) cabin section 13 & 14 and
(ii) hot section 15 & 16.
In FIG. 5 (with arrows indicating air flow), (i) the cabin section
13 & 14 has the cabin fan 3 forcing air from the motorized vehicle's
cabin to form a positive pressure in the lower cabin chamber 14
the air flow is directed toward the cabin side 11 of the desiccant
wheel 21 a brush seal 9 attached to the lower case 40 prevents
the air from crossing over to the hot section 16. In FIG. 8A the
lower seal 9 is shown in another view dividing the case into two
sections where the seal 9 starts from a point outside of the edge
of the lower bearing 150 running to the edge of the case 40 and
up the side wall to meet seal 10 in both directions and forms a
seal between the desiccant wheel 21 and the cabin chamber 14. The
seals 9 are attached to the top of a diagonal ridge in the lower
case which is raised to form one of the side of the lower cabin
chamber 14. The other side of the lower cabin chamber 14 is formed
by half of the raised circumference wall of the case 40. The semicircular
pocket of the lower cabin chamber provides for an even distribution
of air to the cabin side of the desiccant wheel 11 as it rotates
through the chamber. The top cabin chamber 13 is formed in a similar
manner as the lower chamber 14. The seals 9 for the top cabin chamber
13 are attached in a similar manner as the lower chamber 14. The
top cabin chamber 13 collects the dehumidified cabin air and directs
this air to the air duct 46 which will contain the air flow to cabin
vent 25. The seals 9 shown in FIG. 8B, Detail S1 consist of brushes
that form a seal between the upper case and the desiccant wheel
to prevent the crossover of air from one section to another and
allows the wheel 21 to rotate freely. Seals shown in FIG. 8B, Detail
S1 of the hot section are also used in the cabin chambers 13 &
14 in a similar configuration (not shown) in FIG. 5.
In FIG. 8B, (ii) the hot section consist of the following components:
the air filter 22 is used to prevent dust and dirt from entering
the system as the air enters from atmosphere, the air then enters
the heat exchanger 17 where it is heated, the hot air is pulled
into the lower hot chamber 16 formed in a similar manner as the
cabin camber 14 The hot chambers 15 & 16 are sealed in a similar
manner as the cabin chambers 13 & 14 FIG. 8B and Detail S1
& S2 show additional detail of the seals S1 & S2 used in
both the cabin chambers and the hot chambers of the case 40 to prevent
the crossover of air form one section to another, seal type S2 is
used in location 9 and 10 the lower hot chamber 16 contains the
hot air and provides an even distribution of hot air into the bottom
of the hot section 12 of the desiccant wheel 21 the hot air is
pulled into the desiccant wheel 12 to regenerate the desiccant material
by evaporating off the moisture which was adsorbed during its previous
cycle through the cabin chamber of the apparatus, the moist hot
air exits the wheel 11 into the upper hot chamber 15 then the hot
fan 5 pulls the hot moist air out of hot chamber 15 and ejects it
out into the atmosphere.
The two sections are sealed to prevent air crossover and also to
prevent the air from flowing around the sides of the desiccant wheel
21. The seals consist of two types: the first type, seals 9 &
10 shown in FIGS. 5 8A, 8B and 8B, Detail S2 a web fabric 55
with a dense mass of short bristles 56 extending away from the webbing
to touch the surface of the rotating desiccant wheel 21 with reference
to FIG. 5 seal 10 of the S2 type is used to prevent the air from
bypassing the wheel; the second type of seal S1 shown in FIGS.
8A, 8B, and FIGS. 8B, Detail S1 has a seal element 200 with a raised
annular fin 202 Seal S1 provides sealing engagement between the
bottom of the wheel 21 and the case around the outer perimeter of
the wheel 21.
In FIG. 8A, seal S1 is also used in the upper and lower case 40
around the center of the wheel 21 to provide the seal around the
bearing 150 (lower) and drive shaft 66 (upper) and to complete the
seal in the open area between the left seals 9 and the right seal
9 for a complete air separation of the hot and cabin sections of
case 40.
With reference to FIGS. 11-12 the invention is shown in use with
a helicopter designated generally by the reference numeral 100 having
a turbine engine 101 drawn in block diagram form on FIG. 12. Moist
cabin air flow 102 is drawn from the interior of cabin 103 of helicopter
100. Dehumidified air 104 is reintroduced into the cabin. The system
includes a desiccant wheel 106 a cabin air fan 107 compressor
bleed air from the turbine engine 108 (to provide hot air to recharge
the desiccant material on the wheel 106), an automatic electronic
control device (not shown), and hot moist air exhaust 110 ejected
from the aircraft.
With reference to FIGS. 12-13 the cabin air fan 107 pulls moist
air into the system from the cabin, the air travels by air duct
to the moist cabin chamber 124 the air is forced through the top
half of the desiccant wheel 106 as the air passes through the wheel
moisture is adsorbed out of the air, the dry air is forced into
the dry cabin chamber 120 the dry air travels through an air duct
to the air vent 104 where the dry air is directed toward the windshield
to remove and/or prevent condensation from forming on the inside
of the windshields 103. The apparatus uses excess hot air from the
compressor section of the turbine engine 101. The bleed air from
the compressor is released by the engine when the bleed band opens
and allows the high temperature compressed air to escape. When the
engine controls determines that the compressor pressure is higher
than desired, it opens the bleed band to help prevent compressor
stall. The bleed air has been used in many aircraft as a source
of heat for cabin heating since the hot air is excess and there
is little chance of carbon monoxide gas entering the compressor.
The apparatus is similar to the automotive application with a few
exceptions. Since the compressor is delivering high pressure hot
air to the apparatus, there is no need for the invention to have
a hot section fan or heat exchanger. The hot bleed air recharges
the desiccant material on wheel 106 as the wheel rotates into the
hot section 122 & 126 by evaporating off the moisture adsorbed
in the desiccant when that portion of the wheel was in the cabin
section 120 & 124. Torque motor 130 rotates the wheel 106 slowly
form the cabin chambers 124 & 120 to adsorb cabin moisture to
the hot chambers 110 & 122 where the moisture is evaporated.
The automatic electronic control device box and sensors (not shown)
would operate in a similar way as the automotive application with
few exceptions. The control device would not need to operate a hot
fan or hot water valve ( since they are not used in the aircraft
application) but one of these outputs would control a valve to regulate
the flow of bleed air to the apparatus. The electronic control device
would also provide electrical current through the electrical connection
132 to the torque motor 130 and the cabin air fan 107 when the
apparatus is activated to perform dehumidification. The system would
continuously monitor the sensors to determine if the relative humidity
has reached a point where dehumidification in the cabin is necessary.
The automatic electronic control device (not shown) would turn on
and turn off the system automatically. In FIG. 11 the apparatus
us shown forward and below the windshield, the alternative location
for the apparatus would be between the cabin floor and the outer
skin of the aircraft with an extended air duct 104 to deliver the
dehumidified air to the windshield.
FIG. 14 is a summary chart of the various process of an alternative
of the inventive apparatus which may be identified as a multi-function
apparatus listing sources of moisture, sources of heat, and a summarized
list of the inventive methods for the desiccant based vehicle environmental
control apparatus. The inventive methods utilized desiccants in
conjunction with various air masses to adsorb moisture into the
desiccant material from one air stream and then evaporate the moisture
out of the desiccant into another air stream. For humidification
of the cabin air mass, the source of moisture may either be stale
cabin air from which the moisture is adsorbed before the stale air
is allowed to escape from the cabin as fresh air outside air replaces
the stale air for the cabin, or outside air may be utilized as the
source of moisture adsorption into the desiccant for humidification.
When the control unit determines that a duel air mass is necessary
to provide adequate moisture it will switch to the duel source air
from both the stale cabin air and outside air. If the control unit
through the sensors determines that one air mass has a higher relative
humidity the control unit will switch to the air flow of that air
mass. The humidification of the air mass occurs when the hydrous
desiccant is then repositioned into another air stream with a high
temperature where the moisture is then evaporated out of the desiccant
material into the air stream going to the cabin.
For dehumidification of the cabin air mass, the cabin air may be
recirculated or fresh air may be utilized which passes through an
anhydrous desiccant material resulting in the dehumidification of
the air stream. After the moisture is adsorbed into the desiccant
material the dehumidified air is directed into the cabin to lower
the relative humidity. Dehumidification occurs as a cool air mass
passes through the desiccant coated material where the moisture
is adsorbed into the desiccant. Humidification occurs when the moisture
contained in the desiccant is heated and evaporated into a hot air
stream which is forced into the cabin. The sources of heat necessary
for the evaporation of the moisture in the desiccant is supplied
from various sources of excess heat supplied by the engine, heater,
or air-conditioner. The excess engine heat is the heat source for
most vehicle applications and the compressor and condenser of the
air-conditioner unit provide additional sources of heat for vehicle
or the heating system heat may also be used to evaporate the moisture
out of the desiccant. In turbine engine powered vehicles the air
from the compressor section of the engine is an additional source
of heat. Any available heat energy may be utilized to provide the
regeneration of the desiccant. In some applications the heat energy
maybe augmented with non-excess heat.
There are at least eight (8) inventive methods performed by the
process and apparatus of this invention. They are listed in the
lower section of the chart and numbered 1 through 8. #1. Where fresh
outside air enters the apparatus and the air is heated before it
passes over the desiccant material, the hot air then passes over
the desiccant causing the moisture in the desiccant to evaporate
into the air stream, then the air stream enters the cabin as heated
and humidified air to warm the cabin and increase the relative humidity.
The source of the moisture previously adsorbed into the desiccant
material may have either come from expelled stale cabin air or an
outside air stream that entered the apparatus from atmosphere and
then returned to atmosphere after the moisture was adsorbed. #2.
Where recirculated cabin air is directed through the apparatus to
both heat and humidify the air before it returns to the cabin. The
air is first heated by a heat exchanger then passed through the
desiccant to evaporate the moisture previously adsorbed into the
desiccant material to increase the relative humidity of the air
stream, then the hot humid air is passes into the cabin. In both
#1. & #2. the temperature to effectively perform the evaporation
may produce an air stream with a temperature higher than that desired
by the occupants, therefore, another heat exchanger coil is provided
after the air passes through the desiccant material to lower the
temperature of the hot and humid air down to the desired temperature.
#3. Where recirculated cabin air is dehumidified, as the cabin air
is removed from the cabin and passes through the apparatus the desiccant
adsorbs the moisture out of the air stream before the air is returned
to the cabin to lower the relative humidity of the cabin air mass.
#4. Where fresh air is dehumidified before it enters the cabin,
the fresh outside air passes through the apparatus where the desiccant
material adsorbs the moisture out of the air after which the air
passes into the cabin. #5. Where recirculated cabin air is dehumidified
before it enters the air-conditioner unit and passes over the cold
evaporator coils, the recirculated cabin air enters the apparatus
and is dehumidified as the moisture is adsorbed out of the air when
it passes through the desiccant material after which the dehumidified
air increases the efficiency of the air-conditioner unit due to
the reduction of cooling required to cool dry air rather than moist
air when the air enters the cold evaporator coils of the air-conditioner.
#6. Where fresh outside air is dehumidified before it enters the
air-conditioner unit and passes over the cold evaporator coils,
the fresh outside air enters the apparatus and is dehumidified as
the moisture is adsorbed out of the air when it passes through the
desiccant material after which the dehumidified outside fresh air
increases the efficiency of the air-conditioner unit due to the
reduction of cooling required to cool dry air rather than moist
air when the air enters the cold evaporator coils of the air-conditioner.
#7. Where recirculated cabin air is dehumidified before it is directed
toward the cabin windshield to defog the inside surface of the glass,
the recirculated cabin air enters the apparatus and is dehumidified
as the moisture is adsorbed out of the air stream when it passes
through the desiccant material after which the dehumidified impinging
air stream defrost/defog the inside surface the windshield glass
by evaporating the condensation from the inside surface. The air
may also pass through a heat exchanger after the moisture is removed
by the desiccant to increase the air temperature to provide a hot
dehumidified air stream to defog/defrost both the inside and outside
window glass. #8. Where fresh outside air is dehumidified before
it is directed toward the cabin windshield to defrost/defog the
inside surface of the glass, the fresh outside air enters the apparatus
and is dehumidified as the moisture is adsorbed out of the air stream
when it passes through the desiccant material after which the dehumidified
impinging air stream defrost/defog the inside surface the windshield
glass by evaporating the condensation from the inside surface. The
air may also pass through a heat exchanger after the moisture is
removed by the desiccant to increase the air temperature to provide
a hot dehumidified air stream to defog/defrost both the inside and
outside window glass.
FIG. 15 is a method flow chart showing how fresh outside air is
heated and humidified to increase the relative humidity of the cabin
air. Items 1. & 2. represent the two sources of moisture and
"A" represents the decision by the control unit to utilize
the highest relativity air mass either 1. the cabin air exiting
the vehicle or 2. outside fresh air used to humidify 3. the desiccant
material after the moisture is adsorbed into the desiccant the resulting
dehumidified air exits the vehicle 4. to the atmosphere. The cabin
air mass 9. & 10. receives the addition of 5. fresh outside
air which is heated by 6. a heat exchanger or other healing device
and humidified as this heated outside air passes through the apparatus
where evaporation of the moisture contained in 7. the hydrous desiccant
material raises the relative humidity of the air stream. The control
unit determines if the air temperature is higher than the desired
temperature setting and makes the decision "B" to direct
the air stream into a pre-cooler unit 8. or directs the air into
the cabin 9 at the higher temperature. The heater unit 6. heats
the air to the necessary temperature to perform evaporation of the
moisture in the desiccant 7. after which the air may be further
conditioned to regulate the temperature of the air going to the
cabin 10. The heat 6. source for the evaporation process may be
provided by excess engine heat and the pre-cooler coils 8. source
of coolant is another set of coils (not shown) positioned in the
air flow of the adsorbent side of the apparatus or between block
5. & 6. of the evaporation side of the apparatus before the
air passes over the heat 6. unit. The arrows between 3. the adsorption
desiccant and 7. the evaporation desiccant represent the repositioning
of the desiccant or the redirection of the air streams to cause
the alternation of desiccant between each air stream as one portion
of the desiccant material becomes saturated with moisture and the
other completes its evaporation regeneration cycle. A slowly rotating
desiccant wheel or alternating desiccant canister method may be
used to perform the desiccant repositioning or airflow alternation.
FIG. 16 is a method flow chart showing how recirculated cabin air
is heated and humidified to increase the relative humidity of the
cabin air. Item 1. represents the outside air used to provide the
source of moisture where 2. the desiccant material adsorbs the moisture
from the outside air stream after which the dehumidified air is
returned to 3. the atmosphere leaving the moisture in 2. the desiccant
material. After the desiccant material 2. becomes saturated it is
repositioned into the evaporation cycle represented by the arrows
between 2. & 6. or the air stream, is altered to cause 4. the
cabin air to evaporate the moisture out of 6. the desiccant material.
The evaporation occurs when 4. the cabin air is 5. heated to a temperature
high enough to evaporate the moisture out of 6. the desiccant after
which the control unit (not shown) determines if the temperature
of the humidified air exceeds the desired temperature then "A"
represents the decision by the control unit to either send the humid
air stream directly to 8. the cabin or route the humid air through
7. a pre-cooler unit to lower the temperature. The source of the
heat for the process may be provided by excess heat from the vehicle
engine (not shown). The source of coolant may be provided by a set
of coils on the adsorption side of the apparatus (not shown) or
between 4. the cabin air return vent and 5. the heater.
FIG. 17 is a method flow chart showing how recirculated cabin air
is dehumidified to lower the relative humidity of the cabin air.
Item 1. represents the cabin air entering the apparatus where it
passes over 2. a desiccant material where the moisture is adsorbed
out of the air stream before the air returns to 3. the cabin. After
2. the adsorption desiccant becomes saturated the arrows shown between
2. & 6. represent the alternating relocation of the sets of
desiccant material where one area of desiccant is 6. regenerated
by evaporation and prepared for a new cycle, while 2. the other
desiccant is performing the adsorption of moisture. Regeneration
of the desiccant is accomplished when 4. outside air is 5. heated
and passes through 6. the evaporation section of desiccant after
which the moisture exits the apparatus 7. along with the hot air
stream. The heat 5. for the process is provides from excess heat
given off by the engine (not shown) or other sources. After the
air stream going toward the cabin has been dehumidified 3. further
conditioning (not shown) may be necessary to increase or decrease
the temperature of the air.
FIG. 18 is a method flow chart showing how fresh outside air is
dehumidified to lower the relative humidity of the fresh air going
into the cabin. Item 1. represents fresh out side air entering the
apparatus and passing through 2. a desiccant material where the
moisture in the air is adsorbed in to 2. the desiccant after which
the dry air from the apparatus enters 3. the cabin to lower the
relative humidity of the cabin. As 2. the desiccant becomes saturated
it is either repositioned or the air flow is altered to place the
saturated desiccant into the regeneration cycle represented by the
arrows shown between 2. & 6. When the desiccant is placed in
the regeneration cycle the moisture evaporates out of the desiccant
to prepare it for the next cycle. When 4. the outside air passes
through 5. the heater the temperature of the air stream is increased
to a temperature necessary for evaporation of the moisture out of
6. the desiccant material. The hot air stream containing the evaporated
moisture leaving 6. the desiccant material exits the vehicle and
returns to 7. the atmosphere. As one set of desiccant material is
in the adsorption cycle the other set of desiccant is in the evaporation
cycle by utilizing either a slowly rotating desiccant wheel or alternating
desiccant canister method to provide the repositioning and in this
way provides a continuous process flow.
FIG. 19 is a method flow chart showing how the relative humidity
of the cabin recirculated air is lowered before the air goes through
the air-conditioner evaporator cooling unit to increase the efficiency
of the air-conditioner. The process is similar to that shown in
FIG. 17. with the addition of 3. the air-conditioner cold evaporator
coils. Where the dehumidified cabin air leaving the desiccant has
a lower relative humidity when it enters 3. the evaporator coils
and the reduction of moisture decreases the energy required by the
air-conditioner to cool the cabin air. Less energy is required to
cool a hot air mass with a low relative humidity than a hot air
mass with a high relative humidity.
FIG. 20 is a method flow chart showing how the relative humidity
of fresh air going into the cabin is lowered before the air goes
through the air-conditioner evaporator cooling unit to increase
the efficiency of the air-conditioner. The process is similar to
that shown in FIG. 18 with the addition of 3. the air-conditioner
cold evaporator coils. Where the dehumidified fresh outside air
leaving the desiccant has a lower relative humidity when it enters
3. the evaporator coils and the reduction of moisture decreases
the energy required by the air-conditioner to cool the cabin air.
The process is similar to the process described in FIG. 19 with
the exception that fresh outside air is introduced into the cabin
in place of the recirculated cabin air.
FIG. 21 is a method flow chart showing how recirculated cabin air
is dehumidified and then used to defog/defrost the inside surface
of the windshield. Item 1. the cabin air is recirculated through
the apparatus where the moisture is adsorbed out of the air stream
by 2. the desiccant material after which the control unit (not shown)
"A" determines where to direct the dehumidified air as
it leaves the apparatus. Based on windshield glass temperature and
cabin temperature the control unit will direct the air flow to 3.
the heater coils of a heat exchanger, or to 4. the air-conditioner
evaporator coils, or directly to 5. the windshield vent where the
impinging air stream will defog/defrost the inside surface of the
windshield glass. If the air is directed through 3. the heater coils
or 4. the air-conditioner cooling coils it then flows through to
the windshield vent. These variations on the method allow for defrosting
of the inside windshield glass with recirculated cabin air that
is either heated, cooled, or room temperature. The desiccant material
8. is regenerated with the same method described in FIG. 19.
FIG. 22 is a method flow chart showing how fresh outside air is
dehumidified and then used to defog/defrost the inside surface of
the windshield. Item 1. the fresh outside air passes through the
desiccant material where the moisture is adsorbed out of the air
stream by 2. the desiccant material after which the control unit
(not shown) "A" determines where to direct the dehumidified
air as it leaves the desiccant. Based on windshield glass temperature
and cabin temperature the control unit will direct the air flow
to 3. the heater coils, 4. the air-conditioner evaporator coils,
or directly to 5. the windshield vent where the impinging air stream
will defog/defrost the inside surface of the windshield glass. If
the air is directed through 3. the heater coils or 4. the air-conditioner
cooling coils it then flows through to the windshield vent. These
variations on the method allow for defrosting of the inside windshield
glass with fresh outside air that is either heated, cooled, or room
temperature. The desiccant material 8. is regenerated with the same
method described in FIG. 19.
FIG. 23 is a summary chart showing 5 of the general functions and
benefits of the inventive method.
FIG. 24 is a diagram showing the desiccant process of humidification
of a fresh air stream going into an aircraft cabin from the engine
compressor. The hot dry air from the engine compressor passes through
a hydrous desiccant material causing the moisture in the desiccant
to evaporate into the hot air stream after which the hot humid air
enters the aircraft cabin. Stale cabin air leaving the cabin first
passes through a desiccant material where the moisture is adsorbed
into the desiccant before the air exits the aircraft. The repositioning
of the desiccant or the altering of the air stream provides for
the alternation of the desiccant as one section becomes saturated
with moisture and the other regenerates from evaporation. This drawing
shows the reclamation of moisture given off by the passengers and
the return of the moisture to the cabin as the stale air escapes
from the cabin.
FIG. 25 is a diagram showing the source of moisture and the air
flow for the desiccant humidification of an aircraft cabin. The
functions and method are similar to those shown in FIG. 24. with
the addition of large arrows showing the reposition of the desiccant
from one air stream to another.
FIG. 26 is a drawing showing a desiccant based aircraft cabin humidification
system utilizing a slowly rotating desiccant wheel where the source
of moisture is the outside air. The outside air passes through the
desiccant wheel lower section where moisture is adsorbed into the
desiccant material. After the outside air passes through the wheel
and the moisture is adsorbed into the desiccant the dry air is expelled
back out into the atmosphere. The hot bleed air from the turbine
compressor passing through the other half of the desiccant wheel
causes the moisture in the desiccant material to evaporate into
the air stream going to the cabin. The desiccant wheel method can
continuously supply humidified hot air to the cabin over an indefinite
period of time.
FIG. 27 is a drawing showing a desiccant based aircraft cabin humidification
system utilizing a desiccant wheel where the source of moisture
is the old cabin air before it is expelled. The method shown in
FIG. 27. is similar to that shown in FIG. 26. except the source
of moisture is the expelled stale air leaving the cabin. In this
method the stale cabin air passes through half of the desiccant
wheel where the moisture generated by the occupants is adsorbed
into the desiccant material before the air is expelled outside.
With this method the bleed air from the engine may provide the air
flow both for the air going into the apparatus from the engine and
out of the apparatus as the stale cabin air is allowed to escape
when the cabin is pressurized.
FIG. 28 is a drawing showing a desiccant based aircraft cabin humidification
system utilizing a desiccant wheel where there is a duel source
of moisture. The method shown in FIG. 28. is similar to the methods
shown in FIGS. 26. & 27. except that the source of moisture
are both the outside air and the stale cabin air. The control unit
through the use of sensors would determine the desired direction
of rotation of the desiccant wheel and then activate the torque
drive motor to rotate the wheel toward the source with the highest
relative humidity. If the stale cabin air has a higher relative
humidity then the wheel would pass through the outside air stream
first and then pass through the higher humidity stale cabin air
to add additional moisture into the desiccant wheel before it rotates
into the hot air stream for evaporation from the engine compressor's
hot air stream.
FIG. 29 is a drawing showing more details of the similar drawing
FIG. 28 with a desiccant based aircraft cabin humidification system
utilizing a desiccant wheel with a duel source of moisture. Item
1 is the hot and humid air going to the cabin from the apparatus
to provide fresh heated air with humidity for the cabin. Item 2
is the hot humid air passing out of the top half of the desiccant
wheel. Item 3 is the top half of the desiccant wheel with an arrow
showing the direction of rotation when the stale cabin air has a
higher relative humidity than the fresh outside air used for adsorption.
The direction of rotation of the wheel may be reversed to change
the sequence of adsorption air sources. Item 4 is the air way directing
the hot dry air from the compressor into the desiccant wheel. Item
5 is the hot air supply from the compressor section of the turbine
engine. Item 6 is a seal used to separate the adsorption side of
the apparatus from the evaporation side of the apparatus. Other
seals (not shown) are utilized to separate the air flow and prevent
bleed over of air from one section to another.
With the apparatus utilized in a pressurized cabin the small amount
of air leakage past the seals would be in the direction of the stale
cabin air since this air mass has the lowest pressure. Item 7 is
the axle of the center drive desiccant wheel. Item 8 is the air
way used to eject the stale dry air after the desiccant removes
the moisture by adsorption. Item 9 is the dry air exiting the apparatus
into the atmosphere. Item 10 is the adsorption side of the desiccant
wheel where moisture is adsorbed out of both the stale cabin air
and/or fresh air where the moisture is later used for evaporation
when the desiccant wheel rotates up into the hot air stream. Item
11 is the air way directing stale cabin air into the slowly rotating
desiccant wheel. Item 12 is the air way directing the outside air
stream toward the desiccant wheel. Item 13 is the outside air supply
Item 14 is the stale cabin air supply.
FIG. 30 is a schematic showing a desiccant based aircraft cabin
humidification systems. Item 1 is the outside fresh air entering
2 the turbine engine compressor section where the air is heated
as it is compressed after which the hot compressed air is piped
from the engine to the cabin where the hot dry air enters 4 the
evaporation side of the desiccant wheel and humidification of the
air stream occurs as the moisture in the hydrous desiccant material
evaporates into the air stream. Item 5 is the moist hot air passing
through an air duct into the cabin. Before the air stream enters
the cabin, the air may be further conditioned by either heating
or cooling elements (not shown) to regulate the temperature of the
cabin air mass. Item 6 is the stale cabin air vented out of the
cabin to 7 the adsorption side of the desiccant wheel. The stale
cabin air contains moisture given off by the occupants of the cabin
and other sources; and this moisture is reclaimed by the adsorption
of the desiccant wheel as it slowly rotates through adsorption cycle
where the moisture is extracted from the air stream by the desiccant
material. The moisture adsorbed into the desiccant material coated
on the wheel slowly rotates up into the evaporation side of the
apparatus where the moisture is released into 3 the hot air stream
going into the cabin through the process of evaporation. After the
moisture is removed by 7 the desiccant wheel 8 the stale dehumidified
air exits the aircraft to 10 the outside atmosphere. Item 11 the
control unit regulates the air flow through the apparatus and stops
or starts the humidification process by activating or deactivating
the desiccant wheel torque drive motor (not shown). When the wheel
rotation stops the humidification process also stops while the air
continues to flow through the wheel unaffected. The control unit
may also control the cabin temperature regulation.
FIG. 31 is a schematic showing a desiccant based aircraft cabin
humidification system utilizing a desiccant wheel including a cooling
unit to lower the air temperature of both the fresh air after it
is humidified and also capable of lowering the temperature of the
stale cabin air before the moisture is adsorbed from it into the
desiccant wheel. Item 1 represents the turbine engine compressor
section, Item 2 is a vent pipe through which the hot compressed
air passes from the engine to valve 16 which has three positions:
the first position is to direct the hot dry compressed air directly
into the cabin vent system without adding moisture, the second position
is to direct the air stream into "E" the evaporation side
of 3 the desiccant wheel, and the third position of the valve is
the closed position to stop the hot air flow to the cabin completely.
The hot compressed air stream passes from 16 the engine air valve
through 2 the air vent pipes to 3 the desiccant wheel, where it
enters "E" the evaporation side of 3 the desiccant wheel
where the heat in the air stream causes the moisture in the hydrous
desiccant wheel to evaporate out of the wheel and into the fresh
air stream.
After the desiccant wheel releases the moisture into the hot fresh
air stream from the engine compressor, the moist hot compressed
air stream is directed by 4 the hot air valve to either 5 the cabin
or to 6 the vent pipe to the "N" section of 7 the expansion
unit cooler where the air temperature is lowered before the humid
air stream enters the cabin. The control unit (not shown) regulates
4 the hot air valve when the vent line temperature sensors (not
shown) and the cabin air temperature sensors (not shown) indicate
that there is a need to cool the hot humid air from the desiccant
wheel before it enters the cabin. Item 8 is the vent pipe through
which the cool humidified air enters the cabin. Item 9 is the cool
moist air entering the cabin. Item 10 is the stale cabin air entering
the vent pipe going into the "O" side of 7 the expansion
unit cooler where the stale moist cabin air is cooled before it
enters 11 the vent pipe through which the air passes to the "A"
adsorption side of 3 the desiccant wheel where the moisture in the
stale cabin air is adsorbed into the desiccant material coated on
the desiccant wheel. Item 12 is the stale dry air exiting the desiccant
wheel and flowing through a vent pipe to 13 the expansion pressure
regulator valve that allows the pressurized cabin air to rapidly
expand to near outside atmospheric pressure an also maintains the
cabin pressure at the correct pressure altitude. This rapid expansion
of the cabin air in 7 the expansion chamber provides the cooling
effect for the air streams passing through 7 the expansion unit.
Item 14 the expansion unit temperature regulator valve controls
the temperature of 7 the expansion unit by regulating the amount
of expansion allowed in the expansion chamber as compared to the
expansion occurring as the air escapes to the outside atmosphere.
Item 15 is the dry stale cabin air exiting the aircraft. The automatic
control unit (not shown) regulates the action of the valves and
torque motor (not shown) of the desiccant wheel to maintain the
desired cabin temperature, relative humidity and rate of air flow.
FIG. 32 is a schematic showing a desiccant based aircraft cabin
humidification system utilizing a desiccant wheel including a cooling
unit to lower the air temperature of the fresh air after it is humidified.
FIG. 32 is similar to FIG. 31 except that the stale cabin air entering
the desiccant wheel is not pre-cooled by the expansion unit in FIG.
32. Item 1 represents the turbine engine compressor providing 2
the fresh hot compressed air for the cabin that passes through 2
a vent pipe to "E" the evaporation side of 3 the desiccant
wheel where the hot air causes the moisture in the hydrous desiccant
coated on the wheel to evaporate in to the hot air stream. The hot
humid air then passes through a vent pipe to 4 the fresh air temperature
regulator valve where the automatic control unit (not shown) directs
the hot humid air to either 5 the cabin or 6 the expansion unit
cooler where the air temperature is lowered before it enters the
cabin 7 as a cool moist air stream. Item 8 is the stale moist cabin
air entering the vent pipe going to "A" the adsorption
side of 3 the desiccant wheel where the moisture in the stale cabin
air is adsorbed into the desiccant material coated on the desiccant
wheel. The dry stale cabin air exits the desiccant wheel and travels
through a vent pipe to 9 the cabin pressure regulator valve that
maintains the correct pressure altitude for the cabin. An embodiment
to the design has this 9 valve controlling also direction of the
air flow to 6 the expansion unit cooler or directly out to atmosphere.
Item 10 is the stale dry exiting 6 the expansion unit cooler through
a vent pipe to 12 the temperature regulator valve that regulates
the expansion allowed in the expansion unit before the stale cabin
13 exits the aircraft into the atmosphere. Item 11 is the dry stale
air stream leaving 9 the cabin pressure regulator valve and bypassing
6 the expansion unit going directly to 12 the temperature regulator
valve. The automatic control unit (not shown) regulates the action
of the valves and torque motor (not shown) of the desiccant wheel
to maintain the desired cabin temperature, relative humidity and
rate of air flow.
FIG. 33 is a diagram showing the adsorption of moisture by a desiccant
canister from old cabin air before the air is released into the
atmosphere. The moisture given off by the occupants of the cabin
evaporates in to the cabin air and passes through a canister containing
NOMEX honeycomb as the stale cabin air escapes from the cabin of
the aircraft. As the moist stale cabin air passes through the desiccant
coated material the moisture is adsorbed into the desiccant. The
stale cabin air is allowed to exit the aircraft while the moisture
remains in the desiccant material.
FIG. 34 is a schematic drawing showing an embodiment of a duel
alternating desiccant canister process where one canister is in
the adsorption cycle while the other is in the evaporation cycle.
In this drawing the two desiccant canisters are labeled DESC. #1.
& DESC. #2. and each canister alternates through the process
of adsorption and evaporation where one is in the adsorption cycle
while the other is in the evaporation cycle. The arrows show the
adsorption air flow as the old "stale" cabin air enters
the vent pipe to the desiccant canister #2 where the old "stale"
cabin air exits the canister through a vent pipe to a valve that
when open allows the air to exit the aircraft. The other air flow
starting with the hot compressed air which causes the moisture in
the desiccant evaporate and thus produces the desiccant regeneration
process where the hot compressed air from the engine compressor
enters the desiccant canister #1 where it evaporated the moisture
out of the desiccant into the hot air stream. The hot moist air
then enters the cabin and in this way increases the relative humidity
of the cabin as compared to the current method of allowing the moisture
in the stale cabin air to exit the aircraft. The process reclaims
the water vapor in the air and provides a method of reintroduction
of the moisture back into the cabin. When the moisture contained
in the hydrous desiccant material in DESC. #1 canister completes
the evaporation cycle an becomes anhydrous and the desiccant in
the other canister DESC #2 becomes saturated by adsorbing moisture
out of the stale air stream the automatic control unit changes the
valves to alter the air flow.
FIG. 35 is a schematic drawing showing a duel alternating desiccant
canister process where one canister is in the adsorption cycle while
the other is in the evaporation cycle included in this drawing are
the duel crossover valves and the expansion air cooling unit. Item
1 represents the hot compressed fresh air from the turbine engine
compressor entering the vent pipe directing the hot air stream to
2 the entry crossover valve which function is to switch the air
flow from one desiccant canister labeled "E" to the other
canister labeled "D" and also switch 3 the stale air flow
to the opposite canister from the fresh hot air stream. The 2 entry
crossover valve routes 1 the hot compressed fresh air to canister
"E" while the 3 stale cabin air is routed to the other
canister "D". The compressed hot fresh air from the engine
performs the regeneration of the hydrous desiccant by evaporating
the moisture previously adsorbed into the desiccant during it's
adsorption cycle, resulting in an increase in the relative humidity
for the fresh hot air stream going into the cabin. Item 3 represents
the stale cabin air containing moisture entering the vent pipe leading
to the 2 entry crossover valve that directs the moist air into the
anhydrous desiccant canister beginning the adsorption cycle. The
separated air flows in both the "D" & "E"
canisters are toward 4 the exit crossover valve where 4 the exit
crossover valve directs the dry stale air stream to 7 the vent pipe
leading to 8 the pressure regulator valve. The pressure regulator
valve 8 controls the pressure altitude of the cabin air and directs
the air stream into the expansion unit cooler where the expansion
of the air due to the reduction from the high cabin pressure to
the low atmospheric pressure outside of the cabin resulting in a
significant reduction in temperature. The air exits 9 the expansion
unit cooler and passes through 10 the temperature regulator valve
and exits the aircraft. The larger the opening in 10 the temperature
regulator valve the more expansion takes place within the expansion
unit and therefore causes a higher rate cooling effect. When 10
the temperature regulator valve opening is smaller less expansion
occurs in the expansion unit resulting in less cooling in 9 the
expansion unit and more cooling occurs as the air exits the temperature
regulator valve as the air escapes into the atmosphere.
After the compressed hot fresh air from the engine is humidified
during the evaporation cycle in the desiccant canister the air is
directed by 4 the exit crossover valve toward 5 the fresh air temperature
regulator valve where the air stream is either directed toward 6
the cabin or 11 the vent pipe to the 9 the expansion unit cooler,
where the fresh moist hot air is cooled to regulate the cabin temperature.
The control unit (not shown) regulates the opening an closing all
the valves, this includes the activation of the crossover valves
to perform change over of the desiccant canisters from the adsorption
cycle to the evaporation cycle. The control unit through the use
of temperature, pressure, and relative humidity sensors automatically
controls the process by activating the various valves to regulate
the cabin pressure, temperature, and relative humidity. Although
this drawing only shows two canisters the apparatus may have several
sets of canisters to level the air stream pressure so there is never
a time when the air stream is restricted.
FIG. 36 is a block diagram of an aircraft cabin desiccant process
where a single crossover valve is utilized. The single crossover
rotary valve is utilized to alternate the air flow to and from a
duel desiccant canister system for the cabin humidification process.
The valve consist of a cylinder within a cylinder with 8 (eight)
to 16 (sixteen) connections to the valve to accommodate the inputs
and out flows for the 8 connection configuration and 16 for the
system with a flow pressure leveling feature. The 8 connection valve
has connections to (1) heated fresh air from the engine compressor
represented as hot/dry air, (2) stale cabin air represented as cool/moist
air, (3) desiccant canister #1 input, (4) desiccant canister #1
outflow, (5) desiccant canister #2 input, (6) desiccant canister
#2 outflow, (7) fresh moist air from the apparatus to the cabin,
(8) stale dry cabin air exiting the aircraft. The 16 connection
configuration has in addition to the 8 connections listed above
an additional 8 connections to level the pressure during cycle switching
to eliminate the sound and air pressure change when it switches
from one desiccant canister to the other canister. The rotary crossover
valve has a torque drive motor (not shown) used to rotate the valve.
FIG. 37 is a block diagram showing the airflow through the rotary
crossover valve. The rotary crossover valve is shown connected to
the same Items as listed in FIG. 122. In this diagram desiccant
canister labeled CASE #1 is in the adsorption cycle and CASE #2
is in the evaporation cycle. When the automatic control unit determines
that the desiccant in CASE #1 is saturated with moisture and CASE
#2 has been regenerated from evaporation, the control unit exchanges
the air flow into and out of CASE #1 with that of CASE #2. The rotation
of the inner chamber of the valve makes the exchange of air flow
connections take place. The rotation of the valve is activated by
the automatic control unit and performed by the action of the rotary
valve torque motor.
FIG. 38 is a cutaway drawing of a desiccant canister. The tube
shape of the NOMEX honeycomb passage ways are oriented so that the
air will flow through the desiccant coated honeycomb passing in
the direction indicated by the arrows. Where the arrows indicate
the air flow is making a 180.degree. turn the honeycomb is cut on
a 45.degree. angle to allow the air stream to make the turn at the
end of the canister. The canister can be formed in various shapes
and sizes to accommodate the available space. They may be relative
flat or in the shape of a box or non-symmetric shapes. Several separate
canisters may be connected in tandem to male up a group operating
together to perform a single cycle together or arranged to allow
each set of canister to start or stop their cycle independently.
They may have a case made of plastic (NYLON), formed sheet metal,
or other material that will support the NOMEX honeycomb and contain
the air flow. In some applications the canister must withstand an
elevated temperature where metal or high temperature NYLON is necessary.
FIG. 39 is a cutaway drawing of a desiccant canister showing how
the canister can be adapted to various shape requirements. The honeycomb
can be cut to fit into a curved case designed to fit into the space
between the rib and skin of an aircraft fuselage or other complex
shaped areas. Although this drawing shows the air stream making
several turns as it flows through the canister, some cases may not
make a turn but simply pass straight through the canister.
FIG. 40 is a cutaway drawing top view of the air flow, baffles,
and honeycomb orientation in a desiccant canister. The honeycomb
is oriented and cut to provide an air flow through the canister
with the tube shape cells (passage ways) of the honeycomb lined
up in the direction of the arrows indicating the direction of the
air flow. Where the air flow changes direction and makes the turn
around the baffle the honeycomb is cut and a space is provided for
the air to pass to the next section of honeycomb. The next section
of honeycomb has a different direction of orientation for the tubes
formed by the honeycomb that aligns with the desired air flow direction.
The number of internal baffles and air direction changes may vary
and the shape of the canister may vary to fit the vehicle space
requirement and desiccant performance requirements. The case may
be made from sheet metal, injection molded plastic, blow molded
plastic or other materials.
FIG. 41A is a cutaway drawing of a desiccant canister that serves
also as a crash force absorption panel in the event of an accident.
The shape and size of the canister may vary to meet the space availability,
crash impact absorption requirements, and desiccant performance
requirements. The arrows labeled "A" represent the air
flow into, through, and out of the canister. The honeycomb structure
is oriented to allow the air to pass through in a direction that
offers the greatest compression strength from the honeycomb structure
during a crash. The arrows labeled "C" represent the direction
of the crash force expected during an accident. The case may be
made from sheet metal, injection molded plastic, blow molded plastic
or other materials. A metal or plastic air flow diffuser consisting
of a flat sheet of rigid material with numerous hole openings is
positioned between the entry air opening and the honeycomb to aid
in the even diffusion of air through the honeycomb (diffuser is
not shown).
FIG. 41B is similar to FIG. 41A with the input and out flow openings
offset to aid in diffusion of air flow through the honeycomb.
FIG. 42 is a drawing of a pair of desiccant canisters connected
together which also serve as a knee bolster for the front seat of
a vehicle to offer crash impact protection to the passenger in the
event of an accident. Item "C" the insulation is shown
partially removed. Item "A" & "B" represent
a cut away view of the two canisters with the end caps removed.
The air stream would pass straight through from one end to the other.
The end caps (not shown) would connect to air vents and air valves
to direct the alternating air streams for the adsorption and evaporation
cycles. In this drawing the direction of the air passage ways formed
by the honeycomb would be aligned with the long direction of the
canister. In the event of an accident the crash impact would be
so that the sides of the passage ways would be collapsed as opposed
to the ends of the cylinders taking the crash impact load.
FIG. 43 is a drawing of a shaped NOMX honeycomb inside of the canister
showing the air flow through the tubes passage ways) created by
the honeycomb structure. The air flow direction through the desiccant
coated NOMEX honeycomb is labeled "A". The space between
the two sections of honeycomb allows the air flow to make the turn
and in this way the various baffles may be incorporated into the
case to facilitate effective air flow over the desiccant surface
and enable the shape of the canister to vary to fit the space available.
FIG. 44 is an exploded view with the details parts shown separated
to aid in explaining the function of a simple rotary crossover valve
which functions as a component of the apparatus for regulating the
(input) air flow into the canisters. The valve operates by rotation
action driven by either electrical or pneumatic power (not shown)
where it's function is to alternate the hot dry airflow and the
stale "old" air containing the moisture from one desiccant
canister to the other desiccant canister. Plate "B" rotates
and plate "C" is fixed. The rotation direction arrows
represent the first rotation action with 45.degree. of movement.
When the adsorption and evaporation cycle is completed the plate
rotates back to the staring position. The valve continues to rotate
in this back and forth action as long as the automatic controller
determines that it needs to perform the process. The vertical divider
"A" represents the separation of the hot dry air and the
old "stale" cabin air. The horizontal divider aft of the
fixed wheel "C" represents the separation of the air flowing
to canister "case" #1 and canister "case" #2.
FIG. 45 is an exploded view with the details shown separated to
aid in explaining the function of a simple rotary crossover valve
regulating the (output) air flow from the canisters of the apparatus.
The function is similar to that described in FIG. 130 and works
in unison with the input valve.
FIG. 46 is a block diagram showing the air flow of a single cycle
of the rotary crossover valve.
FIG. 47 is a drawing of the rotary complex crossover valve showing
(4) four of the (8) eight connections for an eight connection valve
and (1) one of the openings in the cylinder for the other (8) connections
which are not shown. The valve is in the position of supplying 3
hot/dry air through the end opening in the cylinder 5 through which
the air passes into the cylinder where the only other opening in
the chamber is 10 that allows the air to flow to desiccant canister
#1. The 15 horizontal plate in the cylinder along with a similar
vertical plate Item 7 is the containment for the air flow through
the cylinder limiting the air streams 3 & 4 each to 1/4 of the
volume or the cylinder. In the valve position shown the 4 moist
air source (stale cabin air) enters 6 the opening in the cylinder
through which the air passes to opening 12 in the other end of the
cylinder. The air then flows out through opening 12 to the other
desiccant canister #2. When the automatic control unit determines
that the adsorption and evaporation cycle are complete it activates
the rotary power to rotate the valve cylinder 90.degree. causing
the air flow to each of the desiccant canisters to change from one
desiccant canister to the other desiccant canister. Item 13 is the
input side plate with an opening 5 at the top and opening 6 at the
bottom and 14 is the other cylinder end plate also with openings
10 & 12. Item 8 is a side opening in the cylinder wall which
is part of the valve system for the other (4) four connections to
regulate the air flowing out of the canisters. The second side wall
opening (not shown) is opposite the Item 8 opening. The rotary valves
are a method of alternating the air flow into and out of the desiccant
canisters and may be substituted by other components such as slide
valves, gate valves or other inventive methods to alternate the
air flow.
FIG. 48 is a schematic drawing of a multi canister desiccant system.
Desiccant canisters "A" & "B" are in the
evaporation cycle where 19 hot fresh air passes through valves 2
& 4 to enter the desiccant canisters to evaporate the moisture
out of the desiccant material coated on the NOMEX honeycomb. Item
20 is the hot moist air after the moisture has evaporated into the
air stream. The hot moist air exits the canisters through valves
9 & 11 to enter the cabin. The stale cabin air 18 exits the
cabin through valves 5 & 7 and enters desiccant canisters "C"
& "D" where the moisture is adsorbed into the desiccant
coated NOMEX honeycomb after which the dry stale air 17 exits the
canisters through valves 14 & 16. The valves may be either slide
opening valves, damper type, rotary crossover or other remotely
controlled valves that are activated by an automatic control unit.
The "A" cycle is shown in the drawing. When the control
unit alternates to the "B" cycle the valves change the
air flow to cause the "A" & "B" desiccant
canister to begin the adsorption process by opening valves 1 3
10 and 12; and closing valves 2 4 9 and 11. The control unit
also changes canisters "C" & "D" over to
the evaporation process by opening valves 6 8 13 and 15; and
closing valves 5 7 14 and 16. Although this schematic drawing
shows an aircraft cabin humidification apparatus, the multiple desiccant
canister method can be used to dehumidify, defog/defrost, and increase
the efficiency of the cabin air-conditioning.
FIG. 49 is a schematic view of a duel canister full function desiccant
apparatus for preferably a non-pressurized aircraft cabin or surface
vehicle showing one alternative of the inventive method utilizing
duel crossover valves to humidify and/or dehumidify the cabin and
defog/defrost the windshield and/or increase the air-conditioner
cooling efficiency. Item 1 is the air supply used to either provide
the moisture for humidification from which moisture is adsorbed
into the desiccant material or provides the hot air stream into
which the moisture evaporates from the desiccant material during
the dehumidification mode. The Item 1 air stream exits the apparatus
into atmosphere after it performs it's intended function. Item 1
may be stale cabin air when the cabin is receiving fresh air from
atmosphere and the apparatus is in the cabin humidification mode
with the stale cabin air having a higher relative humidity than
the outside air. Item 2 is either an outside fresh air supply going
to the cabin or recirculated cabin air supply which will go into
the cabin to perform the necessary humidification or dehumidification
of the cabin air; or defrost/defog the windshield glass by evaporating
the condensation from the windshield and lowering the relative humidity
of the impinging air stream on the inside of the glass. PRE-COOLER
FUNCTION: Item 16 is a heat exchanger that works in conjunction
with heat exchanger 3 or 24 to regulate the temperature of 18 the
air stream to the cabin as it passes through 16 the heat exchanger
coils. Item 28 is the air-conditioner cold evaporator coil to cool
18 the air stream from the humidification process. Item 31 is the
conditioned air going into the cabin. The automatic control unit
regulates 31 the air stream entering the cabin from the apparatus
to maintain the cabin air mass levels with respect to relative humidity,
temperature, and rate of air flow (CFM) by monitoring the sensors
connected to the control unit (not shown) comparing these readings
to the desired results and then activating the components of the
apparatus to obtain the desired results. The pre-cooler 16 changes
the temperature of the air going to the cabin when the coolant fluid
is circulated through the 16 pre-cooler heat exchanger and 3 or
24 the other heat exchanger which is heated or cooled by the flow
of outside air across the coils.
When the automatic control unit sensors indicate that the temperature
of the air going to the cabin needs to be changed to increase or
decrease the cabin temperature to meet the desired cabin temperature,
and the temperature of the outside air is closer to the desired
temperature than 18 the air stream going to the cabin, the control
unit activates the coolant circulator pump 19 selects either Item
3 or 24 by activating Item 25 the coolant fluid selector valve in
the direction of the desired heat exchanger and fan motor 9 to pull
1 air stream through the apparatus causing the air to passes through
3 the heat exchanger coils which changes the temperature of the
coolant fluid after which the coolant fluid circulates back to the
pre-cooler coils 16 where 10 the cabin fan is activated to forces
the air stream 18 through the pre-cooler coils 16 and results in
a change of the temperature of air stream 31 going into the cabin.
The coolant fluid circulated between the two heat exchanger coils
3 & 16 or 24 & 16 by pump 19 through supply lines 20 or
26. Item 3 or 24 heat exchanger coils cool or heat the coolant fluid
and the coils 16 increases or decreases the temperature of the air
stream going to the cabin. When the automatic control unit sensors
indicate that the temperature of the air stream passing over the
heat exchanger coils 24 is closer to the desired cabin temperature
than the temperature of the air passing over the coils of heat exchanger
3 the valve 25 changes the coolant flow from 20 the line to heat
exchanger 3 and redirects the flow of coolant to 26 the line to
heater exchanger 24. The check valves 30 in the return lines 21
and 27 are provided to prevent the coolant fluid from backing up
in the lines. Item 29 is a coolant fluid reservoir with a filler
cap and vent (not shown). DEHUMIDIFICATION/DEFOG MODE:
For dehumidification of the air going to the cabin to either reduce
the relative humidity of the cabin air, increase the efficiency
of the air-conditioner cooling unit, or defrost/defog the windshield,
or any combination of the functions listed above, 1 the air stream
must be heated to a temperature necessary for evaporation of the
moisture previously adsorbed into the desiccant by 4 heat exchanger
which is a high temperature heat exchanger and is supplied with
heat from excess engine heat. When the automatic control unit sensors
detect the need to lower the cabin relative humidity, lower the
relative humidity of the air going to the air-conditioner cooling
unit to increase the efficiency or defog/defrost the windshield
the automatic control unit for the apparatus starts the dehumidification
mode. During this mode the heat exchanger 4 raises the temperature
of 1 the outside air to a level which will evaporate the moisture
in the selected desiccant canister as the hot air stream passes
over the surface of the desiccant and exits the apparatus to the
atmosphere as hot humid air. The air flow of the outside air stream
1 is pulled through the apparatus by the air fan 9. The air fan
9 pulls the air 1 through 3 the per-cooler heat exchanger, then
through 4 the high temperature heat exchanger where the air stream
is heated to a high enough temperature to evaporate the moisture
out of the desiccant, then the air stream passes through 5 the entry
crossover valve, the air stream then alternately flows through one
of the selected desiccant canisters 7 or 13 where the moisture previously
adsorbed into the desiccant coated on the NOMEX honeycomb 6 or 12
is evaporated into the hot air stream to regenerate the desiccant
and prepare the desiccant material for the next adsorption cycle.
The air flow continues out of the canister and passes through 15
the exit crossover valve. The crossover valves 5 & 15 may be
a rotary, slide, damper or another type of valve used to switch
the air flow alternately between desiccant canisters. Next the air
flows through the heat exchanger 24 as it is pulled through the
outside fan 9 after which it exit the apparatus as 17 hot moist
air. The other air stream is item 2 which is conditioned by the
adsorption of it's moisture by the desiccant while passing through
the selected canister of the apparatus during cabin dehumidification
and is pulled into the apparatus by the cabin side fan 10 which
then forces the air through the apparatus and into the cabin. The
air stream 2 entering the apparatus may be either fresh outside
air or recirculated cabin air. For the cabin dehumidification mode
the heater exchanger 11 is not activated when the air passes through
the heat exchanger to 5 the entry crossover valve. The air stream
then enters one of the desiccant canisters 7 or 13 where the desiccant
material coated on the honeycomb adsorbs the moisture out of the
air going to the cabin. The dehumidified air exits the canister
through the exit crossover valve 15 and flows to the defog valve
22 which directs the air stream either to 23 the defog/defrost vent
for the windshield or to the cabin or to both the cabin and the
defog vent 23. The air stream 18 from the crossover valve to air
stream 31 going into the cabin first passes through 16 the pre-cooler
where the air stream temperature may be increased or lowered and
then through 28 the air-conditioner evaporator cooling coils where
additional cooling may be performed. The air entering 28 the air-conditioner
cooling coils from the desiccant canister has a reduced level of
relative humidity resulting in a savings of cooling energy since
less energy is required to cool dry air than is required to cool
high humidity air of the same temperature. When the outside air
is hot and humid, the air 31 exits the apparatus as cool dry air
for occupant comfort in the cabin. The automatic control unit (not
shown) may activate cabin air cooling by either or both of the coils
16 & 28 when the sensors determine if cooling is necessary and
what level of cooling must be performed. The automatic control unit
may activate the apparatus to only supply dehumidified air to the
cabin to lower the cabin relative humidity without cooling the air
stream and/or the control unit may supply dehumidified air to the
windshield defrost vent 23 without cooling the air stream. The air
stream 18 may also be heated by the heat exchanger 16. HUMIDIFICATION
MODE: When cabin humidification is necessary to raise the relative
humidity of the cabin air for the occupant's comfort the same sequence
as described above is activated by the automatic control unit with
the exception that the heat to 4 the high temperature heat exchanger
is turned off causing the air flowing through the apparatus to remain
at a low temperature which will allow the moisture from 1 the outside
or stale cabin air flow to be adsorbed into the desiccant material
and valve 25 changes the coolant flow going to heat exchanger 3
to heat exchanger 24. Item 2 the air going to the cabin will either
have it's relative humidity increased or decreased as it passes
through the apparatus before it enters the cabin. When the inventive
apparatus is activated to reduce the cabin relative humidity, increase
the air-conditioner efficiency, or defog/defrost the inside of the
windshield glass the relative humidity of 2 the air stream going
to the cabin will pass through one of the desiccant canisters which
was previously regenerated (had the moisture evaporated out of the
desiccant) causing the moisture in the air stream to be adsorbed
into the desiccant material. The cabin fan 10 forces the air through
the apparatus and then into the cabin. The arrows in the desiccant
canisters 7 & 13 indicate the air flow through the NOMEX honeycomb
6 & 12 as it flows through the tubes (passage ways) formed by
the honeycomb. The size and shape of the desiccant canisters may
vary and the number of turns the air flow must make may also vary
depending on the size, shape, and desiccant performance requirements.
After the air stream passes through the desiccant and the moisture
is removed by the adsorption of the desiccant the dry air with a
low relative humidity then passes through 15 the exit crossover
valve (a rotary or other type of valve) to alternate the flow from
the canisters to the cabin. When canister 7 is in adsorption, canister
13 is in evaporation. Item 22 the defrost air flow valve directs
the air to either 16 the pre-cooler and 28 the air-conditioner cooling
coil and then into the cabin or 23 the vent to the windshield to
defog the windshield or to both. The dehumidified air to defog the
windshield glass may be heated before it is directed toward the
inside surface of the glass. Another alternative to the action of
the crossover valves and process air flow may include a different
sequence of valve actions by the crossover valves where Item 1 the
outside air stream may provide fresh air to the cabin when Item
1 passes through Items 3 & 4 into 5 the crossover valve then
pass through either canister 7 or 13 into 15 the exit crossover
valve which directs the air flow into the cabin as 31 or 23. Item
2 the stale cabin air would pass through the crossover valves so
as to exit the apparatus 17 into the atmosphere.
FIG. 50 is a schematic view of a duel canister, duel rotary crossover
valve cabin desiccant apparatus utilizing the methods described
in FIG. 135 with the exception that 16 the pre-cooler unit has been
removed along with it's associated components.
FIG. 51 is a diagram showing the adsorption and regeneration process
used in the humidification of recycled cabin air. Item 9 the diagram
identified as the adsorption process involves the process of extracting
moisture out of an outside air mass into the desiccant material.
The arrows represent 3 the air flow from atmosphere to the desiccant
material where the moisture (water vapor) in the air stream is adsorbed
into the desiccant, after which the air exits the apparatus 4 back
into the atmosphere leaving the moisture in the desiccant. As the
adsorption process is in operation, 10 the regeneration process
is also in operation. Item 7 the cabin air enters the apparatus
as the arrows indicate and flows toward 6 the heat exchanger where
the temperature of the air stream is increased to a level sufficient
to cause the hydrous desiccant material to release the moisture
into the air stream through evaporation. After the desiccant material
releases the moisture into the air stream, the air returns to the
cabin 8 as recirculated air with an increased relative humidity.
By replacing the desiccant in the adsorption side 9 with the other
desiccant material on the regenerative side 10 after the adsorption
and regeneration are complete the processes can begin another cycle
of adsorption and regeneration. The alternating replacement of the
two desiccant canisters may be accomplished not by physically moving
the canisters, but by the changing of the air streams through the
use of various fans, valves, and air vent lines. The desiccant canister
method differs from the desiccant wheel method in that the wheel
method physically moves the desiccant from one location to another
to alternate the air streams, where the canister method leaves the
desiccant canister in a fixed location and the air streams are moved
from one canister to another through the use of air valves and vent
lines.
FIG. 52 is a diagram showing the adsorption and regeneration process
used in the dehumidification of recirculated cabin air. The cabin
air flow is indicated by the arrows on 9 the adsorption side of
the process where 3 the cabin air passes through the desiccant coated
material and the moisture in the air stream is adsorbed into the
desiccant material, after which the air exits the desiccant material
while the moisture remains in the desiccant. The air, Item 4 returns
to the cabin with a lower relative humidity. The section of the
drawing showing 10 the regeneration process, takes in 7 outside
air which passes into 6 the heat exchanger where the temperature
of the air stream is increased to a level necessary to cause the
moisture in the hydrous desiccant to evaporate out of the desiccant
material into the hot air stream. The hot air and the moisture exit
the apparatus 8 to atmosphere thus regenerating the desiccant material.
By replacing the desiccant in the adsorption side 9 with the other
desiccant material on the regenerative side 10 after the adsorption
and regeneration are complete the processes can begin another cycle
of adsorption and regeneration.
FIG. 53 is a diagram of a land vehicle showing the adsorption of
cabin moisture into a desiccant material before the air is vented
to the outside, and the evaporation of moisture out of the hydrous
desiccant material through the use of an engine heater utilizing
excess engine heat where the air is moved by an electrical fan.
The two desiccant canisters are shown separated and not connected
by vent lines or valves only for the purpose of explanation. The
top desiccant canister is shown with the stale air from the cabin
passing through the desiccant canister where the moisture in the
air (H.sub.2 O) in the form of water vapor is adsorbed into the
desiccant, after which the air exits the vehicle leaving the moisture
in the desiccant. The lower portion of the vehicle is shown with
the evaporation desiccant canister connected to the fresh air from
outside by the heater which is a heat exchanger using excess engine
heat to raise the temperature of the air passing through the hydrous
desiccant canister where the hot air causes the moisture in the
desiccant material to evaporate into the air stream as it is pulled
through the desiccant canister by a fan that forces the fresh heated
moist air into the cabin. In an actual vehicle the desiccant canisters
may be located next to each other and connected to various air streams
by air vent lines and valves which are not shown. This drawing only
shows one function of the inventive apparatus which would have multiple
functions in an actual vehicle controlled automatically by the automatic
control unit (not shown).
FIG. 54 is a diagram of a land based motorized vehicle environmental
control apparatus showing the reclamation of cabin air moisture
before the stale cabin air exits the cabin and the additional supply
of moisture from an outside air supply to in crease the relative
humidity of the cabin air. The relative humidity of the cabin of
the vehicle is in the humidification mode to provide comfort to
the occupants. Some of the inventive methods are shown with the
adsorption of moisture into an anhydrous desiccant material before
the stale cabin air stream is vented to the outside, and heated
fresh air is passing through a hydrous desiccant material where
the heat of the air stream causes the moisture to evaporate into
the air stream resulting in an increase of the cabin air relative
humidity. The inset diagram in the upper right shows another source
of moisture where a desiccant material is removing the moisture
from an outside air stream. The canister adsorbing the outside air
moisture will serve as a source of moisture for the cabin when the
canister is in the regeneration cycle. The outside air stream passes
through an anhydrous desiccant material where the moisture of the
air stream is adsorbed into the desiccant material. After the moisture
is adsorbed out of the air stream, the air returns to atmosphere.
When the desiccant material becomes saturated with moisture the
air streams are altered so as to replace the saturated desiccant
with another desiccant canister which is anhydrous from a previous
regeneration cycle. The lower desiccant canister is shown in the
process of regeneration with the heated air stream passing through
the canister causing the moisture to evaporate. The air streams
may continue to provide the same environmental conditioning over
an extended period of time due to the alternation of the flow between
different canisters. The fans, filters, air valves and control unit
are not shown. The actual size, shape, and position of the desiccant
canisters may also be configured to provide crash protection for
the occupants in the event of an accident.
FIG. 55 is a diagram of a land vehicle showing the dehumidification
of air to enhance the efficiency of the air-conditioner cooling,
improve comfort, and increase the safety by defrosting the windshield.
The water vapor (H.sub.2 O) given off by the occupants of the vehicle
can be removed by the inventive methods shown in this diagram. The
top desiccant canister is in the adsorption cycle where the anhydrous
desiccant material is adsorbing the moisture out of the cabin air
stream after which the air returns to the cabin with a lower relative
humidity. The lower relative humidity can have several benefits.
The first benefit is the regulation of relative humidity for the
comfort of the occupants of the vehicle, where conventional vehicles
only control the cabin air temperature, this apparatus can keep
the temperature and relative humidity in the comfort zone of 30
to 60% relative humidity or regulate the relative humidity to given
level. The second benefit is the efficiency and performance improvement
resulting from the reduction in demand on the cabin air-conditioning
cooling required due to the reduction in humidity. The air-conditioner
will have less moisture to condense out of the cabin air on a hot
and humid day. The vehicle can provide comfort to the occupants
with a smaller air-conditioning unit and the air-conditioner cooling
unit will be used less often since the occupants will feel comfortable
at a higher temperature when the relative humidity is lower. The
third benefit is the improvement in safety for the occupants since
the apparatus has the capability to automatically eliminate and
prevent the formation of condensation on the inside of the windshield
glass of the vehicle. The lower relative humidity air is directed
toward the windshield to defog or defrost the windshield. As the
desiccant in the top canister becomes saturated with moisture, the
lower canister is completing it's regeneration cycle and the air
streams into and out of both canisters are alternated so as change
the airflow from one canister to the other canister.
FIG. 56 is a diagram of the air flow similar to the flow chart
shown in FIG. 17 when the defog/defrost/dehumidification process
is operating where outside air (from the atmosphere) 1 enters the
heat exchanger 4 to raise the temperature of the air providing the
necessary latent heat of evaporation for the previously adsorbed
moisture in the desiccant, the excess heat from the engine of the
motorized vehicle is obtained from either the engine coolant system
or the exhaust system that may be similar to the type shown in FIGS.
78 & 79. NOTE: precaution must be given to the danger of carbon
monoxide mixing with the cabin environmental system. As Item 2 the
hot air passes through the lower half of the desiccant wheel 5 the
evaporation of the moisture in the desiccant material of 5 the wheel
occurs, the hot humid air stream 3 exits the motorized vehicle,
the desiccant wheel 5 slowly rotates the anhydrous desiccant which
is regenerated in the lower section of the wheel to a position at
the top area of the wheel, The anhydrous section of the wheel rotates
up into the humid air stream 7 from the cabin 6 and as the humid
air from the cabin passes through the anhydrous side of the desiccant
wheel 5 the moisture is adsorbed out of the cool moist cabin air
into the desiccant material on the wheel, the dry air 8 exits the
wheel and returns to the cabin 6 to lower the relative humidity
of the cabin air mass. The process and apparatus are controlled
by the automatic control unit 9 which monitors the temperature and
relative humidity sensors; and activates the various components
of the apparatus to regulate the cabin environmental.
FIG. 57 is a diagram of the air flow through a desiccant wheel
to perform the humidification of fresh heated air going into the
cabin, which is similar to the flow chart shown in FIG. 17. Item
1 the fresh outside air is heated by a heat exchanger 2 utilizing
excess engine heat to raise the temperature of the outside air stream
to the level necessary to cause the moisture in the desiccant material
to evaporate. Item 5 the hot air exits the heater and passes through
4 the evaporation side of the desiccant wheel where the moisture
in the hydrous desiccant material evaporates into the air stream,
which then exits the desiccant wheel 5 as hot humid air and enters
the cabin to provide heat with humidity. The automatic control unit
11 regulates the temperature and relative humidity of the cabin
by activating the fans, motors, and valves to provide a comfortable
environment for the occupants. Item 9 represents a plane which separates
the air flow to the adsorption side of the wheel from the evaporation
side of the desiccant wheel. Where the structure of the apparatus
which represents plane 9 intersects the wheel there are seals provided
(which are not shown) to prevents the air flow from one air stream
from mixing with the other air stream. The outside air 6 enters
the desiccant wheel 7 on the adsorption side where the moisture
from the outside air stream is adsorbed into the desiccant material
coated on the wheel. After the moisture is adsorbed out of 8 the
air stream exits the vehicle 10 back into the atmosphere. The moisture
which is adsorbed into the adsorption side of the desiccant wheel
causing the desiccant to become hydrous after which the hydrous
desiccant rotates up into 4 the evaporation position where the moisture
evaporates. When the sensors for the automatic control unit detect
that the humidity has reached the desired level and humidification
is no longer necessary the air fans may continue to operate to provide
heat while the control unit turns off the desiccant wheel torque
motor (not shown) and the wheel rotation stops, thus the humidification
stops.
FIG. 58 is a diagram of the air flow through a desiccant wheel
to perform the humidification of recirculated heated air going into
the cabin. The process of humidification in this diagram is similar
to that of FIG. 16 where 1 recirculating air from the cabin enters
2 the heat exchanger utilizing various sources of excess engine
heat to increase the air temperature up to the level necessary to
evaporate the out of 4 the hydrous desiccant coated on the surface
of the slowly rotating wheel, after which 5 the air stream containing
the increased level of relative humidity returns to the cabin to
raise the relative humidity of the air mass contained in the cabin.
Item 9 represents a plane which separates the air flow to the adsorption
side of the wheel from the evaporation side of the desiccant wheel.
Where the structure of the apparatus which represents plane 9 intersects
the wheel there are seals provided (which are not shown) to prevents
the air flow from one air stream from mixing with the other air
stream. The outside air 6 containing moisture from the atmosphere
passes through the adsorption side of the desiccant wheel where
the moisture is adsorbed into the desiccant material. The slow rotation
of the wheel causes the anhydrous desiccant section of the wheel
to rotate into the moist air stream where the desiccant is converted
into hydrous desiccant. Item 8 the dry air stream exits the vehicle
and returns to the atmosphere. The process will continue to extract
moisture out of the atmosphere and release the moisture into the
cabin as long as 11 the automatic control unit provides electrical
power the wheel rotation torque motor (not shown). When the automatic
control unit stops the rotation of the desiccant wheel, the humidification
also stops. The automatic control unit regulates the cabin environmental
conditions including the relative humidity to provide comfort to
the occupants of the vehicle.
FIG. 59 is a diagram of the air flow through a desiccant wheel
to perform the dehumidification of fresh outside air going into
the cabin. The process shown in this drawing is similar to the process
flow chart in FIG. 18 where Item 1 fresh outside air enters the
apparatus to pass through a vent system 3 where it enters the adsorption
side 4 of an anhydrous desiccant wheel which adsorbs the moisture
out of the air stream. The dehumidified air exits the wheel 5 and
passes into the cabin to lower the relative humidity of the cabin
air mass, or may be directed to the air-conditioner cooling coils
to increase the air-conditioner efficiency, or directed to the windshield
where the impinging air flow would remove or prevent the formation
of fog/frost on the inside surface of the windshield glass. The
dehumidified air stream 5 may also receive other conditioning to
regulate the air temperature before it enters the cabin. Item 9
represents a plane which separates the air flow to the adsorption
side of the wheel from the evaporation side of the desiccant wheel.
Where the structure of the apparatus which represents plane 9 intersects
the wheel there are seals provided (which are not shown) to prevents
the air flow from one air stream from mixing with the other air
stream. The evaporation side of the desiccant which converts the
desiccant material on the wheel from hydrous to anhydrous desiccant
utilizes fresh outside air which enters the heater 12 and raises
the air temperature to the level necessary to perform the regeneration
of the desiccant material. Item 12 the engine heater utilizes excess
engine heat to produce 6 the hot air stream entering 7 the adsorption
side of the desiccant wheel to perform the evaporation, and after
which exits the wheel 8 as hot humid air taking with the air stream
the moisture previously contained in the desiccant wheel. Item 8
the hot humid air exits the vehicle and returns to the atmosphere
10 . The automatic control unit 11 regulates the apparatus by monitoring
the temperature and relative humidity sensors and activating or
deactivating the components of the apparatus. The automatic control
unit may continue to power the air flow through the apparatus, but
discontinue the dehumidification by deactivating the desiccant wheel
torque motor (not shown) causing the wheel rotation to stop thus
the dehumidification will stop while the air stream continues to
flow. The automatic control unit may also regulate the temperature
of 5 the air stream entering the cabin.
FIG. 60 is a diagram of a desiccant based wheel process capable
of providing heat with increased humidity, defrost/defog function
for the windshield, regulation of the cabin relative humidity level
and increased air-conditioner efficiency. The diagram is divided
by a set of parallel lines passing through the center of the desiccant
wheel which represent a separation of the air streams passing through
the wheel with the process heat exchanger located in the upper section
of the diagram. The heat exchanger may receive excess heat from
the engine or other sources to raise the temperature of the selected
air stream which will pass through the desiccant wheel to cause
the moisture in the desiccant to evaporate into the air stream.
The desiccant wheel is divided into two sections; the first section
at the top of the wheel labeled "H" contains the moisture
which will be released into the hot air stream. As the wheel slowly
rotates into "H" position the portion of the wheel containing
hydrous desiccant moves into the upper air stream and the moisture
begins to evaporate out of the desiccant material as the desiccant
passes through the hot air stream for the purpose of completing
the moisture evaporation as the wheel completes it's cycle through
the "H" position resulting in the conversion of the desiccant
into an anhydrous condition which prepares the desiccant for the
next "D" cycle during which time the desiccant on the
wheel will adsorb moisture. The desiccant coated on the wheel enters
the "D" position as anhydrous and after the desiccant
on the wheel completes it's rotation through the "D" position
where the adsorption occurs as a moist air stream passes through
the desiccant resulting in the conversion to hydrous before it rotates
back into the "H" position.
The automatic control unit through the monitoring of temperature
and relative humidity sensors determines which valves, fans, or
motors (not shown) to activate to obtain the desired results. The
automatic control unit selectively activates the components of the
apparatus or the occupants may set the control unit to a desired
setting such as the selection of fresh outside air or recirculated
cabin air. The occupant would select the cabin air source identified
as (1) outside air or (2) cabin air and the automatic control unit
would activate the components of the apparatus to deliver a desirable
temperature, humidity, air source, and air flow volume/rate (CFM).
Items 3 & 4 represent the output of hot humid air which may
be utilized to heat and humidify the cabin or the hot humid air
may be expelled into the atmosphere. The automatic control unit
would automatically activate the necessary apparatus components
to cause the hot humid air stream to go to either the cabin or be
expelled into the atmosphere. Items 5 & 6 represent the air
sources for the air stream entering the lower section of the diagram,
where 5 the recycled cabin air enters the anhydrous desiccant wheel
which adsorbs the moisture out of the air stream after which the
air returns to the cabin to either defog/defrost the inside windshield
glass or lower the relative humidity of the cabin. The dehumidified
air stream may also go to the air-conditioning cooler coils to increase
the efficiency of the air-conditioner and enable the designer to
install a smaller size unit in the vehicle since the air-conditioner
unit will only have to lower the temperature of dry hot air, not
lower the temperature of hot and humid air on a hot and humid day.
These improvements from lower relative humidity could represent
20 to 30% reduction in energy consumption for the air-conditioner.
If the control unit selects 5 the cabin air source for dehumidification
on the "D" side of the wheel, the control unit would not
select 2 cabin air for the "H" side of the wheel. When
5 or 6 enters the desiccant wheel the dehumidified air stream exiting
the desiccant wheel may be directed out of the vehicle and into
the atmosphere as indicated with Item 9.
FIG. 61 is a side view drawing of a desiccant wheel vehicle humidification/dehumidification/defog
apparatus with a pre-cooler and one heat element. The apparatus
is capable of performing multiple functions.
The function of humidification: When the sensors of the automatic
control unit detects that the cabin environmental system needs to
supply humidified heated air to the cabin the automatic control
unit activates the following items: 1 Cabin side fan which forces
9 either cabin air or outside air through the apparatus where the
air is heated and humidified before it enters the cabin as warm
or hot humid air. When the occupant of the vehicle selects fresh
air or recirculated air the automatic control unit activates an
air valve or air damped gate (not shown ) to direct the desired
air stream into the cabin. The air stream forced by 1 the cabin
side fan first passes through the heater element 3 which heats
the air before it continues through the desiccant wheel 4 where
the heat of the air stream evaporates the moisture out of the hydrous
desiccant material of the desiccant wheel . In the portion of the
desiccant wheel 4 which is located in the (B) position of the case,
is where the desiccant material releases it's moisture into the
hot air stream. If the temperature of the air stream is higher than
desired for the cabin then 14 the pre-cooler is activated by the
automatic control unit which supplies power to a circulator pump
causing a coolant fluid to circulate between 14 the pre-cooler (heat
exchanger) and 10 another heat exchanger connected by tubes or hosed
to circulate the coolant between the two heat exchangers. The automatic
control unit regulates the flow of coolant between the heat exchangers
to regulate the air temperature, The air-conditioner cooling evaporator
coils 7 are not activated during this process. The air stream 12
enters the cabin as warm or hot humid air to provide comfortable
healthful heated air with moisture for the occupants of the vehicle.
The supply of moisture is provided by the other side of the apparatus.
The automatic control unit sensors measure the relative humidity
of both the outside air and the cabin air, and if the occupant has
selected fresh cabin air for the cabin then the automatic control
unit will select as a source of moisture either outside or cabin
air with it's preference toward the air with the higher relative
humidity, however, if the cabin air is set to recirculate then the
automatic control unit will select outside air as 10 the source
of moisture for the "A" portion of the desiccant wheel.
The air stream 10 is the source of moisture for the process. Air
stream 10 is pulled through the apparatus by 8 the outside fan and
passes through 15 the heat exchanger for the pre-cooler. The air
stream continues through 13 another heat exchange which is not activated
for this process. The air stream then enters "A" the adsorption
side of the desiccant wheel where the moisture in air stream 10
is adsorbed into the anhydrous dessicant material. After the moisture
is adsorbed out of the outside air 10 the dry air 11 is ejected
form the apparatus by the outside air fan 8 into the atmosphere.
As the torque motor 6 slowly rotates the desiccant wheel 4 out
of the "A" position where the moisture is adsorbed into
the desiccant into the (B) position in the case the moisture in
the desiccant wheel is evaporated out of the desiccant into the
hot air stream passing through the "B" position of the
wheel. The heater elements 3 provide the heat to raise the air temperature
providing the hot air necessary to perform the regeneration (evaporation
of moisture out of the desiccant) of the desiccant coating on the
wheel. In summary, the (A) side of the desiccant wheel 4 accumulates
moisture, then as the wheel slowly rotates into the (B) position
the desiccant on the wheel releases the moisture into the hot air
stream 12. The outside air fan 8 pulls outside air through the apparatus
and then expels the air back outside.
During the humidification cycle the following items are not activated:
14 & 15 the pre-cooler coils, 7 evaporator, or 13 heat exchanger,.
Under normal environmental conditions the need to humidify and cool
the cabin air seldom occurs. Although the system normally only needs
to provide humidification while the heater for the cabin is operating,
a different variation of the inventive apparatus can be modified
to perform humidification and cooling, however, such an alternative
would be inefficient and is not shown in this drawing.
The function of dehumidification: The inventive apparatus is capable
of supplying dehumidified air to the cabin which has had the moisture
removed from the air stream as it passes through the "B"
side of the desiccant wheel. The air source 9 entering the cabin
side of the apparatus may be outside air or recirculated cabin air
which is pushed through the apparatus by 1 the cabin side fan and
passes through heat element 3 which is deactivated during this process.
The air stream then passes through the "B" portion of
the slowly rotating desiccant wheel, where the anhydrous desiccant
material adsorbs the moisture out of the air stream. The dehumidified
air stream then enters the pre-cooler 14 which may be activated
by the automatic control unit when the air stream 10 passing through
15 the heat exchanger has a temperature closer to the desired cabin
temperature than that of the dehumidified air stream exiting the
"B" portion of the desiccant wheel. When the pre-cooler
is activated by the automatic control unit power is supplied to
a circulator pump (not shown) which starts to move a coolant fluid
between 14 the pre-cooler (heat exchanger) and 15 the other heat
exchanger connected by tubes or hosed (not shown) to circulate the
coolant between the two heat exchangers. The dehumidified air stream
next passes through the air-conditioning evaporator cooling coils
which may be activated by the automatic control unit to lower the
temperature of the dehumidified air stream going to the cabin. The
dehumidified cool/cold air stream 12 is directed by the automatic
control unit either to the inside of the windshield glass to prevent
fog or frost on the windshield or is directed into the cabin or
the automatic control unit may direct the air stream to both the
cabin and the windshield. As the hydrous desiccant material from
the "B" position of the desiccant wheel slowly rotates
into the "A" position to have the moisture removed form
the desiccant, the air stream 10 is utilized to evaporate the moisture
out of the desiccant material when the air stream 10 may be heated
by the heat exchanger 15 when it is activated, and heat exchanger
13 which may utilize excess engine heat to raise the temperature
of the air stream to the level necessary to cause the moisture in
the desiccant material in the "A" position to evaporate
into 11 the hot air stream as it is pulled out of the apparatus
by the outside air fan 8 which ejects the hot humid air into the
atmosphere. When the automatic control unit sensors indicate that
the relative humidity has been lowered to an acceptable relative
humidity level the control unit turns off the power to 6 the desiccant
wheel rotation torque motor which will discontinue the dehumidification
process and may allow the apparatus to continue operate other components
of the apparatus to regulate the cabin temperature without changing
the level of the relative humidity.
FIG. 62 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler and two heat element. In this alternative
of the inventive apparatus the drawing shows the operation of a
motorized vehicle's humidification/dehumidification/defog functions
which are enhanced with a pre-cooler. The apparatus is capable of
performing multiple functions.
The function of humidification: When the sensors of the automatic
control unit detects that the cabin environmental system needs to
supply humidified heated air to the cabin the automatic control
unit activates the following items: 1 Cabin side fan which forces
9 either cabin air or outside air through the apparatus where the
air is heated and humidified before it enters the cabin as warm
or hot humid air. When the occupant of the vehicle selects fresh
air or recirculated air the automatic control unit activates an
air valve or air damped gate (not shown) to direct the desired air
stream into the cabin. The air stream forced by 1 the cabin side
fan first passes through the heater element 3 which heats the air
before it continues through the desiccant wheel 4 where the heat
of the air stream evaporates the moisture out of the hydrous desiccant
material of the desiccant wheel . When the portion of the desiccant
wheel 4 is located in the (I) position of the case, the desiccant
material releases it's moisture into the hot air stream from 3 the
heat element which may be a heat exchanger. If the temperature of
the air stream is higher than desired for the cabin then 14 the
pre-cooler is activated by the automatic control unit when power
is supplied to a circulator pump (not shown) which starts to circulate
a coolant fluid between 14 the pre-cooler (heat exchanger) and 15
the other heat exchanger connected by tubes or hosed to circulate
the coolant between the two heat exchangers. The air-conditioner
cooling evaporator coils 7 are not activated during this process.
If the temperature of the air is not high enough to meet the comfort
needs of the occupants the heater element 17 may provide additional
heat to the air stream 12 which contains the moisture from the desiccant
material. The air stream 18 enters the cabin as warm or hot humid
air to provide comfortable healthful heated air for the occupants
of the vehicle. The supply of moisture for the process is provided
by the other side of the apparatus.
The automatic control unit sensors measure the relative humidity
of both the outside air and the cabin air, and if the occupant has
selected fresh air for the cabin then the automatic control unit
will select as a source of moisture either outside or cabin air
with it's preference toward the air with the higher relative humidity,
however, if the cabin air is set to recirculate then the automatic
control unit will select outside air as 10 the source of moisture
for the "A" portion of the desiccant wheel. The air stream
10 is the source of moisture for the process. Air stream 10 is pulled
through the apparatus by 8 the outside fan and passes through 15
the heat exchanger for the pre-cooler which may add heat to 10 the
air stream when the pre-cooler is activated. The air stream continues
through 13 another heat exchange which is not activated for this
process. The air stream then enters "A" the adsorption
side of the desiccant wheel where the moisture in air stream 10
is adsorbed into the anhydrous dessicant material. After the moisture
is adsorbed out of the outside air 10 the dry air 11 is ejected
form the apparatus by the outside air fan 8 into the atmosphere.
The torque motor 6 slowly rotates the desiccant wheel 4 through
the (B) position in the case where the moisture in the desiccant
wheel is evaporated out of the desiccant into the hot air stream.
The heater elements 3 provide the heat to raise the air temperature
providing the hot air necessary to perform the regeneration (evaporation
of moisture out of the desiccant) of the desiccant coating on the
wheel.
In summary, the (A) side of the desiccant wheel 4 accumulates moisture,
then as the wheel slowly rotates into the (B) position the desiccant
on the wheel releases the moisture into the hot air stream 12. The
outside air fan 8 pulls outside air through the apparatus and then
expels the air back outside. During the humidification cycle the
following items are not activated: 7 the evaporator, or 13 heat
exchanger. Under normal environmental conditions the need to humidify
and cool the cabin air seldom occurs. Although the system normally
only needs to provide humidification while the heater for the cabin
is operating, a different variation of the inventive apparatus can
be modified to perform humidification and cooling, however, such
an alternative would be inefficient and is not shown in this drawing.
The function of dehumidification: The inventive apparatus is capable
of supplying dehumidified air which has had the moisture removed
from the air stream passing through the "B" side of the
desiccant wheel. The air source 9 entering the cabin side of the
apparatus may be outside air or recirculated cabin air which is
pushed through the apparatus by 1 the cabin side fan and passes
through heat element 3 which is deactivated during this process.
The air stream then passes through the "B" portion of
the slowly rotating desiccant wheel, where the anhydrous desiccant
material adsorbs the moisture out of the air stream. The dehumidified
air stream then enters the pre-cooler 14 which may be activated
by the automatic control unit when the air stream 10 passing through
15 the heat exchanger has a temperature closer to the desired cabin
temperature than that of the dehumidified air stream exiting the
"B" portion of the desiccant wheel. When the pre-cooler
is activated by the automatic control unit power is supplied to
a circulator pump (not shown) which causes a coolant fluid to circulate
between 14 the pre-cooler (heat exchanger) and 10 another heat exchanger
connected by tubes or hosed (not shown) to circulate the coolant
between the two heat exchangers. The dehumidified air stream next
passes through the air-conditioning evaporator cooling coils which
may be activated by the automatic control unit to lower the temperature
of the dehumidified air stream going to the cabin. The cool/cold
dry air 12 going to the cabin passes through the deactivated heat
element 17 which is a heat exchanger not used when the air needed
to be cooled. The dehumidified cool/cold air stream 18 is directed
by the automatic control unit either to the inside of the windshield
glass to prevent fog or frost on the windshield or is directed into
the cabin or the automatic control unit may direct the air stream
to both the cabin and the windshield. As the hydrous desiccant material
from the "B" position of the desiccant wheel slowly rotates
into the "A" position to have the moisture removed form
the desiccant, the air stream 10 is utilized to evaporate the moisture
out of the desiccant material when the air stream 10 may be heated
by the heat exchanger 15 when it is activated, and heat exchanger
13 which may utilize excess engine heat to raise the temperature
of the air stream to the level necessary to cause the moisture in
the desiccant material in the "A" position to evaporate
into 11 the hot air stream which is pulled out of the apparatus
by the outside air fan 8 which then sects the hot humid air into
the atmosphere.
When the automatic control unit sensors indicate that the relative
humidity has been lowered to an acceptable relative humidity level
the control unit turns off the power to 6 the desiccant wheel rotation
torque motor causing the apparatus to discontinue the dehumidification
process and allow the apparatus to continue to regulate the cabin
air temperature without changing the level of the relative humidity.
When the automatic control unit sensors indicate that the cabin
air temperature is below the desired temperature level and the cabin
needs either cabin heat with a lower relative humidity or windshield
defrost with heat, the automatic control unit activates the same
components as ere activated for dehumidified cool/cold air, except
the 14 pre-cooler and the air-conditioner evaporation cooling coils
7 are deactivated, and the heat element 17 which may be a heat exchanger
utilizing excess engine heat is activated to increase the temperature
of the dehumidified air stream to the desired temperature to defog/defrost
the windshield or increase the temperature of the cabin, an option
(not shown) in this drawing is a separate vent line and air valve
which would allow the automatic control unit to direct hot dehumidified
air toward the windshield to heat and defog/defrost the glass and
provide a different air stream temperature regulated for the cabin
of the dehumidified air for improved occupant comfort during windshield
defrosting at a different temperature. With this option, the dehumidified
air stream is split with one portion going to the windshield with
a temperature necessary to defog/defrost the windshield and the
other portion of the air stream with it's temperature regulated
separately to provide occupant comfort.
FIG. 63 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit similar to the inventive apparatus shown in FIG. 61 without
the pre-cooler feature and 13 the heat exchanger has been replaced
by 2 the air-condenser coils to provide the necessary heat energy
to regenerate the desiccant material in the "A" position
of the desiccant wheel rotation. In this alternative of the inventive
apparatus the heat energy for regeneration of the desiccant is derived
from the heat of the air-conditioner when the air-conditioner is
operating or from the heater when the heater is operating.
FIG. 64 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit similar to the inventive apparatus shown in FIG. 61 without
the pre-cooler feature and the air-conditioner condenser coils 2
have been placed in air stream 10 to provide both cooling of the
condenser coils and additional excess heat energy to assist Item
13 heat exchanger which could utilize excess engine heat energy
to raise the temperature of air stream 10 which will regenerate
the desiccant in the "A" position of wheel rotation.
FIG. 65 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit similar to the inventive apparatus shown in FIG. 61 without
the pre-cooler feature. The apparatus is also similar to FIG. 64
except the air-conditioner condenser has been removed from the air
stream of the apparatus and the heat energy for regeneration is
supplied by only the excess engine heat to heat exchangers 3 or
13.
FIG. 66 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler similar to the inventive apparatus shown
in FIG. 61 with the exception that the heat exchanger 15 has been
repositioned out of 10 the air stream which passes through the desiccant
wheel and placed where the air stream 16 is pulled through the heat
exchanger without increasing the air temperature of the air flow
through the desiccant wheel "A". This arrangement of the
heat exchanger would allow for the operation of the pre-cooler without
increasing the temperature of the air stream providing moisture
for the adsorption process which with a higher air temperature would
reduce the adsorption capability of the desiccant when the air temperature
is increased. This arrangement of 15 the heat exchanger would enable
the automatic control unit to operate the pre-cooler while the heat
element 3 is heating 9 the air stream performing the evaporation
of moisture out of the desiccant material in the "B" position
of wheel rotation which provides moist hot air to the cabin. The
heat element 3 increases the air temperature to a level high enough
to effectively evaporate the moisture out of the desiccant while
the pre-cooler can reduce the temperature to a lower temperature
for passenger comfort. The automatic control unit will activate
or deactivate the coolant fluid pump (not shown) to regulate 12
the air stream entering the cabin.
FIG. 67 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler and two PCX coils which is similar to the
inventive apparatus shown in FIG. 61. The apparatus is shown with
the pre-cooler configured to produce maximum humidification with
moderate or high temperature heat. The apparatus operates in a similar
manner as previously described in FIG. 62 and in addition the pre-cooler
coils 14 are used to lower the air temperature after the moisture
is evaporated into the air stream. This drawing shows the pre-cooler
14 heat exchanger matched with the (PCX2) pre-cooled heat exchanger
19 or the pre-cooler heat exchanger 14 may be matched with 15 PCX.
The automatic control unit selects which heat exchanger should be
utilized activates a coolant flow valve to cause the coolant to
be directed to the desired heat exchanger.
The function of humidification: the cabin or fresh air enters the
apparatus through cabin fan 1 as described previously. The air is
heated by heat element 3 before the air enters the desiccant wheel
4 to evaporate the moisture out of the desiccant and increase the
relative humidity of the air stream. The air exits the (B) side
of the desiccant wheel as a hot and humid air stream. The air enters
the pre-cooler 14 where the temperature is regulated by the pre-cooler.
The evaporator 7 and heat element 17 are not normally activated
during this process. The air 18 going to the cabin may have the
air temperature and the relative humidity both regulated by the
apparatus during humidification. The outside air fan 8 forces the
cool air flow 11 over the pre-cooler exchange unit (PCX2) 19. Coolant
fluid is circulated between the pre-cooler 14 and the PCX219 by
fluid coolant pump 20. In this way the apparatus first uses maximum
heat for evaporation of moisture out of the desiccant, then removes
some of the heat in the air stream before it enters the cabin and
the air stream 10 going to "A" the adsorption side of
the desiccant wheel remains at a lower temperature to provide maximum
adsorption.
The function of dehumidification: The apparatus automatically determines
when the air should be dehumidified for the cabin or when the air
going to the air-conditioner cooling unit should be dehumidified
or when defog/defrost is necessary and automatically activates the
necessary components to produce the desired results. Dehumidification
may be accomplished while the environmental system is either heating
or cooling the cabin air. To produce a hot dry air stream 18 for
the cabin when the temperature is below the desired level and the
relative humidity in the cabin is above the desired level. The cabin
side fan 1 may pull the humid air out of the cabin and into the
apparatus. The air is forced through the deactivated heat element
3 into the (B) side of the desiccant wheel 4. As the desiccant adsorbs
the moisture out of the cool air stream the relative humidity decreases
and the dry cool air 12 is forced into the heat element 17 where
the temperature is raised to the desired level. The hot dry air
18 continues to be delivered to the cabin until the measurement
by the sensors which are electrically transmitted to the automatic
control unit equal the desired level for temperature and humidity.
If the sensors indicate that more heat is needed but not humidity,
the control unit continues to operate the cabin fan 1 and heat element
17. The control unit turns off the power to the desiccant wheel
torque motor 6 which will cause the desiccant wheel to stop rotating
and the process of dehumidification will also stop. To stop the
dehumidification process the control unit may also turn off the
outside air fan 11 and it may also stop the flow of heat to the
heat exchanger 13. The requirement for dehumidification normally
occurs when the air-conditioner is cooling the cabin air or when
the outside relative humidity is high but dehumidification can be
accomplished as described in the previous FIGURES. If the control
unit senses the relative humidity is below the desired level the
apparatus will start the humidification cycle as previously mentioned.
If the air-conditioner cooling is on when the automatic control
unit senses that the relative humidity needs to be lowered the system
automatically starts the dehumidification cooling cycle. The benefit
of having an apparatus with the 14 pre-cooler matched with 15 PCX
heat exchanger or 19 PCX2 heat exchanger is: (1) the pre-cooler
can operate without increasing the temperature of air stream 10
or the pre-cooler can increase the temperature of 10 air stream.
(2) depending on which heat exchanger is selected, PCX or PCX2 the
temperature of the 14 pre-cooler's coolant fluid can be better regulated.
FIG. 68 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler, PCX2 coils, and a split set of coils 15
& 16 to provide heat exchange for the pre-cooler and the condenser
for the air-conditioner; and is similar to alternative inventive
apparatus described in FIG. 62. In FIGS. 68 Items 21 & 22 damper
valves and 155 Items 21 22 & 23 damper valves are added to
isolate the "A" desiccant portion of the wheel after engine
shut down and after the desiccant has been regenerated to provide
instant dehumidification from the residual regeneration effect on
the desiccant contained in the closed apparatus and is available
to provide instant dehumidification when the engine is started again.
The evaporator 7 cools the air going to the cabin in a way similar
to the traditional cabin air-conditioner.
The function of dehumidification: The apparatus removes the humidity
from the air going to the evaporator coils 7 of the air-conditioning
cooling. Cabin or outside air 9 enters through the cabin side fan
1 and is forced through the apparatus. The air passes through the
deactivated heat element 3 then enters the desiccant wheel 4 on
the (13) side where the moisture in the air is adsorbed into the
desiccant. The pre-cooler 14 is activated by the automatic control
unit, not shown, when the outside air 10 temperature is lower than
the temperature of the air exiting the desiccant wheel 4. The coolant
fluid in the pre-cooler coil 14 is circulates through pump 20 to
the pre-cooler heat exchange coils 15 or 19 the PCX2 an alternate
heat exchanger where the outside air 10 passes through the heat
exchangers. When 14 the pre-cooler heat exchanger's coolant fluid
is routed to the matching heat exchanger 15 the air stream 10 temperature
may increase and cause the desiccant to adsorb less moisture during
cabin humidification mode, for this reason the alternate heat exchanger
PCX2 is located below the desiccant wheel where the increase in
air stream temperature for 11 will not effect the desiccant on the
wheel since the air stream has past the desiccant wheel before it
passes through the PCX2 heat exchanger. The coolant fluid would
be directed to heat exchanger 15 when additional heat is desired
for air stream 10 the cabin is in the dehumidification mode. As
the air stream 10 enters the system the heat transfers out of the
coils 15 into the air stream which next enters the heat exchanger
13 where additional heat may be added for greater evaporation of
the moisture in the "A" side of the desiccant wheel. The
heat exchanger 13 may be heated by excess heat from the engine.
The source of the excess engine heat may be either the engine coolant
system or excess heat from the engine exhaust system. The outside
air is pulled through the heat exchanger 13 and the (A) side of
the desiccant wheel 4 by the outside air side fan 8. As the hot
air passes through the "A" side of the desiccant wheel
4 where the moisture is evaporated out of the desiccant material.
The evaporation of the moisture regenerates the desiccant coated
on wheel 4. The regeneration prepares the desiccant for the adsorption
cycle when it enters the (B) side of the apparatus. The torque motor
slowly rotates the wheel 4 into the (B) side of the apparatus to
continuously repeat the process. The condenser coils 16 for the
air-conditioner cooling unit may be located in the entry of the
outside air stream or in another area of the motorized vehicle.
The condenser coil location for the air-conditioner cooling unit
may be split, with some located in the apparatus as item 16 and
others located outside the apparatus at another location in the
motorized vehicle. The inventive apparatus reduces the relative
humidity of the cabin side air going to the evaporator coils 7 thus
increasing the efficiency of the cooling unit because the unit is
cooling dry air in place of humid air. Since the relative humidity
of the air passing over the evaporator coils 7 is less, the dew
point of the air passing over the coils is lower. This lower dew
point will allow the temperature of the coils to be lower without
forming condensation. The lower temperature of the evaporator coils
7 will allow the air-conditioner cooling unit to deliver colder
and dryer air to the cabin.
The cooling unit can perform the cabin cooling function with a
smaller volume of air flow (CFM) for two reasons: 1.) the air has
a lower temperature and 2.) the air has a lower relative humidity
allowing the occupant's body to naturally cool itself through more
rapid evaporation. The occupants are more comfortable and the motorized
vehicle consumes less fuel. Because the environmental unit operates
with a lower volume of air (less CFM) this produces a quieter cooling
unit with quicker cooling results and the occupants avoids the necessity
of enduring a loud blast of cool air in the face. In this drawing
the air-conditioning cooling and heat system of the motorized vehicle
are shown integrated into the inventive apparatus. This alternative
of the inventive apparatus shown in this drawing will also provide
the windshield and window glass defrost/defog/condensation removal
functions automatically when the automatic control unit's sensors
detect environmental conditions that could result in windshield
condensation. The defog/defrost function may be performed with either
fresh outside air or recirculated cabin air set by the occupant
of the vehicle. The air stream 9 is pulled into the apparatus by
the cabin side fan 1 which forces the air stream through the deactivated
heat element 3 and passes through the "B" side of the
desiccant wheel where the moisture in the air stream is adsorbed
into the desiccant material. The pre-cooler 14 and the air-conditioner
evaporator may be deactivated during the defog mode. The dehumidified
air stream 12 then passes through the heat element 17 which may
be activated to melt outside ice on the windshield or increase the
effect of the dehumidified air stream on defrosting of the inside
glass. A damper valve (not shown) would allow the automatic control
unit to provide dehumidified air 12 heated toward the windshield
while the remainder of the air stream could pass into the cabin
without heating or in another configuration the air may be heated
for the windshield defrosting and the air going to the cabin could
be cooled by the air-conditioner evaporator. The residual regeneration
feature provides instant dehumidification. Depending on the vehicle's
residual heat energy available after engine shut down a vehicle
could be configured one of two ways: (I.) After engine shut down
the wheel torque motor 6 is deactivated to stop the rotation of
the desiccant wheel. The 1 cabin side fan, 3 heat element, 14 pre-cooler,
7 evaporator, and 17 heat element on the cabin side of the apparatus
are deactivated. Air stream 10 is pulled by fan 8 through heat exchangers
15 & 16 and heat exchanger 13 which continues to have the engine
residual heat transferred to the heat exchanger by the engine coolant
circulator pump. Air stream 10 continues to receive the heat from
the heat exchanger as long as there is sufficient heat energy to
evaporate the moisture in the "A" portion of the wheel
or until the desiccant has completed it's regeneration cycle after
which fan 8 is deactivated and the air valves (damper doors) 21
& 22 close to prevent any outside moisture from entering the
closed area and become adsorbed into the desiccant wheel. The anhydrous
desiccant remains isolated until the engine is restarted which activates
the apparatus and the anhydrous desiccant rotates into the "B"
position as anhydrous desiccant before the engine temperature has
increased to the required evaporation temperature. (II.) The apparatus
functions as previously described with the difference that for an
engine with more residual excess heat the apparatus would have two
(2) additional damper doors or air valves (not shown) to prevent
air from entering 9 or 18 which would close as soon as the engine
stops. The cabin side fan 1 and the other components of the cabin
side air stream would be deactivated (1 3 14 7 & 17). The
desiccant wheel torque motor remains activated to continue to slowly
rotate the wheel through the hot air stream to regenerate the complete
wheel after which the motors and pumps are deactivated, which would
leave the complete desiccant wheel regenerated, and all the doors
are closed to isolate the desiccant from any moisture that may be
in the outside atmosphere.
FIG. 69 is a side view of a desiccant wheel vehicle humidification/dehumidification/defog
unit with a pre-cooler, PCX coils, and a split set of coils to provide
heat exchange for the pre-cooler and the air-conditioner similar
to the inventive apparatus shown in FIG. 68 with the exception
that 15 the heat exchanger has been moved to a location below the
desiccant wheel which will allow the apparatus to pass an air stream
through 15 the heat exchanger with out increasing the temperature
of the air stream going through the "A" side of 4 the
desiccant wheel and a damper door or air valve 23 has been also
added to provide a complete closure for the apparatus to prevent
the intrusion of moisture after the desiccant wheel has been prepared
for residual regeneration. The apparatus is capable of using 14
the pre-cooler to regulate the temperature of 12 the air stream
going to the cabin under certain conditions without having to activate
the air-conditioner cooling evaporator coils which would have use
additional energy. The functions of the pre-cooler are similar to
those shown in FIG. 66 which also has the 15 heat exchanger located
in this position.
FIG. 70 is a diagram showing the various positions of air valves
and components for a desiccant wheel vehicle humidification/dehumidification/defog
system where the humidification & dehumidification processes
is shown for the apparatus with the functions shown independently
and separated from the traditional motorized vehicle environmental
control unit. This variation of the inventive apparatus may be adapted
to the conventional heating and cooling unit by air ducts and damper
valves as shown in FIGS. 60 and 70 through 75. The FIGS. 60 and
70 through 75 show an apparatus that may be attached to an existing
motorized vehicle environmental unit for a previously manufactured
motorized vehicle. Although this series of drawings and diagrams
and others throughout these descriptions do not identify air filters
in every case, the air entering the desiccant wheel or canister
must be filtered to prevent the accumulation of foreign particles
in the small air ways of the internal structure and percent the
air stream from impinging on the desiccant coated on the surface
of the structural material. The type of filters utilized may vary
depending on the requirements of the vehicle. The effective life
of the desiccant coated on the wheel depends on the proper adhesion
of the desiccant to the structure and the prevention of foreign
particle entering the apparatus. If centrifugal filters or other
indefinite life filters are not used, then the replacement schedule
of filters dirty must be considered by the operator or dirty filter
indicators should be considered by the manufacturer to warn the
operator to the air flow restriction caused by dirty filters on
all units. The dimensions of the inventive apparatus could be modified
to match the existing environmental unit of various motorized vehicles.
In FIG. 70 the air valves (damper doors) are shown in various positions
for the purpose of identification only, the apparatus would not
operate as shown in this drawing. In most cases the regenerative
side of the apparatus consist of items: 1 the heat exchanger providing
the heat for regeneration during the dehumidification mode and defog
mode for the windshield, the outside air 2 or cabin air 9 goes through
the heat exchanger 1 to produce a hot air steam 3 the hot air stream
3 enters the regeneration (evaporation) side "M" of the
desiccant wheel 4 where the air stream is converted to a warm/hot
moist air stream when the moisture in the desiccant evaporates in
to the air stream, both air valves 5 & 6 are shown in the closed
position, when air valve 5 is open the air will flow to 7 the outside
atmosphere. If air valve 5 is closed and 6 is open the hot/warm
air stream will flow into 8 the cabin to provide moist heated air
for the cabin which is either fresh outside air or recirculated
cabin air.
In most cases the adsorption side of the apparatus may be described
as consisting of: an outside air source 12 with air valve 13 open
or cabin air 25 with 14 air valve (damper door) open. Air stream
20 from either 12 or 25 enters the desiccant wheel 4 and passes
through the portion of the wheel located in the "D" position
where the moisture in the air stream is adsorbed into the anhydrous
desiccant material. The desiccant wheel 4 is slowly rotated to transfer
the moisture from the "D" position to the "M"
position of the case by the wheel torque motor not shown. Also not
shown are other various components such as the seals, filters, fan,
fan motors, sensors and the automatic control unit. Air stream 27
exits the desiccant wheel with a reduced level of relative humidity
to supply 11 an air stream to defog/defrost the windshield, 21 an
air stream to lower the relative humidity of the cabin, and/or 24
to increase the efficiency of the air-conditioner cooling. When
air valve 15 is open air stream 27 passes through heat exchanger
10 which may be utilized to increase the temperature of the dehumidified
air stream 11 which exits the windshield vent as either a cool or
hot dehumidified air stream to remove the moisture from the inside
of the windshield glass. The apparatus is capable of defrosting
the inside of the windshield glass utilizing recirculated cabin
air. When air valve 17 is open air stream 27 may enter through air
valve 18 for cabin dehumidification or air valve 19 to increase
the air-conditioning efficiency. When air valve 15 & 17 are
in position 16 air stream 27 will flow to both the windshield defog
air way, and the air way to the cabin and the air-conditioner cooling
coils 23. When air valve 19 is closed air valve 22 may be opened
to allow air stream 26 which may be either outside air or cabin
air to pass through 23 the air-conditioner coils without passing
through the desiccant wheel. Air valve 28 may be opened when 15
& 17 are closed to allow air stream to exit to 29 the outside
atmosphere.
FIG. 71 is a diagram showing the air flow through a variation of
the inventive apparatus where dehumidification is utilized for defrosting
the windshield. Item 12 fresh outside air or 25 recirculated cabin
air may be utilized to defog/defrost the inside windshield glass
of a motorized vehicle. Air stream 25 which is recirculated cabin
air is shown passing through open air valve 14 which enters the
slowly rotating desiccant wheel where the anhydrous desiccant adsorbs
the moisture out of the air stream and exits 27 as a dehumidified
air stream to pass through open air valve 15 and enter the heat
exchanger 10 which may utilizes excess engine heat to increase the
temperature of 11 the dehumidified air stream which exits the windshield
vent and impinges on the inside of the windshield glass to prevent
or remove condensation. The heat from 10 the heat exchanger may
be utilized to melt snow or ice on the exterior of the windshield
glass or increase the evaporation effect of 11 on the inside of
the glass. On the evaporation side of the apparatus air stream 9
from the cabin would not be utilized during this mode of operation.
Air stream 2 from outside atmosphere passes through heat exchange
1 to increase the temperature of the air stream to the level necessary
to cause the moisture in the hydrous desiccant to evaporate as 3
the hot air stream passes through that portion of 4 the desiccant
wheel which has slowly rotated into the "M" position.
Air valve 5 is open to allow the hot humid air stream to exit the
apparatus into the atmosphere. The apparatus has utilized desiccant
materials to removed the moisture from a cabin air stream and transfer
that moisture to another air stream which expelled the moisture
into the atmosphere. The apparatus is also capable of supplying
fresh outside air 12 to perform the windshield defrosting when air
valve 13 is open and 14 is closed.
FIG. 72 is a diagram of an alternative of the inventive apparatus
utilizing a similar methods to those shown in FIG. 71 but where
dehumidified air 21 is directed to the cabin to reduce the relative
humidity of the cabin air. The air valve 17 is open to allow the
dehumidified air to pass directly into the cabin while air valve
15 is closed to prevent 27 the air stream for going to the windshield
vent. Either 25 cabin air may be recirculated into the cabin after
the water vapor is removed when air valve 14 is open, or 12 fresh
outside air may be utilized when air valve 13 is open and 14 is
closed.
FIG. 73 is a diagram of an alternative of the inventive apparatus
utilizing a similar methods as those shown in FIGS. 71 & 72
to provide dehumidified air, but where the dehumidified air stream
27 may pass into both the cabin 21 and also defrost the windshield,
where air valves 15 & 17 are open and 16 may move up or down
to adjust the percent of air flow to each vent. Air stream 21 may
pass through a heat exchanger (not shown) to regulate the temperature
of the air cabin stream by transferring excess engine heat to the
air stream before it enters the cabin.
FIG. 74 is a diagram of an alternative of the inventive apparatus
where the method of dehumidification is similar to those shown in
FIG. 72 to provide dehumidified air, but where air valve 18 to the
cabin is closed and air valve 19 is open to direct the dehumidified
air stream through the air-conditioner evaporator coils 23 to cool
the air stream before it enters the cabin. The removal of the moisture
in 27 the air stream before the air passes through the air-conditioner
coils 23 increases the efficiency of the air-conditioner. The occupant
of the vehicle may select fresh outside air 12 as the air source
or recirculated cabin air 25 for dehumidification of the air stream
going into the air-conditioner coils.
FIG. 75 is a diagram of an alternative of the inventive apparatus
where either fresh outside air or recirculated cabin air is heated
and humidified to provide the cabin with a warm/hot humidified air
stream. The out side air 2 or recirculated air 9 is selected by
the occupant which passes through 1 a heat exchanger utilizing excess
engine heat to raise the air temperature to a level which will cause
the moisture in the portion of the desiccant wheel 4 which is in
the "M" positioned to evaporate into the air stream and
pass through the open air valve 6 which directs the air stream into
the cabin. The cabin relative humidity level is regulated by the
automatic control unit (not shown) which activates or deactivates
the wheel torque motor to start or stop the humidification process.
The apparatus functions similar to the method described in FIGS.
57 & 58. The source of moisture for the humidification is either
12 outside air or 25 cabin air.
FIG. 76 is a diagram of a duel desiccant canister humidification
system for a surface motorized vehicle for land or sea operation
which is similar to FIG. 120 where the moisture given off by the
occupants of the cabin can be reclaimed and evaporated into the
fresh air stream entering the cabin .
FIG. 77 is a diagram of an alternative of an inventive apparatus
with a duel desiccant canister humidification system capable of
humidification, dehumidification, windshield defrosting, and enhanced
air-conditioner efficiency utilizing two rotary crossover valves.
The use of desiccant canisters in place of a desiccant wheel may
offer greater flexibility in the shape, location and size options
for the apparatus. The canisters are identified during this cycle
as "E" which is releasing moisture through the process
of evaporation and "D" which is adsorbing moisture out
of the air stream and producing a dry (dehumidified) air stream.
The automatic control unit, sensors, fans, the heat exchanger coolant
fluid system and filters are not shown.
The function of humidification: Fresh outside air 14 or cabin air
15 may be selected by the occupant of the vehicle on the automatic
control unit after which the automatic control unit activates the
air valve (damper) to deliver the desired air stream to 1 the heat
exchanger which increases the temperature of the air stream to the
level necessary to perform the evaporation of the moisture out of
the hydrous desiccant material when the hot air passes through 13
the input rotary crossover valve and then for this cycle enters
desiccant canister "E" where the hydrous desiccant is
heated by the hot air stream and the evaporation of the moisture
out of the desiccant occurs. The warm/hot humidified air stream
then is directed by 4 the output rotary crossover valve to air valve
11 which directs the hot humid air stream through air valve 17 then
next into the vehicle heater vent 6 for the cabin heating with moist
hot air. The moisture for the process is supplied to the apparatus
by either 2 outside air or 7 inside cabin air. The air valve 3 is
controlled by the automatic control unit which selects the air source
with the highest relative humidity. The air stream then is directed
by 13 the rotary crossover valve to the anhydrous desiccant canister
"D" where the moisture in the air stream is adsorbed by
the desiccant canister during this cycle. The air stream which exits
the "D" canister through the output rotary crossover valve
4 leaves it's moisture in the desiccant material and is directed
through air valve 12 to the outside atmosphere 8. As the sensors
for the automatic control unit detect that the moisture has evaporated
out of canister "E" and canister "D" is becoming
saturated with moisture the automatic control unit rotates the rotary
crossover valves 13 & 4 to switch to different canisters to
alternate the process for each canister. A four (4) canister apparatus
(not shown) is an alternative to the inventive apparatus where the
duel pairs of canisters would cycle at different times to provide
uninterrupted air flow and would discontinue utilizing the air stream
from the canister as it approaches the completion of it's cycle
which would produce the most desirable air stream for the cabin.
When the sensors indicate to the automatic control unit that the
relative humidity has reached the desired level and humidification
is no longer required, the automatic control unit discontinues the
cycling of the crossover valves and allows the air stream to continue
to flow through one of the canisters which stops the humidification
process since no more moisture is added to the desiccant.
The function of dehumidification: When the automatic control unit
sensors indicate to the controller that dehumidification is required
the automatic control unit may utilize 2 outside fresh air or 7
cabin air which will be dehumidified and delivered to the cabin
depending on which air source the occupant has set on the automatic
control unit. The automatic control unit activates 3 air valve to
select the desired air stream which is directed to the 13 the input
rotary crossover valve which for this cycle directs the air stream
to be dehumidified into "D" desiccant canister which contains
anhydrous desiccant to adsorb the moisture out of the air stream
as it passes through the canister to 4 the output rotary valve which
directs the air stream to 11 air valve which directs the dehumidified
air stream into several possible directions depending on the desired
result: (1) for windshield defrosting with or without heat or cabin
heat with low relative humidity the air valve 11 directs the air
stream to 9 a heat exchanger utilized to add heat derived from excess
engine heat to the air stream when the coolant flow valve (not shown)
is opened. When the coolant fluid flow valve is closed heat is not
added. The air stream exits the 9 heat exchanger and passes through
another air valve which regulates the amount of air flow to either
20 the windshield defrost vent or 5 the cabin air vent. Air valve
11 may be utilized to direct a hot dehumidified air stream to defrost
the windshield while delivering another portion of the dehumidified
air stream to the cabin through vent 6 or 19. (2) for dehumidified
cabin air or increased air-conditioner cooling efficiency air valve
11 directs the dehumidified air stream from 4 the output rotary
crossover valve to air valve 17 which regulates the air flow to
either 6 the cabin air vent or for cooling to 18 the air-conditioner
evaporator coils which cools the dehumidified air stream before
it is directed into the cabin by 19 the air-conditioner vent. The
desiccant canisters have similar capabilities to the desiccant wheel
utilizing the alternating action of rotary crossover valves or other
types of air valves which transfer moisture from one air stream
to another.
FIG. 78 is a drawing of an engine exhaust heat exchanger which
is capable of transferring excess engine heat from one air stream
to another which is utilized to . Caution must be given to the manufacture
and location of the apparatus to prevent carbon dioxide gas and
other engine exhaust gases from mixing with the cabin air stream
or damage to the apparatus. The input and out put arrows labeled
"EX" indicate the flow of high temperature exhaust gas
from the engine which passes through a section of the exhaust pipe
surrounded by another enclosed casement which contains the air stream
receiving the heat from the hot exhaust gas without mixing with
the exhaust gas. The heated air stream will be utilized as cabin
air in some modes of operation of the inventive apparatus.
FIG. 79 is a drawing of an excess engine heat recovery system showing
some of the sources of excess engine heat. Any one or combination
of the following Items may be utilized to provide the heat source
for regeneration of the desiccant which is capable of causing the
moisture in the hydrous desiccant to evaporate into the hot air
stream. Item 1 is the AIR FLOW OVER THE ENGINE BLOCK contained in
an air shroud capable of directing the hot air to the desired location.
Item 2 represents the AIR GOING INTO AIR-CONDITIONER CONDENSER COILS
& ENGINE COOLANT (RADIATOR), which then is directed into 10
the DESICCANT SYSTEM ROTARY VALVE. Item 3 a FAN FOR ENGINE AND EXHAUST
RECOVERY SYSTEM to force the hot air stream through the engine shroud
and into the inventive apparatus. Item 4 the FAN FOR CONDENSER &
RADIATOR cooling which forces the hot air stream into the inventive
apparatus. Item 6 EXHAUST MANIFOLD with an air shroud encasement
to direct the air stream which is heated by the manifold into the
inventive apparatus. Item 7 is the CATALYTIC CONVERTER encased in
an air shroud to direct the hot air surrounding the catalytic converter
into the inventive apparatus. Item 8 is a EXHAUST PIPE HEAT EXCHANGER
with an (ARROW WHICH REPRESENTS EXHAUST FLOW DIRECTION) similar
to the component shown in FIG. 78. Item 9 is the AIR-CONDITIONER
CONDENSER COIL. Iterm 10. is the DESICCANT ROTARY AIR VALVE or SLIDE
AIR VALVE used to alternate the hot air flow between the "A"
& "B" desiccant canisters. Item 11 is the ENGINE COOLANT
RADIATOR. Item 12 is the ENGINE COMPARTMENT WALL or ENGINE COOLING
which is utilized to contain the air flow over the engine. Item
13 is the AIR TRAVELING THROUGH A SEPARATE AIR DUCT which is directed
over the EXHAUST MANIFOLD, CATALYTIC CONVERTER, EXHAUST PIPE HEAT
EXCHANGER, then directed into 10 the DESICCANT SYSTEM ROTARY VALVE.
Item 14 is the AIR DUCT TO EXHAUST MANIFOLD. Items "A"
& "B" are DESICCANT CANISTERS.
FIG. 80A is a drawing of a NOMEX honeycomb center drive desiccant
wheel similar to the one shown in FIG. 9B. Detail "A"
shows the female spline drive which connects to the drive shaft
from the rotary torque motor for the wheel. Detail "A"
shows Item 1 which can be made of metal, plastic or NYLON material
and bonded to the center of 2 the NOMEX honeycomb. Item 3 is the
perimeter ring which may be metal, plastic, or NYLON to provide
a smooth surface for the seals to contact and add strength to the
wheel.
FIG. 80B is a drawing of a NOMEX honeycomb center drive desiccant
wheel similar to FIG. 80A showing the retained moisture content
of the desiccant during rotation. The arrows on each side of 1 the
female spline drive represent the direction of rotation as the hot
air stream passes through the half of the wheel in the foreground
3 which is in the regeneration cycle while the other half of the
wheel 2 is in the adsorption cycle. The three arrows pointing downward
represent the direction of air flow for the hot air stream through
the honeycomb which evaporates the moisture out of the desiccant.
The sloped bands identified with the percentage numbers represent
the percent of moisture content as the desiccant wheel slowly rotates
through the regenerative position. These bands indicate how the
hot air stream evaporates out the moisture at a higher rate when
it first enters the small passage ways of the honeycomb and when
the air approaches the bottom of the wheel the air has less ability
to remove moisture since it is becoming saturated with moisture
and it's temperature is beginning to decrease. The longer the wheel
is exposed to the hot air stream the lower the moisture content
resulting in the slope of the percentage band lines. The speed of
rotation, size and shape of the wheel combined with the temperature
of both the adsorption and evaporation air stream must be considered
for each application to gain the most efficient use of the apparatus.
The automatic control unit may monitor the temperature and relative
humidity of the input and out put air stream to regulate the operation
of the apparatus to gain the optimum efficiency.
FIG. 81 is a detail view of the desiccant coated NOMEX honeycomb
structure utilized in the desiccant wheel and desiccant canisters
to provide the surface area exposure to the air stream with arrows
showing the air flow (A) direction as the air stream enters the
passageways formed by the NOMEX honeycomb. The desiccant may be
coated on the surface of the honeycomb NOMEX which provides the
structural shape upon which the desiccant is coated to provide maximum
exposure of the desiccant to the air stream. The interior surface
of all the small passage ways formed by the honeycomb is preferably
coated with the desiccant material. Detail "A" shows two
different size enlargements of the honeycomb structure, adhesive,
and desiccant. The desiccant may be applied in various ways, one
of which is to first coat the surface of the NOMEX with adhesive
and then apply the desiccant to the adhesive covering the surface
of the NOMEX another is to mix the desiccant with the adhesive and
apply them both to the surface of the NOMEX.
FIG. 82 is a detail view of Super Surface NOMEX honeycomb which
is an alternative structure and may be utilized for the wheel or
canister to provide additional surface area for the enhancement
of the adsorption and evaporation process, and increase the structural
strength over the traditional NOMEX honeycomb shape. NOMEX honeycomb
has been utilized in the manufacture of structural assemblies where
strength and weight are important requirements for the structure
such as aircraft and other items. In most aircraft structure where
the honeycomb is used the honeycomb is sandwiched between and bonded
to two sheets of a flat surface material to produce a strong but
light weight structure. Since the limitation of weight is such an
important requirement in aircraft, every effort has been made to
remove the material weight in aircraft manufacturing, however, in
the case of "Super Surface" honeycomb weight has been
added by the additional shape placed inside the traditional honeycomb
shape to increase the exposure of surface area to the air stream.
Other efforts to increase the surface area have been limited to
making the size of each cell smaller and in this way the surface
area is increased, however, this has caused a significant limitation
to the ability of the air to flow through the passage ways. In the
lower section of the drawing Item "H" is showing the honeycomb
before it is expanded with the sheets of NOMEX bonded together.
In the upper section of the drawing the "Super Surface"
honeycomb is shown expanded with the inventive structure added and
identified as Items "A" & "B" positioned
in the center of the traditional honeycomb structure.
FIG. 83 is a drawing showing a detail view of the steps of expansion
which causes the Super Surface NOMEX honeycomb to take shape and
is similar to FIG. 82. The manufacturing process starts with flat
sheets of NOMEX which are indexed to locate the strips of adhesive
which are placed on the flat sheets where the bond joints will be
located when the structure is expanded. The variation from the traditional
honeycomb is the addition of other sections of NOMEX which are cut
and pre-folded along the bend lines as shown in Detail "K"
to cause the comers to have sharp bends as identified by Item 4
when the structure is expanded. The additional sections Items 8
& 9 have the adhesive applied to the joining points and the
sections 8 & 9 are placed between 7 & 10 after which they
are bonded. As the structure is expanded to change the shape from
"H" to "A" the inventive shape begins to form
as the material moves in the direction indicated by the arrows next
to "A", "B", "C", & "D".
As "A" & "B" move toward each other the
area "E" & "F" begin to take the shape of
a square or rectangle as indicated in "G". Items 1 &
6 are the sheets of NOMEX forming the traditional structure and
sheets 2 & 3 represent the inventive structure which forms the
new shape. Item 5 is one of the bond lines. The action of expanding
the structure by moving "C" & "D" apart
causes the "E" & "F" to move toward each
other causing the folded sheets to make the new shape. Item "G"
is the finished shape upon which the desiccant will be coated to
provide an alternative structure for the wheel and canister filler.
FIG. 84 is a detail view of Poly-Shape NOMEX honeycomb providing
an area capable of receiving a filler material to enhance the adsorption
and evaporation process or may be filled with a structural material
to increases the structural strength of the material when used in
aircraft or other structural applications. The method of manufacturing
this shape is similar to the method shown in FIGS. 82 & 83 with
the exception of the elimination of the pre-fold which results in
a rounded shape as indicated by Item 5 in place of the square or
rectangle shape of the previous figures. Item 1 is the sheet of
NOMEX forming the traditional honeycomb shape. Items 3 & 5 are
the new inventive air passage ways formed by the added NOMEX material.
Item 4 is the adhesive which bonds together the two pieces of inventive
structure. The surface of this shape may be coated with desiccant
to increase the exposed surface area as compared to the traditional
honeycomb shape. The addition of the inventive shape positioned
in the traditional honeycomb increases the surface area exposure
to the air stream passing through the structure without significantly
restricting the air flow. Super Surface honeycomb in FIGS. 82 &
83 and the inventive shape in this drawing are both alternative
shapes for the structure of the wheel and canister filler of the
apparatus.
FIG. 85 is a detail view of Poly-Shape NOMEX honeycomb showing
an area filled with a desiccant material to enhance the adsorption
and evaporation process or structural material to provide higher
compression strength and higher rigidity to side loads by locking
the honeycomb into the expanded position. When the additional inventive
shape is added to the honeycomb to provide greater strength, when
Item 5 is a structural filler for manufacturing such items as aircraft
structure, the inventive shape may be made by a nonporous material
such as NOMEX, however, when the filler 5 is a desiccant material
to enhance the adsorption and evaporation properties of the desiccant
wheel or canister filler the inventive shape of the nonporous NOMEX
must be replaced with a porous type of material such as SONTARA
or other material which allows the water vapor to freely pass through
the material and also contains the desiccant.
FIG. 86 is a detail view and chart showing the increase in surface
area of the Super Surface form over the traditional form of honeycomb
with an increase of 24% in surface area of the walls of the air
passages over a smaller size (50% size shown in FIG. 87) of the
traditional honeycomb shape. The surface area exposure of the passageways
identified as Items 1 through 12 for a given portion of the wheel
or canister have been measured and recorded in the chart in the
lower section of the figure. The traditional honeycomb portion of
the shape in FIG. 86 is 100%, while the traditional shape in FIG.
87 is 50%. With the inventive structure added to the center of the
traditional honeycomb shape of FIG. 86 the surface area is greater
than the surface area of FIG. 87 by 24%.
FIG. 87 is a detail view of traditional honeycomb and a chart showing
the surface area of the traditional honeycomb with the air passageways
identified as Items 1 through 12. The total surface area of 224.1
in FIG. 87 may be compared to the total surface area of FIG. 86
which is 278.2 and shows a surface area increase of 24% with the
inventive shape over the traditional shape, even though the traditional
shape has more honeycomb shaped cells.
FIG. 88 is a diagram of the sensor for the Automatic Control Unit
showing some of the measurements which may be taken to provide input
information to the automatic control unit. The Automatic Control
Unit component of the inventive apparatus is unique in several ways
since it utilizes desiccants to regulate the motorized vehicle's
environmental system by monitoring both inside and outside environmental
conditions to select an appropriate setting for a particular point
in time of the vehicle operation with the direct and complete regulation
of environmental conditions such as temperature, relative humidity,
fan speed, defrosting of the windshield, air vent selection, and
other comfort, safety, & efficiency features. The Automatic
Control Unit is an integral component of the inventive method since
the motorized vehicle occupants would be distracted from operating
the vehicle if only manual control were available to manually activate
and deactivate the other components of the apparatus. The Automatic
Control Unit may consist of various alternatives of the features
described here in and may utilize either all of the features or
different combinations of the features. In this chart two sets of
temperature and relative humidity sensors are shown measuring the
temperature and relatively humidity of the front seat cabin area
and the air mass close to the windshield of the vehicle. Additional
sensors may be added to provide information to the automatic control
unit for monitoring the environmental conditions for both the left
and right front seats, additional sensors may be placed in the vehicle
to monitor the temperature and relative humidity of the rear seats.
Two temperature sensors are shown which measure the temperature
of the inside and outside of the windshield glass, and transmit
the readings to the automatic control unit. A relative humidity
and temperature sensor are shown to measure the outside atmosphere
temperature and relative humidity. The automatic control unit utilizes
the information received from the sensors to determine which components
to activate or deactivate and may also displays some of the information
on the automatic control unit visual display.
FIG. 89 is a diagram showing some of the components which are activated,
deactivated or regulated by the output of the automatic control
unit. The actual components controlled by the automatic control
unit may vary depending on the type of desiccant component (wheel
or canister) and the features desired for the vehicle. The inventive
apparatus consist of various essential components, one of which
is the Automatic Control Unit, which monitors the outside atmosphere,
windshield, cabin air conditions, and various air streams within
the apparatus to select one of the various profiles of environmental
conditions which will be most desirable, and then activates or deactivates
various components to automatically regulate the interior cabin
environmental conditions of the motorized vehicle.
FIG. 90 is a diagram showing some of the selections the occupant
of a motorized vehicle equipped with the inventive apparatus may
utilize to set the desired mode of operation of the Automatic Control
Unit here after referred to as the "ACU". When Item 1
the AUTOMATIC mode is selected the Automatic Control Unit (ACU)
completely controls the environmental control system. In this mode
the automatic control unit monitors the outside temperature and
relative humidity to select the appropriate environmental profile
which may be similar to the profile shown in FIGS. 92 & 93
the ACU compares the temperature and relative humidity sensor readings
to the desired conditions on the profile and when any sensor readings
vary from the desired profile settings the ACU activates the necessary
components of the inventive apparatus to produce the desired results.
The AUTOMATIC mode is the preferred mode and is automatically selected
when the engine is started unless another mode is selected by the
occupant. When the vehicle engine is turned off and restarted the
ACU will return to the AUTOMATIC mode on the ACU and automatically
begin to regulate the cabin environmental conditions the to meet
the values on the cabin environmental profile which is selected
each time the engine is started. Using the appropriate environmental
profile the ACU establishes and regulates independently the: temperature,
humidity, and fan speed for the front left, front right, and back
seat. The ACU automatically and independently activates or deactivates
the defrost/defog air stream and automatically regulates the temperature
of the defrost/defog air stream. An alternative to the inventive
apparatus for over the road trucks may replace the back seat function
with a sleeper compartment function providing a split control unit
which may also be operated from the truck sleeper compartment. The
occupant of the vehicle may override one or more functions of 1
the AUTOMATIC mode while the ACU remains in 1 the AUTOMATIC mode,
by selecting for example, the 2 TEMPERATURE and 7 OFF which will
cause the ACU to continue to regulate the relative humidity and
fan speed but will activate or deactivate the necessary components
to discontinue either adding heat or air-conditioning to the air
stream, or the occupant may leave the temperature in 1 the AUTOMATIC
mode and turn off the relative humidity function by selecting 3
HUMIDITY and 9 OFF which will discontinue the humidification or
dehumidification process while the temperature and fan speed are
automatically regulated by the ACU. The occupant of the vehicle
may change the environmental profile preset by the factory by selecting
4 the SET and 10 ON then the environmental profile may be changed
by selecting the 14 TEMPERATURE or 15 HUMIDITY while the ACU is
in the AUTOMATIC mode either the profile temperature or the profile
humidity may be 20 INCREASED or 21 DECREASED, 22 INCREASED or 41
DECREASED respectively which will modify the profile to the new
values until they are changed by the same procedure or the profile
may be returned to the factory values by selecting 5 RESET.
In all preferred modes the ACU automatically regulates the defrost/defog
features to prevent the formation of condensation and/or will eliminate
any condensation on the windshield automatically under any mode.
The ACU will over ride any manual or profile settings to assure
the prevention and elimination of condensation on the windshield
with the exception of the defog switch which will manually deactivate
the defog feature during only one engine start up and run cycle
or until the defog switch is again selected, then the defog feature
will be restored. When the occupant selects 23 MANUAL SETTINGS the
ACU discontinues to utilize the environmental profile feature of
the inventive apparatus and will automatically control the components
of the apparatus to regulate the temperature and relative humidity
to the values which appear on the control unit. The occupant may
change the temperature by selecting 24 TEMPERATURE and the 30 INCREASE
or 31 DECREASE which will cause the ACU to function similar to a
conventional thermostat and regulate the apparatus to the values
selected by the occupant. The occupant may select 25 HUMIDITY to
increase or decrease the relative humidity setting for the ACU by
selecting 32 INCREASE or 33 DECREASE after which the ACU will regulate
the relative humidity of the cabin to the percent which is set by
the occupant on the ACU. The fan speed may be set by the occupant
independently from the automatic feature of the ACU when the fan
control is selected and the speed is set by the occupant after which
the speed will remain at the setting selected. When the occupant
selects 34 MANUAL OPERATION mode the ACU displays "HIGH",
"MEDIUM", or "LOW" in place of the ACTUAL or
SET numeric values on the face of the ACU, then when 35 TEMPERATURE
is selected the occupant can adjust the temperature to either HIGH,
MEDIUM OR LOW by then selecting 41 INCREASE or 42 DECREASE. and
the ACU will provide unregulated output at the level indicated in
the display until another setting is selected by the occupant or
the engine is stopped. The 36 HUMIDITY selection functions in a
similar way, where 43 INCREASE may be selected to change a MEDIUM
output of humidity to HIGH or a MEDIUM output to LOW by selecting
44 DECREASE.
FIG. 91 is a chart showing a list of the elements of the Automatic
Control Unit (ACU) functions. When the ACU is in the AUTOMATIC mode
the occupant may start and operate the vehicle in comfort and safety
without ever taking any action to control the environmental conditions
of the cabin.
TEMPERATURE: The inventive apparatus senses the outside air temperature
and relative humidity which may indicate the type of clothing the
occupant is wearing with respect to warmth, and the current physical
condition of the occupant's body temperature with respect to weather
the body is cold trying to warm up or hot trying to cool off. The
apparatus selects one of several cabin environmental profiles depending
on the outside conditions and regulates the temperature to a time/temperature
profile which offers temperature comfort for the occupant which
may not remain at a fixed level but vary over the elapsed time after
engine start up when the outside air temperature is within a particular
range.
HUMIDITY: The inventive apparatus is capable of sensing the level
of relative humidity in the cabin and automatically setting the
humidity component to the most desired level of relative humidity
for the cabin at a given elapsed time after which the ACU will continuously
regulate the relative humidity by either increasing or decreasing
the level of relative humidity of the cabin to provide comfort for
the occupants while the ventilation is set to either fresh outside
air or recirculated cabin air. In hot weather when the vehicle is
initially started and before the air-conditioner has lowered the
cabin temperature to the desired level the ACU senses the cabin
air temperature spread between the desired and actual temperature
and activates the dehumidification function to utilize it's maximum
capability to lower the relative humidity which will assist the
air-conditioner and accelerate the occupant's cooling. As time passes
the ACU may change the setting for the level of relative humidity
to prevent the occupant from feeling too dry.
DEFROST: The ACU automatically prevents or eliminates condensation
(frost or fog) from the inside surface of the windshield and monitors
the outside & inside environmental conditions to automatically
add heat to the dehumidified air stream of the defrost vent to accelerate
the removal of inside condensation and/or melt any outside snow,
frost or ice which may contact the outside surface of the windshield.
The ACU may add heat to the defog/defrost vent to provide clear
visibility through the windshield and at the same time provide cabin
ventilation without heat. When the ACU sensors indicate that the
cabin relative humidity is approaching a level which may cause condensation
in conjunction with the windshield glass temperature, the ACU automatically
activates the defrost function of the apparatus to prevent the formation
of condensation. The ACU will override the humidification mode of
the apparatus to limit the humidification to a level which will
not cause condensation to build up on the windshield even if the
occupant attempts to set the relative humidity at level which would
cause condensation on the windshield.
FAN SPEED: In the AUTOMATIC mode the fan speed may be one of the
elements of the environmental profile. The fan speed may be regulated
automatically by the ACU and when the vehicle is started in hot
weather the air-conditioning cooling, dehumidification, and fan
speed will automatically start to operate at maximum; and as the
cabin and occupant cool down the fan speed will automatically be
reduced by the environmental profile element of the ACU when the
cabin air relative humidity and temperature reach the desired level.
When the vehicle is started in cold weather the cabin fan will not
be activated until there is sufficient engine heat to deliver a
hot air stream to the cabin, however the dehumidification feature
may be activated to direct a dehumidified air stream to the defrost
vent only by the fan to eliminate inside windshield condensation.
The residual regeneration function would have prepared the desiccant
after the last engine shut down and isolated the anhydrous desiccant
within the case to enable immediate windshield defrosting. After
engine start up when the ACU sensors indicate that there is sufficient
engine heat available to deliver to the cabin the ACU will automatically
activate the fan to deliver the heated air stream at a level determined
by the environmental profile. As the elapsed time progresses the
ACU will either decrease or increase the fan speed to meet the desired
level set in the profile. If the occupant desires to override the
AUTOMATIC mode of the fan and let the temperature and humidity remain
in the AUTOMATIC mode the ACU display has a fan speed selection
which conveniently allows the occupant to override the automatic
level. The fan level may remain where the occupant set the fan while
the AUTOMATIC mode continues to follow the profile for the other
functions. VENT SELECTION--(FEET, MID-LEVEL, HEAD, ETC.): The ventilation
maybe provided through various levels in the cabin and with different
selections for each side of the vehicle which allows the occupant
on the right side to direct the air stream to the mid-level while
the occupant in the left side may direct the air stream to their
feet or any combination of vent levels. In the AUTOMATIC mode the
ACU sensors will provide information to the ACU which will determine
which vents are utilized to deliver the desired air stream to the
cabin. The face of the ACU offers the occupant various selections
for the vent when the mode is set to MANUAL SETTINGS, or MANUAL
OPERATION.
FRESH/RECIRCULATE AIR SUPPLY: The face of the ACU provides the
occupant with the capability to select fresh outside air which may
be conditioned and delivered to the cabin or recirculated cabin
air may be selected. When either fresh or recirculated cabin air
is selected the ACU activates the necessary air valves (damper doors)
and other components to deliver the air stream from the desired
air source. The AUTOMATIC mode makes no attempt to automatically
set the air source for the cabin since the decision of fresh air
or recirculated cabin air is made by the occupant and remains at
the selected source until changed by the occupant.
FIG. 92 is a two part chart showing an example of an environmental
ACU profile for the automatic control of the settings of cabin temperature
thermostat and fan speed settings. The profile is automatically
selected by the ACU from a group of previously established profiles
for given outside air temperature ranges. The ACU selects a profile
by receiving input from outside air temperature sensors then matches
the outside air sensor reading to the relevant temperature range
for a profile. In the top portion of the chart the temperature only
is shown where the outside air temperature sensors indicated the
temperature of the outside air when the vehicle started was within
a range of 75.degree. F. to 85.degree. F. which caused the ACU to
select the profile shown. In this chart, with the outside temperature
above the normal comfort level for a human, the profile is designed
to start with a cold thermostat setting when the vehicle is first
started and then as the elapsed time passes after engine start up,
the setting for the thermostat may be adjusted automatically as
the ACU reads the profile which may increase the thermostat's temperature
setting. In this chart which is showing the temperature setting
for the thermostat increasing as time passes, the initial cold temperature
setting which would cool down the vehicle and occupant, is then
increase so the occupant does not feel chilled by the cold air after
the occupant's body metabolism rate is lower and the hot weather
clothing offers less warmth. The environmental profile method is
designed to set the inside temperature at various levels over a
predetermined time span. After the initial cool down for a hot weather
profile the thermostat stabilizes at a warmer temperature than would
be used for a cold weather since the occupant would be wearing lighter
weight clothing in hot weather; and when the outside air temperature
is cold the profile would be designed to warm up the vehicle and
occupant and then be adjusted along a different and lower profile
as time passes since the occupant would be wearing warmer clothing
in cold weather.
This method is an improvement over previous thermostats where the
occupant must reset the conventional thermostat while operating
the vehicle either to lower the temperature level when they first
start the vehicle in hot weather for the initial cool down or if
the temperature on the thermostat is low enough for initial cool
down in hot weather, the occupant must increase the temperature
setting as time passes to feel comfortable since the initial temperature
which previously felt comfortable would begin to feel cold over
time. The actual temperature is shown in the chart first decreasing
as the air-conditioning cooling begins to lower the temperature
of the cabin. The profile is designed not only to allow for vehicle
cabin cool down to the thermostat setting temperature, but also
the occupant's body metabolism rate to decrease to a level which
would require less cooling. An alternative to the inventive apparatus
would provide a visual display of the profile showing the selected
profile on a liquid crystal display, CRT, or other display method
on the instrument panel next to the ACU controls. The lower portion
of the chart shows an example of a ACU profile for a range of 75.degree.
F. to 85.degree. F. where the temperature and fan speed may be regulated
in a method similar to the profile in the top portion of the chart.
In the lower profile the fan starts when the vehicle is started
in the maximum setting and as the occupant 's body cools down the
fan speed is automatically regulated to provide the most comfortable
cabin environment to the occupant without the need for the occupant
to make manual control adjustments. Various profile may be established
for different sizes and types of vehicles where the cool down times
and cabin environmental characteristics may vary for different vehicles.
The environmental profile inventive method not only utilizes the
traditional thermostat to regulate the temperature, but also adjust
the thermostat temperature setting and fan speed settings based
on the elapsed time the vehicle has been operating and is not related
to the time of day. The ACU automatically selects an environmental
profile from a group of various profiles each of which is designed
for a range of outside air temperatures and will regulate the thermostat
settings and fan speed settings which may both vary independently
over the elapsed time the vehicle has operated since it started.
FIG. 93 is an example of a two part chart showing an environmental
ACU profile for the control of cabin air temperature, relative humidity
and fan speed which is automatically selected by the ACU based on
temperature sensor input to the ACU of the outside air temperature.
Another alternative of the inventive apparatus which may utilize
a profile method for an ACU with a relative humidity sensor input
in addition to temperature to select a particular environmental
profile which may be based on outside temperature and the outside
air relative humidity, an example of this type of profile is not
shown. For this chart, the top portion shows a relative humidity
profile which was selected by the ACU is based on outside air temperature
sensor input to the ACU after which the ACU selects the appropriate
relative humidity profile which is identified as the humidity setting
line representing the desired % of relative humidity for the vehicle
cabin at a particular time along the profile. The profile provides
the ACU with the desired relative humidity which will be set in
the humidity and may change the relative humidity setting as time
passes. The example shown for an outside air temperature of 75.degree.
F. to 85.degree. F. would lower the relative humidity when the engine
is started to assist the air-conditioner efficiency in cooling the
vehicle and provide a low relative humidity to accelerate the evaporation
of human perspiration which may be present on the clothing when
an individual enters the vehicle. As time passes the % of relative
humidity may be regulated at different levels based on the elapsed
time along the profile. The lower portion of the chart shows the
temperature and fan speed profiles combined with the humidity profile
to regulate the ACU which are similar to the temperature and fan
speed profiles previously shown in FIG. 92. One alternative to the
time oriented profile is a profile which has actual condition readings
establishing the starting point for previously established time
segments. In this example, when the environmental conditioning system
should have reduced the temperature of the cabin to 70.degree. F.
& 50% R.H. in 12 minutes and then made a setting adjustment,
however, the actual readings of the sensors may indicate that with
maximum cooling of the air-conditioner and maximum dehumidification
of the desiccant system the resulted in a cabin were only a temperature
of 78.degree. F. & 75% R.H., the alternative logic would cause
the ACU to recognize the difference in the actual conditions and
desired conditions and would then delay the change of temperature,
relative humidity, and fan speed setting until the desired actual
conditions are reached. The ACU, in this example, considers time
and actual conditions before the settings for the cabin are automatically
adjusted. An environmental profile is event related where the time
line starts with an event and is not controlled by the time of day.
An event which would cause the ACU to start utilizing the profile
may be the starting of the vehicle engine or in other applications
a motion detector may detect the entry of an individual into the
cabin or a room or building. In summary, when activated the ACU
would receive sensor inputs and based on the readings select a predetermined
environmental profile for the range of outside condition which would
be automatically selected. In the case of a vehicle, the start of
electrical power to the ACU may be the signal of the event of starting
the vehicle which would place the ACU at the beginning of the profile's
time line, after which the ACU would utilize the values on the profile
to set the thermostat, humidity, fan speed or other parameters of
the environmental control system. A profile may have intermediate
events to start another segment of the profile, such as the desired
temperature on the thermostat having the same temperature reading
as the sensor reading of actual cabin temperature for a particular
temperature sensor which would allow the ACU to move to the next
segment of the profile. Another alternative of the ACU profile may
be for a building where certain events from the building security
system (motion detectors) which would cause the ACU to evaluate
the outside environmental conditions, select a profile, then set
the thermostat, humidity, and other environmental control apparatus
which in turn would activate the apparatus to deliver the desired
conditions (heating, cooling, humidification, dehumidification,
fan speed, or may even include the lighting.
FIG. 94 is a diagram showing the ACU in the AUTOMATIC mode with
sensors, control units, and components of the apparatus automatically
operated by the ACU. The control function which may be separated
into sections such as CONTROL "A" for cabin ventilation
and CONTROL "B" for defrost/defog functions with the capability
of the CONTROL "B" to override the CONTROL "A"
functions of the cabin ventilation to always prevent or eliminate
the formation of condensation on the inside windshield glass. Item
1 represents one or more outside air temperature sensors which input
temperature information to the ACU. Item 2. represents one or more
outside air humidity sensors which input relative humidity information
to the ACU. Additional temperature and relative humidity sensors
may be utilized to monitor the internal operation of the apparatus,
an example of which are the sensors utilized to monitor the level
of moisture saturation and evaporation of the desiccant canisters
for the ACU to activate the cycle change for the rotary crossover
valves to improve the efficiency of the apparatus. Item 3 represents
one or more front seat temperature sensor. One alternative to the
inventive apparatus may have a separate ACU function with independent
environmental conditioning capability for each front seat. Item
4 represents one or more back seat temperature sensors. Item 5 represents
one or more front seat relative humidity sensors, and Item 6 represents
one or more back seat relative humidity sensors. The CONTROL "A"
section of the ACU receives the input from the sensors and compares
the sensor readings to match the readings to a predetermined set
of possible input ranges which have an established set of output
responses. The output responses by the ACU's CONTROL "A"
section may activate various components of the apparatus such as
the BEAT, VENTILATION, AIR-CONDITIONING AND HUMIDITY components.
The windshield defog/defrost functions are performed by the CONTROL
"B" section of the ACU by receiving input from: Item 7
which represents one or more temperature sensors for the outside
of the windshield glass, Item 8 which represents one or more temperature
sensors for the inside of the windshield glass, Item 9 which represents
one or more humidity sensors for the air near the surface of the
inside windshield glass, and additional relative humidity sensors
for the outside air near the surface of the windshield glass may
be utilized which are not shown. The CONTROL "B" function
automatically activates the components of the apparatus which defogs/defrosts
the windshield when the sensor inputs indicate that the conditions
have reached or are approaching a level of environmental conditions
which could cause condensation to form on the inside surface of
the windshield glass or external conditions require a heated air
stream to melt or evaporate condensation on the outside surface
of the windshield. The automatic environmental profile feature is
a component of the CONTROL "A" section of the ACU.
FIG. 95 is a drawing of the front of the control unit for an alternative
of the ACU which does not have the automatic "Profile"
feature and shows the information which may be displayed to the
occupant of the motorized vehicle and the controls which may be
selected by the occupant set the ACU to the desired environmental
output. Item 1 the fan on/off power selection press to select switch
which also indicates if the fan is on or off by an indicator light
located behind the face of the switch which illuminates through
the switch when the fan is on and off when the fan is off. Item
2 (-) is a fan speed switch to reduce the fan speed one level each
time it is selected until the fan speed is set to the lowest level.
Item 3 (+) is a fan speed switch to increase the fan speed one level
each time it is selected until the fan speed is set to the highest
level. Item 4 is a vent position selector switch which when selected
illuminates and causes the ACU to direct the air stream to high
level (windshield level), middle level, and feet when the fan power
is in on position. Item 5 is a vent position selector switch which
when selected illuminates and causes the ACU to direct the air stream
to high level (the vents which deliver air to the upper portion
of the cabin) when the fan power is in on position. Item 6 is a
selector switch which when pressed will illuminate and cause the
ACU to use outside air as the source of air for the cabin environmental
system. Item 7 is the cabin thermostat setting indicator display
which will illuminate to display the temperature setting for the
thermostat when Item 10 the temperature power is activated by the
occupant by selecting "ON". Item 8 (-) is the decrease
thermostat setting selector switch, which when pressed will decrease
the temperature setting for the thermostat. Item 9 (+) is the increase
thermostat setting selector switch, which when pressed will increase
the temperature setting for the thermostat. The ACU automatically
selects and activates the air-conditioning cooling system or the
heating system when the cabin temperature sensors indicate that
the cabin temperature is above or below the desired temperature
range, if Item 10 the temperature system power is in the "on"
position. Item 10 is the power "ON"/"OFF" switch
for the ACU temperature system to activate either cooling or heating
which enables the ACU to automatically activate the components which
will regulate the cabin temperature to the desired level which is
displayed on Item 7. When Item 10 is in the "ON" position
a light will illuminate the switch to indicate that the power is
"ON". When Item 10 power is "OFF" the fan may
continue to operate to deliver air to the cabin which is not conditioned
with heating or cooling. Item 11 is the cabin air stream vent which
when selected will direct air to the high level (windshield vent)
and toward the feet of the occupant of the front seat. Item 12 directs
the air stream toward the middle level and the feet. Item 13 directs
the air stream toward the occupant's feet. Item 14 directs the air
toward the middle level. When the occupant selects Item 15 the
source of air for the cabin environmental system will be from the
cabin, which will cause the ACU to recirculate cabin air and illuminate
an indicator light behind the switch. Item 16 is the indicator for
the relative humidity setting in the humidistat and is illuminated
when the power to the humidity has been turned on by the occupant
when Item 19 is selected. Item 17 (+) is the increase humidity setting
selector switch, which when pressed will increase the relative humidity
setting for the humidity. Item 18 (-) is the decrease humidity setting
selector switch, which when pressed will decrease the relative humidity
setting for the humidistat. The ACU automatically selects and activates
the components of the humidification and dehumidification system
when the cabin relative humidity sensors indicate that the cabin
relative humidity is above or below the desired relative humidity
range, if Item 19 the relative humidity system power is in the "on"
position. Item 19 is the power "ON"/"OFF" switch
for the ACU relative humidity system to activate either humidification
or dehumidification which enables the ACU to automatically activate
the components which will regulate the cabin relative humidity to
the desired level which is displayed on Item 16. When Item 19 is
in the "ON" position a light will illuminate the switch
to indicate that the power is "ON". When Item 19 power
is "OFF" the fan may continue to operate to deliver air
to the cabin which is not conditioned by the addition or removal
of humidity. In this figure a manual setting type of ACU is shown
for a motorized land vehicle which may be similar to the ACU for
an aircraft or water vehicles and which controls the activation
or deactivation or the components of the apparatus to regulate the
cabin environmental temperature and desiccant based relative humidity
with fresh or recirculated air.
FIG. 96A is a drawing of the full function automatic digital control
unit with modes and functions shown on the face of the ACU and information
blocks to the side of the ACU. When the "AUTO" automatic
mode is selected the ACU automatically regulates the settings on
the system thermostat, humidistat, and fan to provide superior comfort
and eliminate the need for the occupant to make environmental system
adjustments during the time the individual occupies the vehicle.
The functions 1 through 5 setting are automatically established
and regulated by the ACU. The decision to utilize fresh or recirculated
cabin air may be set by the occupant to remain in one position until
the occupant desires that the setting be changed. An "ON"/"OFF"
switch is provided for the occupant to override the ACU and turn
the system off when the sensors indicate that the cabin needs environmental
conditioning, but the occupant wants the system turned off The automatic
function for the front and back seat may be independently overridden
by the occupant of the vehicle.
FIG. 96B is a drawing of the face of a full function ACU showing
the "ACTUAL" readings Items 19 & 13 of the cabin temperature
and relative humidity sensors displayed. Item 1 is the mode selection
switch for the full automatic function of the ACU where the settings
for functions 1 through 5 are automatically established and then
regulated by the ACU. When the vehicle is started the ACU will automatically
start to operate in the full automatic mode which is controlled
by environmental profiles unless a particular element of the automatic
profile was previously modified and set prior to engine shut down;
in this case, the modified profile for the temperature, humidity,
or fan speed in use when the engine was shut down is saved and reused
for the next engine start up and run cycle. Item 2 is the "SET"
mode selection switch where in this mode the occupant establishes
the settings for the thermostat, humidistat, fan speed and vent
selection. When Item 2 "SET" mode is selected by the occupant
the current system settings may be changed by selecting Item 15
the "set range selector" which will cause the display
to change the "temperature window" Item 19 from displaying
actual sensor readings of the cabin air temperature to a display
of the current setting on the thermostat and allow the occupant
to change the thermostat setting by selecting Item 18 or Item 3
which will either increase or decrease the temperature setting on
the thermostat and provide the indication in the "temperature
window" showing "SET" followed by the display of
the numeric reading of the thermostat similar to Item 19 of FIG.
96B. For relative humidity regulation, when Item 15 the "SET"
switch is selected, the humidistat may also be changed by selecting
Item 14 to increase the relative humidity level or Item 12 to decrease
the relativity level. When ACU mode of operation is changed to manual
Item 4 "MANUAL" is selected which causes the ACU to allows
the occupant to directly control the output of the apparatus by
selecting "HIGH", "MEDIUM", or "LOW"
output. In the MANUAL mode which is not shown the "temperature
window" and the "humidity window" the display Item
19 words "SET" or "ACTUAL" are replaced by "HEAT"
or "COOL" for the "temperature window" or for
the "humidity window" Item 13 will become "MDIFY"
or "DEHUMIDIFY" followed by "HIGH", "MEDIUM",
or "LOW". The occupant may then change the temperature
output by pressing the Item 18 switch to increase the temperature
of the air stream or Item 3 to decrease the temperature of the air
stream with a range of 6 (six) temperature positions, starting with
the highest temperature which is "HEAT" with the word
"HIGH" in the lower portion of the "temperature window"
and the lowest temperature output displayed as "COOL"
followed by the word "LOW" in the lower portion of the
"temperature window. The temperature listed below with 1. as
the highest temperature output and 6. the lowest temperature output:
1. "HEAT" 4. "COOL" "HIGH" "HIGH"
2. "HEAT" 5. "COOL" "MEDIUM" "MEDIUM"
3. "HEAT" 6. "COOL" "LOW" "LOW"
The occupant may change the relative humidity if the air stream
going to the cabin using a method similar to the one described above
for the temperature, where 1. is the highest relative humidity output
and 6. is the lowest relative humidity output:
1. "HUMIDIFY" 4. "DEHUMIDIFY" "HIGH"
"HIGH" 2. "HUMIDIFY" 5. "DEHUMIDIFY"
"MEDIUM" "MEDIUM" 3. "HUMIDIFY" 6.
"DEHUMIDIFY" "LOW" "LOW"
Item 5. the "ON"/"OFF" switch is a manual override
to the automatic function of the ACU to turn the system off or after
the system is off the system may be turned back on by pressing the
switch again. Item 6 is a switch to allow the operator to select
fresh outside air for the cabin or by pressing the switch again
return to a cabin air source which will recirculate cabin air through
the inventive apparatus back into the cabin. When the switch is
in the fresh outside air position the switch is illuminated. Item
7 the "OFF" switch. The ACU automatically activates the
defrost/defog function when ever the environmental conditions are
approaching the temperature and relative humidity levels which would
allow the formation of condensation on the windshield. When the
DEFOG function is activated by the ACU the DEFOG switch is illuminated.
The occupant may override the ACU and turn off the defog function
and the switch light by selecting the DEFOG switch. The DEFOG switch
position is not saved in memory after the engine is shut off. Each
time the engine is started the ACU automatically reactivates the
DEFOG function and will start defrosting the windshield when necessary
unless the DEFOG is again overridden to the off position by the
occupant. Item 8 is the vent selection switch which will allow the
occupant to override the AUTOMATIC mode of the ACU vent selection.
The vent selection switch is also available to the occupant to select
the desired vent when the ACU is in the MANUAL SETTING or the MANUAL
OPERATION mode. The occupant may select one or more vents by pressing
the desired vent level switch. Item 9 is the FAN speed selection
display which allows the occupant to override the AUTOMATIC mode
of the ACU and chose a fan speed which may range from 1. "H"
(high) to 5. "L" (low). The occupant may use the fan speed
selection switch to chose the fan speed when the ACU is in the MANUAL
SETTING or the MANUAL OPERATION mode. Item 10 "B" is the
back seat selection switch for the ACU (or sleeper compartment for
an over the road truck) and when selected the ACU displays of the
functions of the control panel may operate some or all of the functions
of the back seat with features which are similar to those of the
front seat. Item 16 "F" is the front seat selection switch
which when selected will return the ACU display to the operation
of the front seat. Item 11 is a RESET switch for the ACU which when
selected will return the ACU to the factory established environmental
profile. The RESET switch may be selected at any time to return
all elements of the profile to the original factory profile settings
when the occupant no longer wants to utilize a modified profile.
FIG. 96C is a drawing of the face of a full function ACU similar
to FIGS. 96A and 96B showing the "SET" readings Items
19 the thermostat & 13 humidistat for the cabin temperature
and relative humidity. When Item 15 is selected by the occupant
the word "SET" replaces "ACTUAL" in both Item
19 & 13 and the occupant may change the settings by selecting
Item 18 or 3 and Item 14 or 12.
FIG. 96D is a drawing of the face of a full function ACU similar
to FIGS. 96A, 96B & 96C which has an additional feature to allow
the occupant to independently control both the front left and front
right seat environmental controls. Item 9 "L" is the selection
switch for the LEFT seat which will cause the display for the ACU
to operate the portion of the ACU controlling the LEFT seat, and
Item 10 "R" is the selection switch for the RIGHT seat
which will cause the display for the ACU to operated the portion
of the ACU controlling the LEFT seat.
FIG. 97A is a drawing of a duel canister cabin desiccant apparatus
utilizing duel crossover valves similar to the embodiment shown
in FIG. 136 with the addition of a heat exchanger Item 3 which may
be utilized in conjunction with Item 16 the pre-cooler heat exchanger.
A coolant fluid may be circulated between the two heat exchangers
to transfer the from the air stream passing through heat exchanger
Item 16 into the air stream passing through heat exchanger Item
3. A door is shown which may be closed to prevent the air stream
Item 1 from passing through the heat exchanger 3 when the pre-cooler
is deactivated. When the door is closed the air stream will be directed
to heat exchanger to provide for maximum heating of air stream Item
I when it is performing evaporation of moisture out of the desiccant.
Items 5 & 15 may be rotary crossover valves to alternate the
air streams Items 1 & 2 between the desiccant canisters Items
7 & 13. The air valves Items 5 & 15 may be rotary, slide,
or damper valves to accomplish the crossover.
FIG. 97B is a drawing of a FOUR (4) canister cabin desiccant apparatus
utilizing duel crossover valves which is similar to FIG. 97A with
4 canisters in place of the 2 canisters. The four (4) canister alternative
embodiment allows the air flow to pass uninterrupted through the
apparatus because as 5 the crossover valve is switching the air
stream from canister Item 3 to canister Item 4 the air stream continues
to flow uninterrupted through the other two canisters, Items 1 &
2 as shown in DETAIL: C. Item 5 is the input crossover valve and
Item 6 is the output valve. The valves may be rotary, slide or damper
type valves which have the capability to switch two air streams
while allowing two other air streams to continue to flow. The hot
air streams cause the moisture to evaporate out of the desiccant
while the cool air streams provides the moisture which is adsorbed
into the desiccant contained in the canister case.
FIG. 98 is a schematic view of a duel canister, duel rotary crossover
valve cabin desiccant apparatus utilizing after process cooler/heater
coils to further condition the air going to the cabin. This alternative
of the apparatus is similar to the one shown in FIGS. 97A and 97B
with the addition of a heat exchanger Item 17 and air stream 19
exiting the apparatus to the atmosphere.
FIG. 99 is a schematic view of a FOUR (4) canister, duel rotary
crossover valve cabin desiccant apparatus utilizing after process
cooler/heater coils to further condition the air going to the cabin
which is similar to FIG. 97B. The valves are similar to those shown
in DETAIL: C of FIG. 97B.
FIG. 100 is a schematic view of a duel canister, duel rotary crossover
valve cabin desiccant apparatus similar to the one shown in FIG.
98 with straight through air flow canisters. This alternative of
the apparatus allows the air stream to pass straight through the
canister without going around the baffles shown in FIG. 98. The
honeycomb Items 6 8 12 & 14 are wedge shaped and positioned
on the top and bottom of the main sections of honeycomb Items 7
& 13 with an air space between the sections of honeycomb. The
canister shape and the shape of the honeycomb sections provide an
even distribution of the air stream through the honeycomb. The elimination
of the baffles and this arrangement of the honeycomb offers less
resistance to the air flow through the apparatus than a baffle canister.
This is another example of how the inventive method may utilize
various types and shapes of canisters or wheels and various types
of valves to direct the air flow through a desiccant coated material
to perform the desired results.
FIG. 101 is a drawing of a desiccant based defroster apparatus
for a large freezer box or refrigeration unit for a truck or other
motorized vehicle, or a freezer box or refrigeration unit located
in a commercial building which utilizes the apparatus to eliminates
frost and reduces the energy consumption by lowering the relative
humidity of the air contained in the box. The inventive apparatus
utilizes the excess heat from the compressor and condenser coils
to evaporate the moisture out of the hydrous desiccant. Item 1 is
the freezer box/cooler which could be used as: a display case in
a food store, cold storage box, trailer for an over the road truck,
refrigerator for home use, or various other cooler or freezer boxes
which may be opened at different times and exposed to another air
source which is at a higher temperature and containing moisture.
The apparatus dehumidifies the air stream to eliminate frost and
reduce the energy consumption of the unit. The warmer air exposed
to the cooler/freezer box has the ability to hold it's moisture
until it is cooled and then the moisture in the warmer air begins
to condense out as the temperature is lowered causing frost to form
on the inside of the box and especially on the cold evaporator coils.
Two separate air streams are represented in the drawing by arrows.
The cold air 3 exits the box through 2 a filter and passes through
4-A the adsorption side of the desiccant wheel where the anhydrous
desiccant adsorbs the moisture out of the air stream. Item 5 is
the dehumidified cold air stream which is pull into 6 the cold air
fan which is powered by fan motor 9. The air stream then enters
7 the cold evaporator coils which lower the temperature of the air
returning to the freezer. Since the moisture is removed out of the
air stream before it passes through the cold evaporator coils condensation
(frost) will not form on the coils as the air passes through the
coils. When the cold dehumidified air stream enters the box with
it's very low relative humidity it will defrost the box through
sublimation. The other air stream 11 may pass over the hot exterior
of 8 the compressor and hoses (not shown) either before or after
the air stream is filtered by 12 the hot air stream filter. Fan
13 which may be powered by 9 the fan motor forces the air stream
through 16 the condenser coils which are positioned between 13 the
fan and 4-E the evaporation side of the slowly rotating desiccant
wheel. The hot air stream 14 is shown exiting 16 the hot condenser
coils at a temperature high enough to evaporate the moisture out
of the hydrous desiccant portion of the wheel. The hot moist air
stream exits the apparatus into 15 the atmosphere. Titanium Silica,
produced by Engelhard Corporation, will allow it's moisture to evaporate
off when the air stream temperature passing over the surface of
the desiccant is as low as 140.degree. F., and will adsorb moisture
at temperatures room temperature or lower. The desiccant wheel may
be a center torque drive honeycomb wheel and is shown with a torque
motor 10 and reduction gear box connected to the wheel by a drive
shaft. The automatic control unit, sensors, seals, wiring, and other
components are not shown.
FIG. 102 is a drawing of a desiccant based defroster apparatus
for a large freezer box or refrigeration unit for a truck or commercial
building which eliminates frost and reduces the energy consumption
by lowering the relative humidity of the air contained in the box
similar to FIG. 101 with a different embodiment of the fans, motor
and wheel arrangement. The fans in this drawing are shown arranged
so that any air leakage past the air seals will not enter the box
since the air pressure on the cold side of the wheel will be greater
than the air pressure on the hot side of the wheel. As in FIG. 101
the cold air 1 in the box circulates out through 2 the air filter
and passes through 4 the cold side fan which forces the air stream
through 5-A the adsorption portion of the desiccant wheel where
the anhydrous desiccant adsorbs the moisture out of the air stream.
The position of 4 the cold air fan which is forcing the air into
the wheel causes a higher air pressure within the cold air mass
near the wheel than the hot air in the lower portion of the drawing
which is pulled through the wheel by 14 the hot air fan. When the
cold dehumidified air stream exits the wheel it then passes through
7 the cold evaporator coils which lower the temperature of the dehumidified
air stream. In this alternative of the inventive apparatus a single
motor Item 10 is shown providing power to both fans 4 & 14 and
through a reduction gear box Item 9 torque is also provided to the
slowly rotating desiccant wheel. Item 8 is a conventional compressor
which may be used as a source of excess heat for evaporation in
addition to the normal function of refrigeration. Item 17 is a filter
to prevent foreign matter from building up on the surface of the
desiccant wheel as 11 the outside air enters the apparatus. The
outside air stream passes through 16 the hot condenser coils which
increases the temperature of the air stream to the level necessary
to evaporate the moisture out of 5-E the evaporation side of the
desiccant wheel. Air stream 12 is the hot air stream entering the
hydrous portion of the desiccant wheel where the moisture is released
from the desiccant into the hot air stream and exits the wheel as
hot moist air Item 13. Fan 14 pulls the hot air stream through the
apparatus and expels the hot moist air 15 back into the atmosphere.
FIG. 103 is a drawing of a desiccant based defroster apparatus
for a large freezer box or refrigeration unit for a truck or commercial
building which eliminates frost and reduces the energy consumption
by lowering the relative humidity of the air contained in the box
similar to FIG. 101 and FIG. 102 with a different embodiment of
the fans, motor and wheel arrangement. This drawing is similar to
FIG. 102 with the exception that there are two motors 9 & 10
in place of one motor 10. In this drawing Item 9 is the torque motor
and reduction gear box for the desiccant wheel and Item 10 is the
fan motor for fans 4 & 14. An alternative to FIG. 101 &
102 is Item 18 an auxiliary heat exchanger which may be added to
the apparatus and is capable of providing the heat required for
evaporation when 8 the compressor is off and dehumidification is
desired. The auxiliary heat exchanger 18 would only need to provide
the heat for the regeneration of the desiccant only when the compressor
is off When the compressor 8 is operating the heat for regeneration
would be provided by 16 the condenser coils.
FIG. 104A is a drawing of a (4) four canister desiccant case with
straight through air flow in the canisters where the air flow does
not make directional changes due to baffles. The input end is shown
with the rotary crossover valve removed to the lower right. The
hot air stream enters canister "A" and exits the output
end "E", while canisters "B" & "D"
are making their cycle change ("B" from hot to cool air
& "D" from cool to hot air) and while canister "C"
has a cool air stream entering the "C" input end and exiting
"G" the output end. In this way the "A" &
"C" air stream is uninterrupted during the change over
of "B" & "D". As canister "A"
begins to have it's moisture completely evaporate out into the hot
air stream and become anhydrous, canister "C" becomes
saturated with the moisture which is adsorbed into the desiccant
from the cool air stream as it becomes hydrous, and the changeover
of "A" & "C" is accomplished by the crossover
valve while the air continues to flows through canisters "B"
& "D". The relative humidity sensors of the automatic
control unit detect the level of saturation and evaporation and
activate the input and output crossover valves to accomplish the
crossover.
FIG. 104B is a drawing of the crossover valve moved forward and
away from the (4) four canister case to provide a view of the input
end of the canisters which is similar to FIG. 104A.
FIG. 104C is a drawing of the rotary crossover valve which may
be utilized for a (4) four canister desiccant case. In Detail "A"
a portion of the rotary crossover valve is shown in the upper left
with (2) two air vents connected to the valve. Air stream "A"
is shown entering the valve opening in the top of the valve and
making a 90.degree. turn into the canister as air stream "A1".
The rotary crossover valves differ from the action of the slowly
rotating desiccant wheel in that the crossover valve makes a rapid
valve change from one canister to another. The rotation action of
the valve is shown with an arrow labeled "R". Air stream
"A" may be the hot air stream while air stream "B"
may be the cool air stream and "B" is shown closed off
from the canister. When the valve rotates air stream "B"
is allowed to flow through the opening in the valve and air stream
"A" will be closed off buy a section of the valve not
shown.
FIG. 105 is a drawing showing a slight off set of the output vent
from that of the input vent to compensate for the rotation of the
desiccant wheel and size of the cell openings. Although the rotation
of the desiccant wheel is very slow as compared to the velocity
of the air flow through the wheel, for example, there may exist
a condition where the adsorption air enters the input side through
the cells (air passageways) and as the wheel rotates the air exits
the output side of the wheel into the evaporation air stream. The
vent off set assures that the adsorption input side cell is completely
closed before the output side of the same cell becomes open to the
evaporation side vent. "A" represents the angle of the
off set on both sides of the center of rotation and is shown as
a function of "R"=rotational speed, "S"=velocity
of air flow, "W"=width of wheel, and diameter of wheel.
There are two additional factors not shown which are: (1) the thickness
of the diagonal seal and (2) the size of the cells. The vent offset
may help prevent the crossover of the air stream from the adsorption
to evaporation side or from the evaporation to the adsorption side
of the system.
FIG. 106. is a drawing of a desiccant based dehumidification apparatus
where an alternative to the inventive method utilizing a desiccant
wheel to dehumidify an air stream which will then enter an air compressor
to become dehumidified compressed air. Item 1. the evaporation air
stream enters the apparatus from atmosphere an passes through 3.
the air filter to prevent the accumulation of foreign matter on
the desiccant wheel. After most foreign matter is removed by 3.
the air filter from 1. the evaporation air stream which then passes
through 4. a heat exchanger supplied by excess heat from various
sources such as the compressor, compressor motor or other sources
the temperature of the evaporation air stream is increased to the
temperature necessary to evaporate the moisture out of E. the desiccant
material coated on the surface of 6. the desiccant wheel. The desiccant
wheel slowly rotates through E. the evaporation section of the apparatus
where the hot air stream exiting 4. the heat exchanger evaporates
the moisture out of the desiccant material and then returns to 8.
the atmosphere with the water vapor. Item 2. the compressor input
air stream which will enter the compressor first passes through
5. an air filter to remove foreign matter before entering A the
adsorption side of 6. the desiccant wheel. The desiccant coated
on the surface of the NOMEX honeycomb wheel adsorbs the moisture
out of the air stream as the air passes through the wheel on it's
way to 7. the compressor intake. The wheel is slowly rotated causing
the desiccant which is coated on the wheel to cycle into and out
of the A. and E. positions of the apparatus. The rotation serves
to allow the moisture to be adsorbed into the desiccant in the A.
position and then be repositioned to E. position where the moisture
is evaporated. In this way the desiccant continuously adsorbs moisture
out of the input air stream and is regenerated by the evaporation
of the moisture from the hot air stream. The heat exchanger Item
4. is shown with pipes/hoses 9. & 10. which are the input and
output lines for the coolant from the motor or compressor utilized
to transfer the heat from the compressor/motor to the evaporation
air stream. An alternative of he inventive apparatus, which is not
shown, would eliminate the heat exchanger and utilize a small fan
to pull an air stream from the motor and compressor to then force
the hot air into the evaporation side of the wheel. Two of the benefits
of the invention are: first, the increased efficiency of the compressor
due to the ability of the compressor to produce greater compression
when input air does not contain water vapor and; secondly, the compressor,
air tank, air lines, hoses, drive motors and other devices utilizing
the air do not have to cope with the condensation which often forms
within the air system. Many compressed air systems today utilize
various water filters or water separators which require constant
maintenance efforts to prevent the build up of moisture in the compressed
air system.
FIG. 107 is a drawing of a desiccant based air compressor dehumidification
apparatus which is similar to the apparatus shown in FIG. 106 except
that the heat exchanger is removed and the heat for evaporation
is provided from the air stream which cools the compressor and air
cooled motor. Item 1 is the evaporation air stream which first passes
through 3 the filter which removes any foreign particles after which
the air is heated as it passes over the outside surface of 11 the
motor and 12 the compressor. The air stream is then forced through
"E" the evaporation portion of 6 the slowly rotating desiccant
wheel by 8 the fan. Item 4 is the reduction gear box which may be
powered by either 11 the motor or have another motor, which is not
shown, provide the power to the reduction gear box. The output of
4 the reduction gear box is a slowly rotating shaft to 6 the desiccant
wheel and high RPM to 8 the fan. Item 1 the evaporation air stream
passes through 13 the air duct to the desiccant wheel at a high
enough temperature to evaporate the moisture out of the desiccant
material coated on the wheel. Item 2 the air stream which will go
onto the compressor to be compressed, first passes through 5 the
air filter to remove any foreign particles and then enters "A"
the adsorption portion of 6 the desiccant wheel where the moisture
in the air stream is adsorbed into the desiccant material. The dehumidified
air stream passes through 14 the air duct to the air compressor.
Item 7 the dehumidified air stream is shown enter the intake of
the air compressor. Item 10 is the output of the air compressor
which is high pressure dehumidified air. Not shown is another alternative
of the inventive apparatus which utilizes a set of desiccant canisters
with crossover valves which may replace the desiccant wheel. |